US1258966A - Governor. - Google Patents

Description

F. L; WlLLIAMS.

GOVERNOR.

APPLICATION FILED wupm, 1916.

1,258,966 Patented Mar. 12, 1918.

3 SHEETS--SHEET VITNESSES: INVENTOR fled L. I l/il Z iam s A'x'ronuns INVENTOR Ml. Williams. law/WW Patented Mala-1'2, 1918.

F. L. WILUAVMS.

GOVERNOR.

APPLICATION man JUNE 10. 19l6.

A mm will WITNESSE:

'F. L. WILLIAMS.

GOVERNOR.

3,258,966. APPLICATION FILED IUNEIO. I916. Patented Mar. 12,

3 SHEETSSHEET 3- jib INVENTOR Amount? FRED L. WILLIAMS, OF SAN FRANCISCO, CALIFORNIA.

GOVERNOR.

Specification of Letters Patent.

Patented Mar, 12, 1918.

Application filed June 10, 1916. .Serial No. 102,883.

To all whom it may concern:

Be it known that I, FRED L. lVILLrAMs, a citizen of the United States, residing at the city and county of San Francisco and State of California, have invented new and useful Improvements in Governors, of which the following is a specification.

This invention relates to a governor control for internal combustion engines.

The object of the present invention is to provide a push button control by means of which a semi Diesel engine of the type shown in my eopending application, entitled combination i nition and fuel injecting system, filed February 26, 1916, Ser. No. 80,667, can be started, stopped or reversed and in conjunction with the same, to provide a governor mechanism to regulate the admission of air fuel, water and other devices hereinafter to be described.

The invention consists of the parts and the construction and combination of parts as hereinafter more fully described and claimed, having reference to the accompanying drawings in which Figure 1 is a diagrammatic view, showing the connection of the governor and push button control with the engine.

Fig. 2 is a cross section on line 22, Fig. 3.

Fig. 3 is a central vertical section of a bypass valve.

Fig. 4 is a side elevation of same.

Fig. 5 is a plan view of Fig. 6.

Fig. 6 is a central vertical section of one of the valves operated by the governor, which will hereinafter be known by the name of a through-pass fuel injection valve.

Fig. 7 is a central vertical section of the same valve taken at right angles to Fig. 6.

Fig. 8 is aplan view of Fig. 9.

Fig. 9 is a central vertical section of the storage valve.

Fi 10 is a half section of the same valve taken at right angles to Fig. 9.

Fig. 11 is a central vertical section of one of the valves controlled by the governor, which admits air to the engine cylinder for starting when going ahead and air and kerosene oil when reversing the engine.

Fig. 12 is a similar section on the same valve taken at right angles to Fig. 11.

Fig. 13 is a cross section of the cam which operates the valve shown in Figs. 11 and 12.

Fig. 14 is a partial longitudinal section of the coupling connecting with two parts of the governor shaft.

Fig. 15 is a section of the same coupling taken at right angles to Fig. 14.

Fig. 16 is an enlarged view of the solenoid starting switch and connected dash-pot.

big. 17 is a diagrammatic view of an electric automatic control hereinafter to be described.

By referring to Fig. 1, which is a diagrammatic view of the whole assembled mechanism, it will be seen that a partial section of an engine cylinder is shown at B. This cylinder is provided with the combination ignition and fuel injecting device generally indicated at C, shown and described in my copending application filed February 26, 1916, Serial No. 80,667. This device is pro vided for the purpose of injecting kerosene oil, fuel oil and water, and'is also provided with a hot tube which is electrically heated. The purpose of the present invention is to provide means for delivering kerosene, fuel oil and water to the device indicated at C, to control the current flow through the hot tube and also to provide means for governing the admission of kerosene, fuel oil, water, and it is the further purpose of the present invention to provide means for starting, stopping and reversing the engine and also to provide means for regulating the engine speed to run a predetermined number of revolutions per minute and to automatically maintain said speed. The device as a whole, consists of an ordinary governor generally indicated at A. This governor is mounted upon a shaft 2 journaled in a suitable frame or casing indicated at 3. This shaft is adapted to be direct connected or operated by the engine B and is furthermore not only adapted to r volve but also to reciprocate within the casing shown. Connected with the shaft 2 by means of a turnable coupling 4 of suitable construction, is a secondary shaft 5. This shaft is adapted to move longitudinally in unison with the shaft 2 but is revolved independently thereof by a mecha nism hereinafter to be described. The shaft- 2 will hereinafter be known as the valve timing shaft. Mounted upon the shafts and 5 are a plurality of cams such as indicated at 6 and positioned directly above each individual cam is a valve. The first valve shown at 6 will be known as the water jection bypass valve. The second valve indicated at 7 will be known as the fuel oil through-pass pre-inj ection valve. The third valve indicated at 8 will be known as the fuel oil by-pass valve; the fourth valve indicated at 9, as the double bypass valve; the fifth valve indicated at 10 as the kerosene oil storage valve; the sixth valve indicated at 11 as the kerosene oil pre-injection valve and the seventh valve indicated at 12 as the air valve. Referring to the device indicated at O, 13 indicates the n zzlethrou h which kerosene oil and air is injected into the hot tube for pre-ignition and 1a the nozzle through which fuel oil is injected to charge the engine cylinder. Referring to the valve 6, shown in Figs. 1, 2*, 3 and 4:, it will be seen that it consists of a casing 15, interior of which is mounted a spring actuated plunger piston 16. This pistonis provided with an annular groove 17, which is adapted to be brought into and out of register with a pair of alined ports 18 formed in the casin The piston 16 is moved in one direction by a spring and in the opposite direction by the cobperating cam mounted in alinement therewith and carried by the secondary governor shaft 5. One of the ports 18 is connected with one side of a pump 19 by means of a pipe ZOand the opposite port is connected with a water tank indicated at D by means of a pipe 21. The opposite side of the pump 19 is also connected with the water tank by means of a pipe indicated at 22 and the pipe 20 is provided with a throughpass pipe 23 which connects with the nozzle 1 1. The valve 7 shown in Figs. 1, 5, 6 and 7, consists of a casing 24, interior of which is mounted a spring actuated piston plunger 25. This piston is provided with two annular grooves26 and 27, the groove 26 being adapted to register under certain conditions with a pair of alined ports 28 formed in the casing and the groove 27 with a pair of alined ports $29 formed in the casing above the ports 28 and at right angles thereto. The plunger in this instance is actuated by the spring in one direction and in the oppo site direction by a cooperating cam mounted in alinement therewith and carried by a sec ondary governor shaft 5. One of the ports 29 is connected with a discharge port of a pump 29 and the opposite port of the pump is connected with a fuel oil tank indicated at E. The opposite alined port 29 is connected through a pipe 30 with the nozzle 14: and also through a bypass pipe 31 with a port formed in the by-pass valve indicated at 8. The opposite portin this valve is connected through a pipe 32 with the fuel oil tank E and serves as a return for any surplus oil delivered by pump 29. One of the lower ports 28 is connected through a through-pass pipe 33' with the discharge pipe of the pump 29 and the opposite alined port. 28 is connected through a pipe 84 with the port 35 pipe 5 is also connected formed in the cylinder to permit pre-injection of fuel oil directly into the engine cylinder before the piston has returned to the highest point of compression. The valve 9 shown in Fig. 1 is similar in construction to the valve shown at 7 in Figs. 1, 5, 6 and 7, that is, is provided with two lower ports and two upperports and a double grooved piston valve operated in one direction by a spring and in the opposite direction-by a cooperating cam mounted in alinement there- I with and carried by the secondary governor shaft 5. One of the upper ports in the valve 9 is connected through a pipe 36 with a port 37 formed in the storage valve 10 and is also connected through a branch pipe 38 with one of the lower ports. The opposite upper port is connected 'hrough pipe 39 with one of a pair of lower ports 40 formed in the air valve12 and the lower port opposite to the port in the valve 9 with which the branch I pipe 38 is connected, is connected through a pipe 11 with one side of the bypass valve 11 while the opposite port in the bypass 11 is connected through a pipe 12- with a branch pipe, one side 43 which connects with a noz-- zle 13, while the other side 4: 1 connects with one of the lower ports 40 formed in the valve 12. One of the upper ports 15 in the valve 12 connects with an air receiving tank 47 by means of a pipe 48 and this receiving tank is again connected with a storage tank 49 by means of apipe 50, the tank 49 being charged with air from acompressor 51 through a pipe 52. The opposite upper port of valve 12 is connected through a pipe nozzle 13. v

The valve indicated at 10 is a storage valve for kerosene oil and is, as previously described, connected through pipe 36 with one of the upper ports in the valve 9. A. port opposite to the port 37 is connected through a pipe 54 with the discharge port of a kerosene pump 55 and the opposite port. of said pump is connected throu h pipe-56 with a kerosene oil tank indicated at F. The through a branch pipe 57 with a secondary kerosene pump 58, which may be driven by an electric magnet or a motor operated in the manner herein after to bedescribed. The pipe 57 connects with the discharge side of the pump 58 and a second pipe 59 connects the suction side'oi the pump 58 with the supply tank F. The storage valve 10 is in this manner connected through pipe 5 1 with two separate pumps indicated at 55 and 58, the last named pump being used only when starting the engine and the pump 55 when the engine is operating. The storage valve is also connected with the pipe 60 which returns any surplus oil back to the tank F. g p

By referring to Fig. 1, it will be seen that the engine water jacket is connected through a pipe 62 with a discharge portof a pump 53 with the 63 and that the suction port of said pump is connected through a pipe 64 with the water tank D. A return pipe 65 connects the jacket with. the water tank D and a branch pipe 66 connects the supply pipe 62 with the water jacket of the combination ignition and fuel injecting device while a second branch pipe 67 forms a return connection between said jacket and the pipe 65. The governor shaft 2 driven by the engine as previously described, rotates and is also adapted to reciprocate when the centrifugal action throws the weights of the governor in an outward direction. The valves 11 and 12 are actuated by the cams carried by the shaft 2 and during each rotation of the shaft, will consequently reciprocate the piston valves mounted within the valve casings l1 and 12. These valves are timing valves. The valve 11 admits kerosene oil to the nozzle 13 for pie-ignition while the valve 12 admits air for starting the engine when turning ahead and also admits kerosene and air when the engine is reversed. The secondary shaft 5, as before stated, does not turn in unison with the shaft 2 but moves longitudinally with same. It is however, rotated or turned to a certain extent by means of a pulley 68 and a cable passing thereover, the ends of which are attached to a rod 69 slidably mounted in the lower part of the casing 3. V

This rod is provided with three armatures indicated at 70, 71 and 72. The armature 70 coiiperates with the stationary magnet 73, the armature 71 with the stationary magnet 7% and the armature 72 cotiperates with three magnets, one indicated at 75, oneat 76 and one at 77. The magnet 77 controls the reversing of the engine, the magnet 76 the stopping of the engine. The magnet 73 causes the engine to turn at 100 revolutions per minute, the magnet 74, two hundred revolutions and the magnet 75, three hundred revolutions. The circuit through the magnet 73 is controlled by a push button switch 78, the magnet 74 by a similar switch 79, the magnet 75 by a switch 80, the magnet 76 by a switch 81 and the magnet 77 by a switch 82. The current for starting is supplied by a storage battery 83, which is automatically charged when the engine is running, by a generator 84 through an automatic cut-out switch 85. The current operating the electric kerosene pump 58 is V supplied by the battery and the hot pipe mounted in the device indicated at C is supplied either by the battery or the generator shown. The several pump plungers indicated at 19, 29, 51, 55 and 63 are in this instance secured to a cross-head 86, which in turn is connected and driven by the engine B in any suitable manner not here shown. The provision of the several push button switches shown at 78, 79, 80, 81 and 82, together with other coiiperating mechanisms to be described, permits the engine to be started ahead, reversed or stopped and also permits the engine to be regulated to run at 100 revolutions a minute or two hundred or three hundred. Mounted in any convenient position with relation to the casing 3, is a solenoid magnet indicated at 90, see Figs. 1 and 16, and mounted below said magnet is a dash-pot 91. Controlling the circuit through the solenoid magnet is a press button switch 92. The moment the circuit is closed through the switch the magnet becomes energized and the core 93 becomes attracted or lifted, the construction of the dash-pot being such that it will move freely in an upward direction and settle back slowly in the opposite direction. Mounted on the core 93 is a switch arm 94, which is adapted to close a series of circuits as follows: To start the engine indicated at B, it is first necessary to heat the hot bulb to incandescent heat. Secondly, it is necessary to start the kerosene pump 58 to charge the storage valve 10 with kerosene oil. And third, it is necessary to admit a charge of air from the storage tank 17 to charge the cylinder with a volume of air under sufficient pressure to give the piston an impulse in the forward direction, thus starting the engine and causing the connected parts to revolve. This is automatically accomplished in the present instance by the provision of the push button switch 92 and the cotiperating solenoid 90. The closing of the switch will, as previously described, energize the solenoid magnet and cause this to attract or lift the core 93 in an upward direction, to a point where the switch arm 94 will close the circuit between a pair of contacts indicated at 95. These contacts are in circuit with the hot pipe or bulb and the switch arm 94, when moved to its uppermost position by the magnet 90, closes the circuit and permits the hot bulb to become heated. The provision of the dashpot 91 causes the core 93 and switch arm 94: to settle back slowly and the switch arm therefore remains in engagement with'the contacts 95 sufficiently long to permit the bulb to become heated. The switch arm during its downward movement will next close the circuit through a pair of contacts indicated at 96 and will. close the circuit through the motor or magnet which operates the kerosene pump 58. This, when started, will charge the storage valve 10, with kerosene oil. The arm 94 will then close the circuit between a pair of contacts indicated at 97 and this circuit when closed, will energize a second solenoid magnet indicated at 98. This magnet is direct connected to a valve 99 mounted in the main pressure supply tank 49 and will permit the air to pass through the pipe 50 and the storage tank 47, pipe 48, valve 12 and pipe 53, which connects with the nozzle 13. The air will thus pass too through the nozzles 13 and charge the cylinder, which will charge the cylinder with air,

the pressure of which is suflicient to move the piston in a forward direction and start the engine runnin The moment the engine turns over by reason. of the impulse given by the admitted air, it can be seen that the governor shaft will immediately revolve as it is direct connected to the engine. The several valves 6, 7 8, 9., 10, 11 and 12 will now be operated by the movement of the governor shaft and will, in consecutive order, first admit a proigniting charge of kerosene, through the nozzle 13, and a firing charge of fuel oil and water through the nozzle 14:. A fourth set of contacts indicated at 100, is provided for the purpose of closing a second circuit through the magnet 98, if the engine should fail to start upon the first charge ofair admitted. If it is desired to have the engine run at 100 revolutions, it is only necessary to push the button indicated at 78. This as previously described, closes the circuit through the magnet 73 and this magnet, when energized, attracts the armature 70. The armature 7 0 being mounted upon the rod 69, attracted by the magnet 73, will cause the rod to move in unison there with and as the ropes passing over the pulley 68, are secured to the rod, it can be seen that a slight rotary movement will be transmitted to the secondary governor shaft 5. The several cams carried by said shaft will thus be changed to position where they will open the several cooperating valves to admit more fuel, thus increasing the speed of the engine to 100 revolutions. If it is desired to obtain 200 revolutions, it is only necessary to depress the switch button 79. This closes the circuit through the magnet 7 and attracts the armature 71, thus pulling the rod 69 still further in the direction of arrow a and through the rope connections and pulley 68, causes a further turning movement of the shaft 5. The cams are thus further advanced and the cooperating valve similarly further opened. If three hundred revolutions is desired, it is only necessary to press the push button indicated at 80, which closes the circuit through the magnet 75. The cycle of operation is here similar to that described in connection with magnets 73 and 74;, after the cams are still further advanced and the cooperating valves similarly actuated. The armatures 70 and 71 are slidably mounted on the rod 69 in one direction but are locked against movement in the opposite direction by stops secured on the rod. Tt can therefore be seen that movement of the rod 69 is permitted after the armatures 7 0 v and 71 have moved into engagement with their cooperating magnets. If it is desired to stop the engine, it is only necessary to depress the switch button indicated at 81.

This closes a circuit through the magnet 76 and causes the armature 72 to move into alinement'therewith, thus reversing the positions of the, cams carried by the shaft 5 and causing same to assume the position. where the cooperating valves will close. If it is desired to reverse the engine, it is only necessary to depress the push button 82 which closes a circuit through the magnet 77. The armature 72, with connected rod 69, is now moved in a direction opposite to that indicated by arrow A. and a reverse movement is thus transmitted to the secondary shaft 5. The cams carried thereby are similarly turned and their relation to the cooperating valves will now be such that reverse movement and timing of fuel injection and ignition will esult. The starting switch 92' is again depressedto energize the magnet 90 and the cycle of operation will be the same as that described. Some of the bypass valves provided return surplus fuel oil, kerosene and water back to the supply tanks while other valves serve the function of regulating the volume of fuel oil, kerosene or water delivered. Other valves again serve the function of timing the admission of fuel oil, kerosene and water. Mounted on the eXtreme end of the secondary governor shaft 5 is a cam which is adapted to close a circuit between two contacts, 101, 102, when the engine runs at comparatively low speeds. This circuit passes through the hot bulb and m intains. this at incandescent heat when the engine is running comparatively slow but this circuit is automatically broken when the speed of the engine becomes sufficiently high to maintain the bulb heated. Mounted on the upper side of the casing 3 near the pulley 68 are three pivotally mounted arms 103, each assuming individual positions. The upper'end of each arm is connected with a coil spring 10% and the function of these springs will be as follows: The moment the engine passes a predetermined speed, it is found that a centrifugal action upon the weights of the governor moves the connected governor shafts longitudinally until the pul ley 68 engages the first arm 103. Any increase of engine speed will produce further longitudinal movement and will thus cause the pulley 7 8 to engage the first arm'103 and move same against the tension of its con nected spring 10 This relieves the tension upon the springs connecting the governor weights and furthermore, permits a closer regulation of the governor action at different speeds. One or more of thearms 103 may be provided as here shown, thus making it possible to permit perfect governor action at any speed desired. A lever 105 is also provided, the lower end of which may be swung into engagement with a stop lug formed on the face of the pulley 68., This lever is only depressed or moved into engagement with the stop lug when the engine is stopped and serves the function of locking the governor and connected shafts against movement, thus making it impossible to start the engine without the knowledge or consent of the operator. This is of considerable importance as it might happen that someone would press the starting button while the operator was oiling or adjusting parts of the engine.

Provision of a starting or governing mechanism of the character here described, is particularly desirable in connection with comparatively large engine units, as it permits perfect adjustments to be made with relation to the amounts of oil and water injected during different speeds, without requiring any attention on the part of the op erator. It is furthermore a great convenience, as it permits the engine to be started, stopped or reversed at any time, from a distinct point; for instance, from the bridge of a ship or a distant oiiice. The several cams provided, cooperating with the valves clescribed, may be constructed in any suitable manner but each one must necessarily be prov'ded with contours and difierently arranged project-ions or faces to permit individual and differential operation of the cooperating valves. Individual pumping units may also be provided if desired, in place of the arrangement shown in the diagrammatic view.

In Fig. 17 a diagrammatic View is shown of a shunt-wound generator which is supposed to be driven by the engine, B. It is well known that as the load on a shunt wound generator increases, the current in the shunt-winding decreases. In other words, if the engine is connected to drive a shunt-wound generator of certain capacity, it is possible to control the movement of the secondary governor shaft by the current variations in the shunt-winding indicated at 110 with a solenoid magnet 111. The core of this magnet is connected through a rope 112 with the pulley 68 previously described. It can therefore be seen that any variation in the shunt-whirling will cause the core of the magnet 111 to raise or lower and consequently turn the shaft 5 in one direction or another, thus increasing or decreasing the fuel supply to the engine and consequently regulating the speed.

The materials and finish ofthe several parts of the invention may be such as the judgment and experience of the manufacturer may dictate.

I wish it understood that various changes in form, proportions and minor details of construction may be resorted to within the scope of the appended claims, and that I do not wish to limit myself to the specific design and construction here shown.

Having thus described my invention, what Iclaim and desire to secure by Letters Patent is 1. A governor comprising a rotatable and slidable main shaft, a secondary governor shaft coupled to the main shaft for partaking only of the slidable movement thereof, a valve-controlling cam on the secondary shaft, and means for rotating the latter to control the position of the valve.

In combination with an engine, a rotatable governor shaft, means controlled by the shaft on rotary movement thereof for governing the engine speed, the farther the shaft is rotated the greater the speed of the engine, and a plurality of electro-magnetic means for rotating the shaft, each electricmagnetic means rotating the shaft a distance differing from that the shaft is rotated by another one of said electro-magnetic means.

3. In combination with an engine, a partially rotatable and slidable governor shaft, means controlled by the shaft on rotary movement thereof for governing the engine speed, means for turning the shaft to govern the engine speed, an armature having free and limited movement on the second means, and a fixed electro-magnet for attracting the armature.

4. In combination with an engine, a partially rotatable governor shaft, means controlled by the shaft on rotary movement thereof, for governing the engine speed, means for rotating the shaft including a rod, and electro-magnetic means for exerting fixedly and predeterminedly difierent pulls on the rod to-turn the shaft diflerent degrees.

The combination with an engine having an electrically heated hot bulb, a kerosene and air injecting nozzle and acrude oil injecting nozzle of a solenoid magnet,

means for closing a circuit through said magnet, a switch bar carried by the movable core of the ma net, means for retarding the movement or the core and switch bar when released by the magnet, and a pair of contact members connected with the hot bulb mounted in the path of travel of the switch bar to permit the switch bar to close an electric circuit through the hot bulb.

6. The combination with an engine having an electrically heated hot bulb, a kerosene and air injecting nozzle and a crude oil injecting nozzle of a solenoid magnet, means for closing a circuit through said magnet, a switch bar carried by the movable core of the magnet, means for retarding the movement of the core and switch bar when released by the magnet, and pair of contact members connected with an electrically operated kerosene pump mounted in the path of travel of the switch bar to permit the switch bar to close an electric circuit through the electrically operated pump which is connected with the kerosene injecting nozzle.

7. The combination with an engine having anelectrically heated hot bulb, a kerosene and air injecting nozzle and a crude oil injecting nozzle of a solenoid magnet, means for closing a circuit through said magnet, a switch bar carried by the movable core of the magnet, means for retarding the movement of the core and switch bar when released by the magnet, and a pair of contact members connected with a magnet, a com oressed air tank, a valve on the tank operated by the magnet, said contacts being mounted in the path of travel of the switch bar to permit the bar to close a circuit through the magnet which opens the valve and permits compressed air to enter the engine cylinder through the air nozzle.

8. The combination with an engine having' an electrically heated hot bulb, a kerosen'e and air injecting nozzle and a crude oil injecting nozzle of a solenoid magnet, means for closing a circuit through said magnet, a switch bar carried by the movable core of the magnet, means for retarding the movement of the core and switch bar when released by the magnet, a pair of contact members connected with the hot bulb mounted in the path of travel of the switch bar to permit the switch bar to close an electric circuit through the hot bulb, a second pair of contacts connected with an electricallyr operated pump mounted in alinement with the first named contacts and in the path of travel of the switch bar to perunit the bar to close. an electric circuit through the electrically operated pump which is provided for the purpose of injecting kerosene through the kerosene nozzle when the hot bulb has become sufficiently heated to ignite the kerosene, a third pair of contacts connected with a magnet, a compressed air tank, and a valve on the tank operated by the magnet, said third pair of contacts beingmounted in the path of travel of the switch bar to permit the said bar to close a circuit through the magnet which will then open the valve and permit compressed air to enter the engine cylinder through the air nozzle.

9. The combination with an engine having an electrically heated hotbulb, a kerosene vand airinjccting nozzle and a crude oil injecting nozzle of a solenoid magnet, neans for closing a circuit through said magnet, a switch bar carried by the movable core of the magnet, means for retarding the movement of the core, and switch bar when released by the magnet, and a pair of contact members connected with the hot'bulbmounted in the path of travel of the switch bar to permit the switch bar to close an electric circuit through the hot bulb, a second pair of contacts connected with an electrically operated pump mounted in alinement with the first named contacts and in the path of travel of the switch bar to permit the bar to close an electric circuit through the electrically operated pump which is provided for the purpose of injecting kerosene through the kerosene nozzle when the hot bulb has become sufficiently heated to ignite the kerosene, a third pair of contacts connected with a magnet, a compressed air tank, a'valve on the tank operated by the magnet, said third pair of contacts bev ing mounted in the path of travel" of the SWltCh bar to permlt the said bar to close a circuit through the magnet which will then open the valve and permit compressed air to enter the engine cylinder through the air nozzle, and a fourth pair of contacts'connected' with the last named magnet with which the switch bar is engageable to' close a second circuit through the magnet and permit a second charge of air to enter the cylinder substantially as de scribed.

' 10; The combination with an engine having an electrically heated hot bulb, kerosene and air injecting nozzle and a crude oil and water injecting nozzle of a solenoid magnet, means for closing a circuit through said magnet, a switch bar carried by the movable core of the magnet, means for retarding the movement of the core and switch bar when released by the magnet, a pair of contact members connected with the hot bulb mounted in the path of travel 01 the switch bar to permit the switch bar to close an electric circuit through the hot bulb, a second pair of contacts connected with an electrically operated pump mounted in 'alincment with the first named contacts and in the path of travel of the switch bar to permit the bar to close an electric circuit through the electrically operated pump which is provided for the purpose of injecting kerosene through the kerosene nozzle when the hot bulb has become sutlicientl heated to ignite the kerosene, a third pair of contacts connected with a magnet, a compressed air tank, and a valve on the tank operated by the magnet, said third pair of contacts being mounted in the path 01" travel of the switch bar to permit the said bar to close a circuit through the magnet which will then open the valve and permit compressed air to enter the engine cylinder through the air nozzle, a governor driven by the engine, and means actuated by said governor for regulating the admission of herosene, fuel oil and water through the respective nozzles as described.

11. T he combination with an engine having an electrically heated hot bulb, a kerosene and air injecting nozzle and a crude oil and water injecting nozzle of a solenoid magnet, means for closing a circuit through said magnet, a switch bar carried by the movable core of the magnet, means for retarding the movement of the core and switch bar when released by the magnet, a pair of contact members connected with the hot bulb mounted in the path of travel of the switch bar to permit the switch bar to close an electric circuit through the hot bulb, a second pair of contacts connected with. an electrically operated pump mounted in alinement with the first named contacts and in the path of travel of the switch bar to permit the bar to close an electric circuit through the electrically operated pump which is provided for the purpose of injecting kerosene through the kerosene nozzle when the hotbulb has become sufliciently heated to ignite the kerosene, a third pair of contacts connected with a magnet, a compressed air tank, and a valve on the tank operated by the magnet, said third pair of contacts being mounted in the path of travel of the switch bar to permit the said bar to close a circuit through the magnet which will then open the valve and permit compressed air to enter the engine cylinder through the air nozzle, a governor driven by the engine, said governor comprising a main shaft reciprocally mounted and revoluble and a second shaft reciprocal in unison with the main shaft, a plurality of cams secured on each shaft, a valve mechanism adapted to be operated by each cam, a water pump, a kerosene pump. a fuel oil pum a, and an air compressor driven by the engine, all connected with respective injecting nozzles and the cam operated valve mechanisms and electrically operated means for partly rotating the secondary governor shaft inclependent of the main revolving shaft on the governor.

19. In combination with an engine, a rotatable governor shaft, means controlled by the shaft on rotary movement thereof for governing the engine speed, the farther the shaft is rotated the greater the speed of the engine, electromagnetic means for rotating the shaft, and manually controlled means for controlling the energization of said electro-magnatic means to vary the position to which the shaft is rotated.

*3. In combination with an engine, a partially rotatable governor shaft, means controlled by the shaft on rotary movement thereof for governing the engine speed,

means for turning the shaft to govern the engine speed including a slidably mounted armature, an electro-magnet for attracting the armature to turn the shaft for governing the forward speed of the engine, and a second magnet for attracting the aforesaid armature for the control of the engine in reversing.

14. In combination with an engine, a partially rotatable governor shaft, means controlled by the shaft on rotary movement thereof for governing the engine speed, means for turning the shaft to govern the engine speed including a slidably mounted armature, an electro-magnet for attracting the armature to turn the shaft for governing the forward speed of the engine, a second magnet for attracting the aforesaid armature for the control of the engine in reversing, and a third magnet for moving the aii'inature to retain the engine at rest.

15. In combination with a valve mechanism, a governor therefor including a rotatable cooperating cam, a slidably mounted rod having connection with. the cam for rotating the latter, and electromagnetic means for sliding the rod including a part connected to the latter for relative limited movement.

16. The combination with an engine having an electrically heated hot bulb, a governor for the engine, means for supplying a. fuel to the bulb, a generator operable by the engine for maintaining the bulb hot, other means for maintaining the bulb hot when the speed of the engine is such as to render the current from the generator insufiicient for such purpose, and means for automatically rendering the second means operative and inoperative according to the speed of the engine.

17. The combination with an engine having an electrically heated hot bulb, a governor for the engine, means for supplying a fuel to the bulb, a generator operable by the engine for maintaining the bulb hot, and other means under the control of the governor for heating the bulb when the speed of the engine has decreased to such an extent that the current from the generator is insufficient.

18. T he combination with an engine having an electrically heated hot bulb, a hero sene and r injecting nozzle, a crude oil injecting mizzle. and a governor for the engine. of a valve for each nozzle controlled by the governor, and pump means operable by the engine and connected to the valves.

19. The combination with an engine having an electrically heated hot bulb, a kerosene and air injecting nozzle, a crude oil injecting nozzle, both nozzles being arranged for discharging into the hot bulb, and a governor for the engine, of a valve for each nozzle controlled by the governor, an air reservoir connected to the first nozzle, an electrically ope able valve controlling the escape of air from the reservoir to the first nozzle, an electrically operable oil pump connected to the first nozzle, and circuit closers for said last valve and pump.

20. In combination with a valve mechanism, a governor therefor including a rotatable cooperating cam, a slidably mounted rod having connection with the cam for rotating the latter, a plurality of electromagn ts adjacent the rod, armatures on the rod ror the magnets, said magnets and armatures being related so that one magnet will act on its armature to slide the rod a greater distance than the other magnet and its armature are capable of moving said rod to vary the rotary movement imparted to the valve controlling cam, and means for energizing the magnets.

21. In combination with a valve mechanism, a rotatably mounted governor shaft, a valve-controlling cam on the shaft, a wheel on the latter, a slidably mounted operating rod, a flexible connection between the rod and the wheel for rotating the shaft and its cam, and electro-magnetic means for sliding the rod.

22. In combination with a valve mechanism, a rotatably mounted governor shaft, a valve-controllin g cam on the shaft, a wheel on the latter, a slidablymounted operating rod, a flexible connection between the rod and the wheel for rotating the shaft and its cam, electro-magnetic means for sliding the rod, and a lock for locking the shaft against rotation.

23. In combination with an engine, a valve mechanism controlling the supply of fuel thereto, a centrifugal governor for the engine, including a rotatable and slidable shaft, a secondary shaft connected to the first shaft to partake of its sliding movement only, a

combined air and oil injecting nozzle on the engine, a combined water and oil injecting nozzle on the engine, means for supplying the air, water and the two oils to the nozzles, valves in said means, cam means on said shafts for controlling the valves for both nozzles, and means for predeterminedly turnin the secondar shaft to actuate the valve-controlling cam means.

In combination with an engine, means for delivering fuel thereto including an air valve, a pair of oil valves, and a water valve, arotatable and 'slidable governor shaft, cam

means on the shaft for controlling air valve 7 and one oil valve, a secondary shaft connected to the first shaft to partake of its sliding movement only, cam means on the secondary shaft for controlling the water valve and the other oil valve, said second cam means being adapted for rotation by the secondary shaft to vary the speed of the ngine, and means for rotating the secondary shaft.

25. The combination with an engine having an electrically heated hot bulb, a kerosene and air injecting nozzle and a crude oil injecting nozzle of a solenoid magnet, means for closing a circuit through said magnet, a switch bar carried by the movable core of the magnet, means for retarding the movement of the core and switch bar when released by the magnet, and a pair of contact members connected with the hot bulb mounted in the path of travel of the switch bar to permit the switch bar to close an electric circuit through the hot bulb, a second pair of contacts connected with an electrically operated pump mounted in alinement with the first named contacts and in the path of travel of the switch bar to permit the bar to close an electric circuit through the electrically operated pump which is pro 'ided for the purpose of injecting kerosene through the kerosene nozzle when the hot bulb has become sufiiciently heated to ignite the kerosene, a third pair of contacts connected with a magnet, a compressed air tank, a valve on the tank operated by the magnet, said third pair of contacts being mounted in the path of travel of the switch bar to permit the said bar to close a circuit through the magnet which will then open the valve and permit compressed air to enter the engine cylinder through the air nozzle, and a fourth pair of contacts connected with the last named magnet with which the switch bar is engageable to close a second circuit through the-magnet and permit a second charge of air to enter the cylinder, a second air valve arranged between the first air valve and the first nozzle, a governor for the engine including a slidable and rotatable shaft, and a cam on the latter having a part for holding the second air valve normallv open when the engine is at rest and for controlling the second air valve when the engine is running.

a In combination with an engine, a governor shaft, means controlled by the shaft for governing the engine speed, means to set said first means to obtain predetermined and different speeds of the engine, and means for instantaneous and selective operation to set said setting means in various positions to obtain different speeds of the engine.

27. In combination with an engine, a governor shaft, means controlled by the shaft for governing the engine speed upon one movement of'the shaft, means to set the shaft by a second movement thereof whereby to obtain predetermined and different speeds of the engine and means for instantaset my hand in the presence of two subscribneous and selective operation to set said ing witnesses. shaft in various positions to obtain difi'erent FRED L. WILLIAMS.

5 said first movement. FRANCES V. COLE,

engine speeds when the shaft is given its Witnesses:

In testimony whereof I have hereunto JONN H. HERRING.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washingtomb. G.

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