US1253300A - Indicating mechanism. - Google Patents

Description

R. E. THOMPSON. mmc/mm; MECHANISM. APPLhICATION FILED JAN. I9. i914.

Patented Jan. 15, 1918.

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v MTA/5555i Www??? UNITED STATES PATENT RALPH n. THOMPSON, or BaooKLINE, MASSACHUSETTS.

Application lcd January 19, 1914. Serial N0, 813,086.

To all wlom it may concern:

Bc ,it known that I, RALPH E. THOMPSON, a citizen of the. United States, residing at lhooklin'e, in the county of Norfolk and State of Massachusetts, have. invented certain Improvements in Indicating Mechanisms, of which the following description, in connection with the accompanying dra-W- ings, is a specification, 'like reference characters on the drawings indicatin g like parts in the several figures.

In operating internal combustion engines it is important from the standpointof economy to have the various adjustments of the engine so made that the engine vwill Aoperate at its maximum efiiciency. This is particularly true of the adjustments ofthe carbureter which' controls the proportions of the fuel mixture. The average operator, however, is unable to determine, except very roughly, when these proportions are correct; and consequently he is 4unable to determine, except approximately.Y what changes in adjustments of the 'carbureters should be made to improve the operating efficiency of the engine. The most importa-nt factor to be determined is the relationship between lthe speed or travel of the engine and its fuel consumption, but in attempting to get at this relationship an operator is obligcdto make such changes in adjustment as experience has indicated to be. advisable and then to observe the resulting changes produced in the speed of the engine and inits fuel consumption. But these observations must be made over long periods of Voperation in order to obtain even approximately accurate results; and even under such circumstances other elements than' those under consideration may'so modify the conditions as to make the apparent results misleading.

It is the' chief object of the present invention to devise an apparatus that Will indicate the relationship between the travel of the enginea'nd its fuel consumption preferably giving the measure of one. in terms of the other.

An illustrative embodiment of the invention will nou7 be described, reference being made to the accompanying drawings, in ivhichf Figure 1 is a front 'elevation ofan indicator designed especially for use on'automobiles;

Fig. 2 is a. longitudinal, vertical. sectional view of the apparatus shown in Fig. l;

Specification of Letters Patent.

Patented J an. 15,

Fig. 3 is a horizontal, sectional viewfon the line 3--3, Fi .'2;

Fig. 4. is an additional sectional view on the line 4--4, Fig. 2;

Fig. 5 is a side elevation, partly in section, of an additional part 'of the apparatus;

Fig. 6 is a diagrammatic view showing the electrical connections of the apparatus; and

Fig. 7 is a plan View showing the indicator applied to anautomobile.

Briefly stated, the apparatus shown coinprises an indicator, a mechanism operating in proportion to the fuelconsumption of the engine, another mechanism operating in proportion to the speed'of the engine, and means for so correlating the operations of these mechanisms that Vthe indicator is caused to give the required information. The indicator may be calibrated to give its readings either in the number of strokes or revolutions that the engine makes on each gallon for other measured quantity of fuel; or the travel of the engine may be indicated in any other suitable manner. In an apparatus adapted especially for use on automobiles the indicationV may be given either in miles per gallon, or the fuel consumption may be indicated in terms of miles, as for instance in the pints required to cover a given distance, say ten miles. liVhile these indications are equivalents, for most purposes the number of miles per gallon will be found the more convenient indication.

Referring now to the. drawings, 2 indicates a casing having a face 4 held in position by, a ring 6 screwed on to the casing 2, this face being provided with a .Window 8. A shaft 10 has its ends supported in the face 4 and the back Wall 12 of the casing and mounted rotatablyon this shaft is an indicating dial 14 carrying a series of figures which, as the dial turns, are brought successively in front of the windoi'v 8. The dial and apertured face 4 constitute the indicating elements of the apparatus. A spring 16, coiled about the shaft 10 and having one end fast thereto and its other end attached to the dial 14, tends to rotate the dialin a clockwise direction.

The operating mechanism for the dial comprises a Worm ear 18 rotatably mounted on the shaft 10 Just behind the dial l'and a Worm 2 0 which normally meshes with the gear 18 and is mounted in a small housing formed at one sideof the casin This worin is Afast on a spindle 22 which con- 20 causes the worm gear '18 to turnen its aitis in a counter-'clockwise direction and this motion is transmitted to the dial 14 througha pair of metallic stops o'r contacts one of'i'vliich, indicated at 28, is carried by the worm" gear 18 while the other, indicated at 30, overlies the contact 2S and is carried by the dial 14. VA spring 34, coiled about the sha-fi- 10 and' having one end fast thereto and the other end fast to the gear wheel 1S, tends'to rotate the n'hcel in a clockwise direction but the motion of the gear under the influence of the spring 34 is limited by a statioiiary stop 32 projecting inwardly trom the casing 2. Since the spring 16 tends t0 turn the dial-14in acloelntise direction and to maintain the contact 30 in engagement w'i'ththe contact 28, it will beseen that the stop 32 determines the initial vor Zero positioni of both the dial and the gear Wheel.

It .will be evident that7 as the worm 20 is'rotated through the shaft 26 by suitable connections with the engine'the uormgear 1S ivill be turned on its a'Xis and through the connections just described the ldial 14 will be turned t-o 'bring the figures carried thereby'successively past the Window 8. The dial of course will be calibrated in accordance with the particular use for which the indicator is intended; but in the speciiic construction shown the calibration is given in miles. This part of the apparatus corresponds in general construction to an ordinary distance indicator orspeed registering device. y

The apparatus also comprises electromagnetc means controlled by a Huid measuring 'device 1n the tuel supply system for the engine by which the action ofthe operating mechanism for thc indicator is interrupted when a gii'en quantity of fuel has been consumed, andfis started intoopcration again as the measuring' device starts to measure another quantity of fuel. V

.Tn order to effect this interruption the vworm 2O is' mounted to swing on the pivot joint 24, as describedahove-, rand the upper end of the Worm spindle 22 is mountedin a bushing 36 that isa'rranged tonioye in a guideway 38 formed in the housing for the Worm. A spring 40, interposed between the bushing 36 and the u-all of the housing7 normally holds the Worm inv mesh with the Worm gear 18. 'An electromagnetz or solenoid 42 is secured to the back ivall 12 ot to carry the Worm 2() out of mesh with the Worm gear 18. The rod 46 is provided with a small collar 48 which is' arranged to be engaged by a gravity latch 50 pivoted on the wall 12 and serves to lock the -rod teinporarily against a return movement, which 1:5

otherwise Would ltake place as soon as the solenoid was again dcnergized. This latch is tripped by a pin 51 carried by the gear 1S and arranged to engage the tail of the latch when the gear is in its initial position.

As Soon as the worm 20 has' been moved in the manuel' just described, the springs 1G and 34 tend to return the dial 14. and gear 1.8, respectively, to their initial positions.

Itis desirable, however, to retain each rcading of thel dial '|14 for a. substantial period of time after it has been moved to its indieating position,

and a s1nall'paw1`52, pivoted at 53, is mount? ved at one side of the casing inv position to I For this purpose the edge 'of this dialis toothed, as indicated in Fig. 2.

to the Wall 12 of the casing, has a core 5S `f`1 connected to one end of a small lever 60 fulcrumed on the casingA at 62, Fig. 3 and engaging at its opposite end with the paal 52. When this solenoid is energized,- the movement of the lcore 58 is transmitted through the lever 60 to the pawl 52, swinging it out of engagement with the teeth of the dial 14 against the pressure` of the spring 54, and consequently allowing the spring 16 to turn the dial baclnvardlyuutil t the contact 30 strikes the contact 28.

The measuring device may be of any form suited tothe requirements of the particular engine with which the apparatus ,is used and it may either be operated by the How of fuel Ato the engine, as in the case of rotary or displacement .meters of Well-known constructions, or it .may be of a poweroperated type. The illustrative form shownfis of the displacement type and comprises a casing or container 64 having a suitable inlet 65 connected withI the tanklor other source of supply, and an outlet 66 that is connected with the engine, an intermediate reservoir 67 preferably being included in the latter connection. It will be seen from an inspection of Fig. 5 that the outlet pipe 66 includes a Siphon positioned in the middle of the easing 64 so that changes in the inclination ot the casing will not appreciably affect the .cutting'o'ff the further-flow of liquid into the container; i 4In or'd'er 'to hold the lvalve in either` rits open 'or closed Aposition a small spring pressed detent ismounted on the casing 64 in posltion vto enter 4either one of two notches formed in the valves'teni, Vthese notches being so spaced thatfthedetentfwill retain the valve in eitherof itsextljeme positions. j

(,urrent for operating the solenoid ,6 9 may be obtained freinany'conieiiienty source', ju-

.dicated' inthe drawings is ajhat'tery il One 'terminal 'ofthis battery is Connected through a hand.' switch direetly'to, -the casing 6,4; whilel the' opposite lterminal' lis vconnected to the common terminaltofthe two windingsrof the solenoidGQ, The other terminal of the upper winding fthfissolenoid is connected to an insulated ontactli'mounted on the easing 64,' while thehlothe'r .terminal of the lower winding is connec'ted'ito another in'- sulateclV contact 72, also ni'oufnlted on the casing. f j l The flow of current through these con ta cts and consequently through the windings is .eontrolled'hy a float 73 positioned within tl1e"casinf,"and arranged to slide o n a' ver ti'cal rod i74,'the upper end 'of 4'which extends through an aperture in the top fot the easing, and the lower endfbeingniouhted for v'ertical movement in a socltet' formed in 'the hottom of the casing. Near Iits lower end, this rod'has fixed thereto acollar land asmall spring presses upwardly 1against this Vcollar andfholds the rod' in afraised position. Above the container, the rod 74 has Ia h orizontal arm carrying :i 'contact 7G that is arranged to 4eng'f'lge'the :Contact '71 when the rodis lowered, thisinoyeinent of the rod being effected liyftlhe fioatl73 striking the eollar` 'T5 when theneot'ainer is nearly" empty. Cl'ure'nt may then flow from one side offr the battery throughthe handfswitch. 'the "easing 64, rod 74, eontacts'i' and 71,l thouoh 'the upper winding of thesolenoidG). and. back is ildapt/cd 'to i'lojet-t-tliroilgh'an aperture in the top oi t'lie casinglwlie'n the fioat is "in its uppermost position, a'd'to'lifjft one 'end of a pivoted switeh arm 79,the opposite end of which carries ay contact arranged to engage the intact-72, When this engagement takes place, the current will then flow from the battery, through the hand switch, easing (i4, .switch arm 79,"t0 Vthe ycontact 72 and through the conductoi` leading therefroiufto the lower winding of 'the solenoid, and thence to the opposite terminal of the battery. A small spring `interposedbetween the' switch arm 79 and the'casi'ng (Si opens this switch as soon as it is .released from operationv of the float 73 a'nd'its pin 77.

i The horizontal 4arm of the-rod 74 alsoucarries a switch 78 which is insulated from this arm and is adapted to engage .and connect electrically two contacts 80, both mounted on the casing 64, but insulated therefrom.l A conductor 82 is connected to one of these contacts and `another conductor 84 is connected to the opposite Contact, and t-heSe thftf'vvhen the rod4 74 is depressed by the ffioath'eurrent can then flow through the switch 78heitwee'n .the conductors 82a`nd Si.

'willnoiv lie'understood that, when the container 64 is'fempty, and the handswitch is closed, theweightof the fioat 473 on 'the 'collarY 75 will' bring vthe eontaets aud into engagement, thus oomp'ietmg the jen' cuit throughl the upper 4winding of the solenoid ,69, and liftingthe valve (i8 into its open" position; `The liquid fuel will 'then `flow into theta-Sing lflifting the float 73, thus breaking the engagement of the'con'- tacts 71'a-hd'76, the detent 70, however, operating to'maintain the valve open.' lt is obuio'usthat liquid cannot'at this time flow out 4ot' the easing 6,4. As soon as the oontainer 64 has filled, thus raising the fioat'i to' its uppermost position, the' engagement of the pinl77 'with the switch 79 will close this switch, 'thus' completing the circuit 'throughthe lower winding of the solenoid .G9 and' effet-ing the movement of the valve into its l'ow'ermost or closed position, where it will'be retained by the detent 70. lVhen the conta-inerhas 'filled1 the liquid fuel will automaticallysta-rt to Siphon out of the dischargef pipe 66, and this "'sphoningaetion will continue' until 'the level of' the liquid has droppedfar'enough to admit air 4to the lower end. of the pipe 66 within the 'easing 64. The cycle' of 'operation above described ,will thenbe repeated.

V During theinteijvalfin which the container 6 1: is filling 'up,"theiengine will take its supply'of fuel fromthe reservoir (i7 into which the container empties, this reservoir having "a, 'capa'cityabout equal to that of the container A 'small air pipe 85 is' connected from the top of -this reservoir to the air spade in the container Gigabove the maximum levelof the liquid 1n the latter coutamor. It will he noted that the reservoir ispositioned below the level of the top of the container 64 so that, when both the reservoir and container are full, the liquid will stand in the air pipes 85 at the same level as the liquid in the container 64; but, as soon as the engine begins t0 take fuel, the level in the container will drop While the reservoir remains full, and what liquid is used out of the reservoir while the container is fillin up will be immediately replaced when t e container' begins to discharge again, so that the apparatus will measure with substantial accuracy the quantity of fuel used While the indicator is operating. It is obvious that the tank 64 will fill very rapidly but that it may empty relatively slowly since its vrate of emptying will be controlled by the rate at which the engine is takin fuel. The reservoir 67, of course, is practicaly always full.

The connections by which the measuring device G4 is enabled to exert its control .over thc indicator are shown diagrammatically in Fig. 6. From this diagram it will be seen that the conductor 82, leading from one of the contacts 80 on the measuring device 64, is connected to a battery-or other source of current B. AThe other conductor 84, leading from the other contact 8O on the measuring device, is connected to one of the stationary contacts of a switch 86, the other Contact being connected by a conductor 88 to one terminal of the solenoid 56. The other terminal of the solenoid fis connected by a conductor 90, in which a small hand switch 92 is interposed, to the opposite side of the battery B.4 The switch 86`comprises the two contacts above mentioned and a movable contact carried by a pivoted switch arm 94 which is pivotally connected to the core 44 of the solenoid 42. A spring 96 normally holds the switch 86 closed. The connections from the battery and measuring device to the solenoid 42 com rise the conductor 84, and a conductor 98 Joined thereto at the polnt 100 and running to one terminal of the solenoid 42. The opposite terminal of this solenoid is connected by a conductor 102 to the contact 28 carried by the gear wheel 18. Another conductor 104 connects the contact 30 on the dial 14 to the conductor 90. It will be noted that the contacts 28 and 30 are insulated from their respective supports 18 and 14. The end of the conductor 98 opposite to its point of connection with the solenoid 42 is connected to one of the stationary contacts of a switch 106, the other contact being connected by a conductor 108 to the conductor 82. The movable element of the switch 106 is earried by a pivoted arm 110. that is arranged to be movedv to its closed position by the core 58 of the solenoid 56, a spring1l2 normally holding the switch 106 open.

Freni these connections it will be evident that the flow of current through the solenoid 56 is controlled by the measuring device (il and by the solenoid 42 through its operation of the switch 86. Similarly, the flow of current through the solenoid 42 is controlled primarily by the measuring device 64 and by the indicator and secondarily by the solenoid 56. The hand switch 92, of course, controls the entire operation of the electrical equipment.

The operation of the device is as follows: Assuming the switch 92 to be closed and the parts to start from the positions in which they are shown in Fig. 2, the rotation of the Worm 20 will turn the worm gear 18 .and the dial 14 in the manner above described until the contact 78 of the measuring device engages its coperating contacts 80. The two contacts 28 and 30 at this time are in engagement and consequently current will How through the switch 7 8, the conductors 81.1- and 98, the solenoid 42, conductor 102, contacts 28 and 30 and conductors 104 and 90 to the battery. Sin'iultanecusly current will low through conductor 84, switch 86, conductor 88, solenoid 56 and conductor 90 to the battery, so that both the solenoids 42 and 56 will be energized simultaneously. The energization of the solenoid 42, however, will immediately open the switch 86 before the switch 106 has had time to close, this result taking place by virtue of the relative ranges of movement of the switch arms 110 and 94 and by the relative tensions of the springs 112 and 96. Consequently, with this condition, the solenoid 56 is prevented from tripping the pawl 52. The movement of the core 44 of the solenoid 42, however, causes the rod 46 to move the worin 20 out of engagement With the wormgear 18 and the latch 50 locks the parts in this condition. The spring 34 immediately swings the worm gear backwardly to its initial or zero position, when the contact 28 strikes the stop 32 and the pin 51 strikes the tail of the latch 50, thus releasing the rod 46 and allowing the spring 40 to move the worm 2O into mesh again with the Worm gear 18. The dial 14 is retained in its previous position by the pawl 52 until it is again moved by the enagement of the contacts 30 and 28 or is reeased by the operation of the solenoid 56.

The worm 20, of course, immediately upon resuming its operative engagement with the worm gear 18 begins to turn the gear again in a counter-clockwise direction and continues this turning movement until its operation is again interrupted in the manner just described. Suppose now that the number 15 on the dial is opposite the window 8, indicating that the machine, during the interval in which the last measured quantity of fuel was consumed, has traveled at the rate of 15 miles per gallon of fuel; and suppose that, at the time the contact 78 of the measuring device again engages its coperating contacts justments of the engine since, ,if the operator finds that, with the usual adjustments of the carbureter and fuel controlling apparatus, the enginey is not making its usual performancent isevident that some factor otherfthannthese is responsible for the poor results obtained.` Il believe I am' the first to. devise an apparatus `by whichY these! advancanbe secured. v

ig.7 indicates in` a plan viewand somewhat diagrammatically the `manner in which e liparatus' would w be applied to an auto-r e,the indicator casing'2 preferably be-v th a mob ing secured to the dash-board and the contalner 64 connected at some convenient point` in `the gasolene line. The engine is indicated at114 and the propeller shaft at 116.

Y The liexible shaft 26 which drives the worm is,` in this. arrangement, drivenby a gear connection 118 withwthe vpropeller shaft 116,

, this being a common connection for the op- `ometeron a vehicle. 1

erationof speedometers.' Obviously, if desired the shaft 26 could be driven from one of the front wheels of the vehicle, this also being a common method ofdriving a speed- It` willy 'be understood that the term travel as used" herein with vreference to engines designatethe'total movement which-z some moving part of the engine, as for finstance the shaft, makes in a given time. F or instance, this termas applied to-astationary engine would ordinarily designate". thenumber of revolutions madeby theongineshaft during the period `in which the travel is'being measured. As abovestated,"

the indicatingV apparatus `proposed vby this invention is of particular value in connectionfwiththe testing and operation of internaloombustion engines, Vbut it is obvious :that the same apparatus `might also be Yused with other'types of engines or power plantsv wrhichderiveL their power "from `fluid fuel:

, andy inwhich it is desirable to ascertain the relationship between the fuel' consumed by the engineorpower develiiin'gjunit and the' mechanical movement pr uced by that 'engine or unit. "f The designation ofthe appatus for use with v ratus therefore as an ap" internal combustion en ves is intended not as a limitation, but rat erby way of 'illustration of the more common :use of the a paratus under present conditions. It will also be evident that while thefapparatus shown isarranged tovgive 'its indication inf' gallon,y it is within the spirit ancl" scope of thls invention to give its indication f in gallons/lor. lfractions-of gallorxs'ffperL mile or other` given distance.'k .Ingy the :arrangemiles pery ment described, the fuel-measuring mee nismiis standardized,rthatiis,1it measuresa l predetermined quantity of :fuel atgeach op eration while the distance measuredvariesgf but -it isclear that the mechanism for meas-'pr uring` the travel of the engine oouldbe'standvelu-ion, considered in its broader aspects,

ardized while the fuel measurement was made a variable, ifthis arrangement were preferred forany reason. Y Y

It will be readilyIunderstood'that'the instance, the fuel-measuring device may ltake many forms and may be of anyone of sev-l eral diierent types,measuring either the entirequantity of 'fuelconsumed or onlyv a pro rtional part of the quantityl consumed.r e fuel-measuring apparatus shown is of an old .and Awell known type andwhile any other suitableapparatus whetheriof the sameor different type' could be substituted for itV the vapparatus shown embodies somev specific features-which will' be made the sub- Amatter Vof an additional application. Havingthus described the invention, what y is claimed'as new-and desired to be secured by Patent ofthe UnitedStates is 1.`In an yapparatus for use with internal combustionv engines, an indicator, and operating means therefor comprising mechanism arrangedjto operate in proportion to the, speed of the engine, additional mechanism; arranged to operate in proportiongto the rate (1f/consumptionv of'fuel by" thel engine, 100 and means `for correlating the-operations'oiv said mechanisms to cause said indicator to indiate directly 'the lrelationship between the travel of the engine and itsv 'fuel coni' sumpton." q f '2. In an` apparatus -for use with internal combustionengines, an indicator, andoperating means therefor Icomprisingl mechanism arranged to lie-operated' by the engine, addi-` tional-mechanism operating in proportion to 11o the rate of consumption of fuel by `the engine, and means `for 'correlating lthe "opera-A tions of vsaid' mechanismswv to cause' said indicatorto indicatefthe'travel of helengine in proportion to yits fuel consumption'.

3. In an apparatus-for use with internal combustion enginesgan indicator; having operatingmechanisni 'arranged to'be driven by the engine, liquid' measuring means arranged in the^ fuelsupply, system of 'the' engine tov 12o mm"arrangedA t0 be dvenl bythe engine, and, eontrouedby de fun supply fOr '13 D soL V y,tional mechanism 'ari'an'ged`1"to` operate ,proportion f tor: thejrate il of conaimiptionrv of x i :fuel by the engine,` means controlled by` said `comb yadditional 'mechanism for causing tion of said operating mech and atop, `respective1y,'substa` `themuslim `tibi? Qf a `given qvantlty 0f fuel` byft @engi begun andcompl y.means` forfreturning said operating ech nism toits initial or zero position afterits operation has been stopped.

t y 1 a 1 '8i In anindlcating apparatus for use with internal combustion engines, lan indicating means havingy an operating "mechanism ary ranged yto `r`be driven by the engine, addi-` tionalfmeehanism arranged to operate 'f in [proportion to the irate (if-consumption of n fuelbytheengine, means controlled by said "additional mechanism "for causingv'saidopp -erating"` mechanism to start into operation f, fWhen the consumption of a known quantity yof fuel bythe engine is begun and to interC t said operation Whenfthe .consumption o idjquantitylis completed, `meafnsfor re- ",turningthe operating mechanism ofv said'indica'tor gto its" initiaijposition afterv its operai lingmeans for both ofsaid eleetrom t v f jmeans arrangedto operate in proportion to.

the rate vof consumption 'of fuel 4by the' engine v and to cause said indicator tovregistem as izilptsnaele ormally to re p ber in anyjindicating ranged `to'release said ember, andfcontro f i each givenquantity of fuel isconsunied, lthe totaltravel of theyengine on said quantity.

p y 121111anindicatingapparatusioruse withk internal combustion" engines;` an Aindicating means having a movable indicating memberl l and operating, mechanism `for` mo`ving`said member, electromagnetic means' arranged to*` interruptfthe operationfofjsai mechanism ,Y

means for kreturning said operating mec :vnism toits initial posit tion has vbeen'interrupted, and means c for v @taining the"\readingv of 'said ,indicator f substantial` period., ,of` time after .i said .9. Inanl apparatus "for fuse'wit on engines, an indicator-"having op.

0 mechanism arranged/to `be driven gine liquid,` measuring 'means' `arvice todo ntrolthe operation ,offv

tl' uel` supplyffsystein of .theenn l g'll,k and connec* tions between said device andfbothfof. sai

1 CflOI gf'n'etic meansfornabling Saidvvcde t n "ideama magneticfmeansfsaidlconnectao etic lsrlnoperativeyi l a u .A c 13. In anv indicating Vapparatus for with],internall *combustion` engines, an indi cator having a movableindicatingmember and operating mechanism nfor moving member, 'electromagnetic means arrangedl to controlgthe operatlon of saidV mechanism, electromagnetlc means Operating normally to retain said indicatingn member in any indicating positionl but arranged toi'release said member, and means for controlling theoperations of both of said electroma etic means including connectionsy Wherebyt e operation of one of Said electromagnetic means is subject to thc control of the other. v

14. In an indicating apparatus. for lise with internal combustion engines, an indicator having a movable indicating member and operating mechanism for moving said'member, electromagnetic means arranged to control the operationof said mechanism, electromagnetic means* operating normally to retain said indicating' mem'ber'fin `anyindieating positionfbt ladapted to release said member, a device arranged to operate vin prportion to the rate of consumption of fuel by the engine, and connections whereby the operation of the second named electromagnetic means is controlled bysaid device and by -saidl'lrst named electromagnetic means, and the operationof the irst named electromagnetic means isrcontrolled primarily said' device and sald indicator and secondarily by said second' electromagnetic means.

ing member while said operating mechanisini` I such vconjoint operation. 1

fOr', of` an indicator,` and "V :L Y wir, l 1 fil l, l i Y y1,5. I 1n anjuidicatingapparatnsffor use wlthfgn'temal;cvmbustln @names the. 0911.1-

` binatlor of mechamsmcompnslng ongein:A

ized. liefern arranged' toperate eriieinbl'y in proportion tothe speed o f said engine and tothe ratenofconswnption offfnel by said englne and being constructed and organized tofcause tlienindicator to 4indicate directly the ,relationshipul-between, thek travel of the engine and ,tlge'ateof its f uel consumption. The combination Jwith a vehicleand a power plant using -liquidpfuel .and `arranged todrive s aid/vehicleyofv an indicating apparatuslcoinprising. distance register- 'invmeanslvarra-ngedhjto be `operated by lthe ve icl e, `fnel measurmgl meansoperating in pro ortion tinthe rate` of consumption .of

fue by the i engine, ,andmeansfor correlating the `'operationsof said meansand giv- 1n the measnre of oneA in terms of the other.l I n testimony whereof vIv have signed my name to this specification inthe presence of two subscribingwitnesses. Y Y y RALPH-nTHoMPsoN. Witnesses: ;v. c.

E; LYMA1`-1, y L* Gnonon 4Okvnnson. n

evince'xfimev patent my te obtained' forn'yeeests ndi; bi aaer'gsing the" commentersiriana,

Washington, ID, yC. p

It is hereby certifiedthat in Letters Patent No. 1,253,300, granted January 15, 1918, upon the application of Ralph E. Thompson, of Brookline, Massachusetts, for an improvement in Indicating Mechanisms, an error appears in the printed specification requiring correction es follows: Page 6, line 110, claim 2, for the word operatigf read arranged to be operated; and that the saidl Letters Patent should be read with thisfcorrection therein that the same may conform to the record of the case in the latent Office.

Signed and sealed tilis`26th dy of February, A. 14)., 1918.

[31ML] F. W( H. CLAY,

Acting Commissioner of Patents Cl. 23S-1.

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