US2276388A - Intermittent stroke control for ram-feed stokers - Google Patents

Description

March 17, 1942. w, HAAG 2,276,388

INTERMITTENT STROKE CONTROL FOR RAM-FEED STOKERS Filed July 14, 1939 5 Sheets-Sheet 1 INVENTOR W4 LTER J. HAA

N ATTORNEYS March 17,1942. w. J. HAAG INTERMI'ITENT STROKE CONTROL FOR RAM-FEED STOKERS Filed July 14, 1939 5 Sheets-Sheet 2 INVENTOR WALTER J. H445.

v a BY ATTORNEYS March 17, '1942. w, J, A 2,276,388

I NTERMITTENT STROKE CONTROL FOR RAM-FEEDSTOKERS Filed July 14, 1939 5 Sheets-Sheet 3 19 a 7 19 I v I 4 a0 4 v 1' I 7 26 7 27 b 15 38 25 21 1.9 o 19 '3: G 7 c g 16 50 24 l 79 7h 28 22 0a.

INVENTOR ATTORNEYS March 17, 1942. w, G 2,276,388

INTERMITTENT STROKE CONTROL FOR RAM-FEED STOKERS Filed July 14, 1939 5 Sheets-Sheet 4 INVENTOR WALTER J. HAAG.

ATTORN EYS March 1942- .w. J. HAAG 29 7,38 INTERMITTENT STROKE CONTROL FOR RAM -FEED STOKERS I Filed July 14, 19:59 5 Sheets-Sheet 5 INVENTOR WALTER J. 17446- ATTORNEY5 Patented Mar. 17, 1942 ENTERMITTENT STROKE CONTROL FOR RAM-FEED STOKERS Walter J. l-Iaag. Dayton, Ohio, assignor to The Brownell Company, Dayton, Ohio, a corporation of Ohio Application July 14, 1939, Serial No. 284,564

12 Claims.

The present invention appertains to stokers of the ram-feed type wherein coal is fed to the furnace or retort thereof by the reciprocating movement of a ram acting upon fuel deposited in front of said ram by gravity from the usual hopper. More particularly, the. invention relates to means for controlling the stroke of the ram whereby to enable pre-determination of the number of strokes thereof in a given period and to facilitate any desired variation in such pre-determination of the number of strokes of said ram for a particular period.

Stoker's of the type described ordinarily comprise a ram reciprocable within a casing positioned adjacent a suitable opening in the furnace wall into which fuel is desired to be fed, and means operated from a suitable source of power for reciprocating the ram, comprising a pitman pivotally associated with the ram and connected with a crank operated by the source of power. The means heretofore proposed for varying the amount of coal fed to the furnace during a given period have involved either a variation in the speed of reciprocation of the ram, or variation in the length of effective stroke thereof. of these means for accomplishing the purpose desired have been subject to disadvantages.

Varying the speed of reciprocation usually involves variation of the speed of the motor employed as a source of power for reciprocating the ram. The same motor is ordinarily utilized to operate the fan or other means for providing forced air draft. Variation in the speed of the common source of power will, under such condition, increase or decrease the forced air draft in a manner disproportionate to the draft requirement based on the proportionate increase or decrease in amount of fuel fed during a given Both period resulting from the variation in the speed of reciprocation of the ram.

Means for varying the effective length of stroke of the ram ordinarily comprises provision for adjusting the degree of lost motion of the pitman. This is accomplished by providing an adjustable screw bearing against the cross head associated with the crank. Adjustment of the screw is ordinarily made by guesswork as no provision is ordinarily made for gaging such adjustment. Varying the length of the stroke involves disadvantage in operation arising from the fact that when the stroke is shortened so that the ram does not make the full stroke, insuficient agitation of the fuel bed results. Constant agitation of the fuel bed is extremely important to prevent caking of the fuel, to produce better combustion, and to enable a wider range of fuels to be employed. Shortening the ram stroke reduces the extent of agitation and prevents proper distribution of fuel throughout the length of the retort, resulting in an unbalanced fuel condition and reducing the efficiency of the furnace.

Moreover, since the effective opening of the throat of the hopper is limited by shortening of the ram stroke, arching of the fuel in the hopper may occur because of the inability of said fuel to pass readily through the limited opening.

The present invention overcomes all these difficulties inherent in previous constructions providing for variationin the amount of fuel fed during a given period.

In carrying out my invention, I provide means for varying the amount of fuel fed to the furnace during a given period, comprising provision for disconnecting the ram from operative relation with the crank when the ram is at the end of its full stroke closing the bottom hopper opening. I further provide timing mechanism for controlling the number of times the ram is caused to be disconnected from the crank during a given period, and, consequently, the number of strokes of said ram during said period. This mechanism comprises a timing gear driven from the crank shaft and having associated therewith instrumentalities for causing periodic disconnection of the ram from the crank through the actuation of a device adapted to be positioned for engagement with a portion of the pitman connecting the ram and crank, which device is operated by the energizing and de-energizing of a solenoid controlled by the rotation of the timing gear.

It is an important object of the invention to provide means for producing a pro-determined number of strokes of the ram during a given period and for enabling said pro-determined number of strokes to occur at substantially equal intervals throughout said period.

Another object of the invention is to provide means for pro-determining the number of strokes of the ram which shall occur during a given period.

In carrying out these objects, the timing gear is provided with vanes extending from its periphery, designed to coact with trip mechanism, the

position of which may be readily varied respecting the timing gear. The timing gear is so designed as to enable a pre-determined number of the vanes to co-act with the trip mechanism 7 during a full revolution of said gear, depending upon the relative position of the trip mechanism respecting the vanes.

Another object of the invention is to provide trip mechanism for coaction with the vanes of the timing gear, comprising novel means for preventing injury to either the timing gear or trip mechanism resulting from varying the position of the latter during rotation of said gear.

Another object of the invention is the provision of quick-acting switch means for energizing the solenoid upon actuation of the trip mechanism.

Other objects, advantages and features of novelty will appear more fully as the description of the invention progresses in conjunction with the accompanying drawings in which:

Figure 1 is a top plan view of stoker mechanism embodying the improvements of the present invention.

Figure 2 is a longitudinal vertical section on the line 2-2 of Figure 1, looking in the direction of the arrows.

Figure 3 is an end view, partly in section, said section taken on the line 3-3 of Figure 1.

Figure 4 is a perspective view, partly in section, of a portion of the device showing more particularly the disconnect instrumentalities.

Figure 5 is a side view of the timing mechanism and control means therefor, parts of the same being shown in section.

Figure 6 is a horizontal sectional view taken on the line 6-6 of Figure 5, looking in the direction of the arrows.

Figure '1 is a transverse vertical sectional view of the instrumentalities shown in Figure 5.

Figure 8 is an end view of the control instrumentalities.

Figure 9 is a wiring diagram showing the relation of the source of power, switch mean and solenoid.

Figure 10 is a side View of one of the frame members for journaling the crank shaft, showing more particularly the disconnect mechanism.

Now, describing the invention in detail, and referring more particularly to Figures 1 and 2, the numeral I designates a ram case having an opening 2 registering with the fuel-receiving opening 3 of a furnace not shown. The ram case I is provided with a throat portion 4 over which is adapted to be positioned a fuel hopper 4a. Re ciprocably mounted in the ram case I is a ram or fuel feed plunger 5 having associated therewith an auxiliary ram 6. A pitman 1 formed with a bearing 1a is pivotally connected to the ram 5 by means of a cross pin 8, extending through said bearin 1a and Journaled in suitable bearings provided in said ram.

At its opposite end the pitman is provided with flanges 12) and 1c having openings Id and 1e through which extend the reduced ends 9a and Ida of guide rods 9 and Ii] respectively, said guide rods being secured to the pitman 1 by suitable nuts II and I2. A bridge: block I3 is secured to the opposite ends of said guide rods 9 and III. A slide block I4 formed of cooperating sections Ida and Nb provides a bearing for the crank I5a of a crank shaft I 5 journaled in side frame members 80 and 8!. The sections Ma and l4b are provided with registering openings I and I 4d through which extends the guide rod 9, and registering openings Me and I4 through which extends the guide rod ID, the sections of the slide block being held together by fastening means I6 and I 1, and said block being slidable bodily along said rods 9 and ID.

The section Ida of the block I4 is formed with a latch member I8 extending longitudinally through an opening 1 in the pitman 1 into a longitudinally slotted portion 19 of said pitman. Positioned within the slot 1g is a latch member I9 pivoted to the pitman 1 by the cross pin 1x. A cross member 11/ extends across the slot 19 between the sides of the pitman 1.

When the latch members I8 and I 9 are in coupled relation, the pitman 1 is connected to move with the slide block, thereby causing the ram 5 to be reciprocated by rotation of the crank I5. When the latch I9 is disengaged from the latch I8, by means to be hereinafter described, the ram 5 will be uncoupled from crank I51; and rotation of the crank shaft I5 will cause the slide block M to move freely on the guide rods 9 and I I1 without actuation of the ram 5.

As seen best in Figures 3 and 4, the latch I9 is formed with a hook portion I9a extending to one side of the pitman 1 and bridging the portion 1h of said pitman forming one of the sides of the slot 19.

Means, hereinafter called the disconnect mechanism, is provided for cooperation with one of the latches to disconnect the same, thereby to uncouple the ram from the crank. Said means generally comprises a member projected into the path of the hook I9a by the energizing of a solenoid. The details of construction and operation of this disconnect mechanism will now be described.

Secured to the outer side of the frame member 89 is a bracket 20 having bearing members 29a and 20b extending through a suitable opening a in said bracket. Journaled in said bearing members is a stub shaft 2| carrying a rocker arm 22. Secured to the bracket 20 is a solenoid 23.

One end of a connecting rod 24 is pivotally secured to the rocker arm 22, at 25, and the other end of said connecting rod is pivotally secured to the core of the solenoid, at 26. The rocker arm 22 is formed with a bearing portion 22a in which is journaled a roller shaft 21 carrying a roller 28.

When the solenoid 23 i energized, the connecting rod 24 is moved upwardly actuating the rocker arm 22 to project the roller 28 beneath the overhanging portion of the hook I9a, when the pitman 1 is at a point in its vertical oscillatory movement such that the depending portion I9b of the hook I So is above the roller 28. As the pitman moves downwardly in its oscillatory movement, the depending portion I9b of the hook l9a engages the roller 28. The portion I91) of the hook I9a is formed with an undercut flanged portion I engaging the inner edge of the roller 28 to prevent the same from being retracted out of engagement with said hook when the solenoid 23 is de-energized.

The depending portion I9b of the hook I9 is tapered as at I9d, above the flange I90, so as to prevent the roller 28 from becoming hooked above said flange in the event the rocker arm 22 should be projected toward the pitman when said flange I9c was below the roller 28. This would not happen in normal operation of the device but might occur if the crank shaft I5 were accidentally caused to rotate in a direction opposite that indicated by the arrow in Figure 2.

When the solenoid is energized so as to project the rocker arm 22, and consequently the roller 28 into the path of the hook ISa during the downward oscillatory movement of the pitman 1, engagement of the roller 28 with the hook I9a prevents the latch I9 from continuing to move downwardly with the pitman 1 as the latter progresses toward the center of its vertical oscillatory movement at-which time the ram will have reached the limit of its inward reciprocatory movement. The engagement of the hook I Qa with the roller 28 will thus cause the latch to to be disengaged from the latch l8 as the doWn-' ward oscillatory movement of the pitman continues thereafter.

After disconnectionof the latches t8 and 19, the slide block M will continue to engage the flanges lb and 1c of the pitman 1, until the latter reaches the center of its vertical oscillatory movement at which time the ram 5 will have reached the limit of its inward reciprocatory movement. As the crank shaft l5 continues its rotation thereafter, the slide block M will move freely on the guide rods 9 and ill, the pitman continuing its oscillatory movement without reciprocatory effect upon the ram 5. The hook Ida and roller 28 will continue to be engaged during the rotation of the crank until such time as the pitman 1 reaches a point in its upward oscillatory progress high enough to withdraw the hook lQa vertically away from the roller 28.

Upon disengagement of the hook Ha from roller 28, the latter will'be restored to its normal retracted position by movement of the rocker arm 22 resulting from the over-balancing effect of the portion 2% thereof connected'to the solenoid 23, the latter having meanwhile been deenergized. Means generally indicated at 29' for actuating the disconnect mechanism comprises timing means, trip instrumentalities and control means therefor. The details of construction and operation of this disconnect actuating means will now be described.

As seen best in Figure 1, the crank shaft i5 is provided at one end with a pinion 30 meshing with a timing gear 3!. Referring now more particularly to Figures 5 to 9, the timing gear 3! is seen to be journaled on a stub shaft 32 secured to a housing 33 attached in any convenient manner to the bearing Bl supporting one end of the crank shaft [5. The timing gear 31 is provided with a plurality of vanes 34a, 34b, 34c, 34d, 34c, 341, 34g and 34h extending from the-periphery of the timing gear. These vanes are of graduated axial lengths for a purpose to be hereinafter pointed out.

The ratio of the timing gear 3i to the pinion 30 is dependent upon the number of vanes provided on the periphery of the timing gear. Since the vanes actuate the disconnect mechanism for disengaging the ram from the crank, and since, as above mentioned, it is desirable to actuate the disconnect mechanism when the pitman "I is in a certain stage of its vertical oscillatory movement, the disconnect mechanism is preferably actuated only once during the rotation of the crank IS. The vanes 34 are, therefore, arranged on the periphery of the timing gear 3! in spaced relation equidistant from each other, the distance between said vanes being the length of the arc of rotation of the timing gear 31 during a corresponding full revolution of the pinion 36. In the embodiment of the invention shown, the ratio of the pinion 39 to the timing gear 3| is one to eight, and, consequently, eight equidistantly spaced vanes are provided on said gear. Hence, if the trip mechanism is positioned for engagement with all of the vanes 34a, 3%, 34c, 34d, 34c, 341, 34g and 34h of the timing gear 3! during a complete revolution of the latter, the ram will be uncoupled from the crank once during each revolution of the latter. In other words, there will be-eight consecutive actuati'ons of the disconnect mechanism during a full revolution of the timing gear 3|. Thus, so long as the trip instrumentalities. are positioned relative to the timing gear, as just above mentioned, the crank |5a will be continuously disconnected from the mint.

As mentioned above, the vanestll are of different axial lengths and the trip instrumentalities are movable axially respecting the timing gear The trip instrumentalities may, therefore, be positioned axially respecting the timing gear in such a manner as to engage any desired number of the vanes 34 from none to eight.

The timing gear 3| is positioned on the shaft 32 by a suitable lock nut 35 and washer 38. Pivotally mounted on an extension 320. of the shaft .32 :is a balance bar 3'1 which is axially positioned respecting the said shaft by the shoulder 32b bearing against one edge of said bar 31 and a sleeve 38 hearing against the opposite edge of said bar. A mercury switch 33, secured between the clamping portions ii? of a bracket 41, is rockably mounted upon the shaft 32a, the bracket ll comprising depending legs Ma and 41b journaled upon the sleeve 38 and the shoulder portion. 3%. v

A rock shaft 42 is pivotally connected to the balance bar 37, as at 42a, and secured to the rock shaft 42 is a link 43 pivoted, as at M, to a crank 45a of a crank shaft Q5, journaled in bearings 33a and 33b of the casing 33. Mounted for sliding movement along the crank shaft 45 is a forked trip member it; which is adapted to be oscillated upon a corresponding movement of the crank shaft 45. For this purpose the crank shaft 45 is preferably rectangular in cross section, ex-.

cept at its ends which are rotatably journaled in the casing, and the trip member at is provided with a corresponding rectangular opening 46a for cooperation with said shaft. The trip member it comprises a pivoted trigger portion 45b pivoted to the trip member, as at ite, and comprising a leverextension 66d to which is secured one end of a spring 41, the other end of said spring be-- ing securedlto the trip member lit, as at at.

The trigger 46b is thus normally positioned, as shown .by the solid lines in Figure '7, with the lever extension Add in abutment with the hub portion ite of said trip member. A lever 49 for moving the trip member it axially respecting the crank shaft 45 is journaled upon the inner end of a stud shaft 50, secured to the casing '33, and comprises a rod 5i extending between the bifurcations 45 and 46g of the trip member QB.

Formed integral with the base or hub portion 49a of the lever 49 is a gear segment 49b meshing with a pinion 52a fixed to the inner end of a lever 52 journaled in the housing 33. The diameter of the pinion 52a is proportionately less than the diameter of the gear segment 49?) so that a given are of movement of the lever 52 will induce a proportionately smaller arc of movement of the lever 49, the ratio of the pinion 52a to gear segment 4%, being in the present instance one to three.

The handle portion 52b of the lever 52 is provided with a plunger 52c normally pressed inwardly toward the casing 33 by a spring 52d bearing against the enlarged end 52e of said plunger. A handle 52] is provided for Withdrawing the plunger against the compression of the spring. The pointed inner end 52g of the plunger is adapted to engage one or the other of a plurality of recesses 53 in the casing 33, designated by corresponding number indicia 54 on said casing, :as shown in Figure 8, The number .ind-ic'ia determining the rate of fuel feed at such time.

The particular number indicia 54 corresponding with the recess 53 engaged by the plunger will indicate the number of times the ram will be coupled to the crank l 5a during a complete revolution of the timing gear 3|. For example, we will say that the lever 52 is positioned, as shown in Figure 8, with the pointed end 529' of the plunger 52 engaged in therecess 53, indicated by the numeral 4 of the number indicia 54. Under such condition the trip member 46 will be so positioned axially respecting the crank shaft 45 as to permit four of the vanes, namely 34h, 34g, 34] and 346, to engage the trigger 46b during a complete revolution of the timing gear 3|. Hence, the ram 5 and crank l5a will be uncoupled four times during each revolution of the timing gear 3|, and consequently coupled four times during each revolution of said gear. Ram 5 will, of course, only be reciprocated during the revolutions of the crank in which uncoupling does not take place.

As above mentioned, the vanes 34 are of graduated axial lengths ranging from the length of vane 34a, which is the shortest, to that of vane 3471., which is the longest. Each of the other vanes is of a different length intermediate the lengths of the vanes 34a and 34h. Said vanes range in order of their length from shortest to longest in the following order: 34a, 34b, 34c, 34d, 34c, 34 349! and 34h. Upon reference to Figure 5, it will be noticed that this order of the range of the length of said vanes does not, however, follow the order of their proximity to one another. For example, vane 34b, which is next in length to 34a, is diametrically opposite the latter. Vane 340, which is next in length to 34b, is not immediately proximate, vane 34c intervening. Vane 34d, which is next in length to vane 340, is again diametrically opposite the latter. Vane 34c, which is next in length to vane 34d, is substantially opposite the latter, while vane 34] is again diametrically opposite 34c, and vanes 34g and 34h, the former being the next in length to the latter, which is the longest, are also diametrically opposite.

The reason for the arrangement of the vanes, as just described, is to space the respective disconnections of the ram from the crank as nearly as possible at equal intervals throughout the period, during a certain proportion of which it is desired to have the ram remain idle.

The range of the possible variations of the proportions of idle time to active time of the ram in the embodiment of the invention disclosed in the drawings is determined by the number of vanes with which the timing gear is provided. In the present instance, the timing gear is provided with eight vanes so that it is possible to secure a variation from zero to eight in the proportions of idle time of the ram to active time of the ram, between a condition in which the ram is active continuously during a given period and a condition in which the ram is inactive or idle continuously during a given period.

Now, if, for example, it is desired to produce a rate of feed which is three-eighths of full capacity, it will be necessary to permit the ramto be coupled with the crank during only threeout of eight revolutions of the crank. In other words the ram will be caused to be disconnectedfrom the crank five times out of every eight revolutions of the crank. Obviously, it is desirable to provide that the revolutions of the crank which are to be effective for actuation of the ram Will come at substantially equally spaced intervals during the period of eight revolutions of the crank. The

arrangement of the vanes on the timing gear is such, therefore, that when the mechanism is set so as to permit only three revolutions of the crank out of eight to be effective for actuation of the ram, the trip mechanism will be adjusted so as to engage five of the eight vanes of the timing gear, and the vanes so engaged will be spaced at substantially equal intervals on the periphery of the timing gear.

Thus, When the lever 52 is positioned so that the pointed end 520 of the plunger 52b is engaged in the recess 53, designated by the numeral 3 of the number indicia 54, this indicates that the device is set for a rate of feed which is three-eighths of full capacity and the trip member 46 will be positioned axially respecting the crank shaft so that the trigger 46b will engage the five vanes of the greatest axial length. The vanes engaged, therefore, will be 3471., 34g, 34], 34c and 34d, which, while not spaced at identically equal intervals on the periphery of the timing gear 3|, are nevertheless spaced at intervals as nearly as possible spread out on the periphery of said timing gear in View of the fact that all positions of adjustment of the trip member also make desirable as nearly as possible equal spacing of the vanes to be engaged during a revolution of the timing gear.

The mercury switch 39 comprises the usual glass tube 39a containing mercury 39?) from which tube terminals 54a and 55 lead respectively to the solenoid 23 and the power lines 56 to which are inter-connected the motor 51 for driving the crank shaft l 5, the starter 58 for said motor, and the limit control switch 59 for said starter.

When the trip member 46 is in such a position axially respecting the rock shaft 45 as to permit engagement of one or more of the vanes 34a, 34b, 34c, 34d, 34c, 341, 34g or 34h with the trigger 461), each engagement of one of said vanes with said trigger Will cause the trip member 46 to be-moved in the direction of the dotted line position thereof, shown in Figure 5, resulting in corresponding rocking movement of the crank shaft 45 and crank 45a acting to draw upwardly the link 43 and consequently the balance bar 31, which, under such condition, engages the bracket 4| to cause the same to be rocked in a counterclockwise direction respecting the shaft 32a causing the mercury 39?) to fiow in a leftward direction in the tube 39a, respecting Figure 5, so that the mercury completes a circuit through the terminals 54a and 55, as indicated in Figure 9. Completion of this circuit energizes the solenoid 23.

Operation In the event it is desired to permit continuous reciprocation of the ram 5 to operate same at full capacity, for a certain period, the control mechanism will be adjusted so that the crank l5 and ram 5 will be continuously connected through the pitman 7 during such period. For this purpose, the control lever 52 will be shifted to the position indicated by the numeral 8 of the number indicia 54. The trip member 45 will then be positioned axially respecting the rock shaft 45, as shown by the dotted line position in Figure 7, and it will be readily seen that under such condition the timing gear will rotate without engagement of any vanes 34 with the trigger 461). Ham and crank I5a will therefore be continuously coupled, i. e. eight times out of every eight revolutions of the crank.

Now, we will assume that it is desired to maintain the ram 5 idle or inactive for one-eighth of a given period, or, in other words, to operate at seven-eighths of full capacity. To this end the control mechanism will be adjusted so as to cause uncoupling of the ram 5 from the crank I5a during one out of each eight revolutions of the crankshaft I5. To accomplish such result the control lever 52 will be positioned opposite the'numeral 7 of the number indicia 54. Such adjustment of the control lever 52 will position the trip member 45 for engagement with one only of the vanes on the periphery of the timing gear 3| during a complete revolution of said timing gear. The vane so engaged will be the one of greatest axial length, which is h.

With the control lever 52 set, as just indicated, the trip member 46 will be engaged by the vane 3471, once during each eight revolutions of the crank shaft I 5. At the time of each engagement, the mercury switch 39 will be rocked so as to cause the mercury 39b to complete the circuit through the terminals 54 and 55, thus actuating the'solenoid 23. This will cause the rocker arm 22 to assumethe full line position, indicated in Figure 3, projecting the roller 28 into the path of the depending portion I91) of-the hook I9a. As before mentioned, the timing gear 3| is so calibrated respecting the pinion 30 on the crank shaft I5 that the solenoid 23 will be energized at atime when the crank I-5a has raised the pitman I to a height such that the flange lac is above the plane of the roller 28.

The solenoid 23 will be energized a sufiicient length of time to maintain the rocker arm 22 projected to full line position, shown in Figure 3, until further revolution of the crank shaft I5 has resulted in lowering the pitman 1 so as to permit engagement of the flange I90 with the roller 28. The solenoid 23 may be de-energized at any time after such engagement because the flange I90, contacting the inneredge of the roller 28, will maintain engagement of the hook portion I9a with said roller until the further rotation of the crank shaft I5 has resulted'in raising the pitman I to a height sufficient to permit disengagement of the hook I-9a from the roller 23.

After the hook I9a becomes engaged with the roller- 28, further rotation of the crank shaft,

moving the pitman downwardly, will result in uncoupling the latches I8 and I9, because the latch I9 is prevented from moving downwardly in coupled relation with the latch I8.

The inward stroke of the ram 5 will not have been completed at the time of uncoupling of the latches I8'and I9, but the ram 5 will continue to be moved inwardly by the further rotation of the crank I5 as a result of the continued engagement of the slide block I4 with the flanges 1b and lo of the pitman I. When the ram has reached the limit of its inward stroke, however, the further rotation of the crank shaft I5 will be ineffective to actuate the pitman I due to the uncoupling of the latches I8 and I9, and the crank I5a will, therefore, cause the slide block I4 to slide freely on the guide rods 9 and When the crank I511, during the further rotation of the crank shaft. l5, raises the pitman I to a point high enough to release the. hook. I9a from the roller 28, after engagement of the portion-1h of said pitmanw-ith the hook portion I9a of latch I9,-the rocker arm 2.2 will return to the dotted line position shown in Figure 3 due to the over-balancing effect of the portion 22b of said rocker arm. Thereupon, the hook portion |9a will rest on the portion In of the pitman I until further rotation of crank I5a lowers pit.- man I sufficiently to permit engagement and subsequent coupling of latches I8 and I9 when the crank I5a returns. the slide block I'4- to a position of abutment withthe flanges lb and I0 during the downward movement of the pitman I. Thereupon, coupled relation of ram 5 and crank I5a being re-established, further rotation of the crank shaft I5 will result in continued normal reciprocation of the ram 5. until the latches I8 and I9 are again uncoupled upon actuation of the disconnect means resulting from engagement of the trip member 49 with one of the vanes onthetiming gear 3|. With the control lever 52 set at the number '7 position, the ram and crank will be uncoupled, of course, during one revolution only out of every eight revolutions of the crank.

Adjustment of. the control lever 52 to a position corresponding withone of the numerals 54 will result in positioning the trip member 46 so as to engage a particular number of vanes of the timing gear 3|, conditioning the timing mechanism for initiating uncoupling of the latches I8, and I9 a number of times duringv every eight revolutions of crank I5a corresponding to the particular numeral of the number indicia 54 opposite which said lever 52 is positioned. It will be readily seen, of course, that when the control lever 52 is positioned opposite the numeral 0 of the number indicia 54, the trip member 45 will be engaged by each of the vanes 34a,

34b, 34c, 34d, 34e', 34f, 34g and 34h, resulting in uncoupling. the latches I8 and I9 during each revolution. of the crank shaft I5 and thus maintaining the ram 5 continuously at the limit of its inward stroke.

It wil be noticed that the relation of the trigger 4611 to the trip member 46 is such that the latter may be shifted axially respecting the crank shaft 45 regardless of the position of rotation of the timing gear 3!. Should the trip member 46 happen to be moved rightwardly, referring to Figure '7, from the dotted line position, indicated in Figure 7, at a time when such axial shifting of the trip member would cause the trigger 45b to engage the outer edge of one of the vanes on the timing gear SI, the trigger 4% would simply-be caused to move about its pivot 49d to the angular dotted line position of Figure '7, during such axial shifting of the trip member 46, without injury thereto.

Further rotation of the timing gear 3|, moving the vane so engaged out of contact with the trigger 4%, will result in restoration of the vertical position of the trigger 46b by action of the spring 41.

Upon reference to Figures 5 and '7 it will be noticed that the bracket 4| is spaced somewhat from the upper edge of the balance bar 31 resulting in a certain amount of play between the bracket and said bar. This provision has the following result. The flow of mercury 39b in the tube 39 lags somewhat behind the speed of flow which would normally result from the angular movement of the bar 31 if the bracket and bar were integral. At the moment the mercury overbalances the bracket 4| in the direction of the terminals 54 and 55, however, said bracket moves with greater rapidity toward the limit of its overbalanced position in that direction, as defined by the abutment of said bracket with said bar. Furthermore, when the tube 39 is returned toward normal position by-the balanced bar after an engaging vane passes out of coaction with the trip member 46, the flow of mercury in said tube lags again, resulting in maintaining the solenoid 23 energized longer than would otherwise be the case.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent of the United States is:

1. In apparatus of the class described, in combination, fuel feeding means, actuating means therefor, coupling means normally interconnecting said fuel feeding means and said actuating means, disconnect means cooperable with said coupling means for uncoupling the same, and means for initiating action of said disconnect means comprising a timing gear operable by said actuating means in timed relation thereto, said gear including elements graduated in respect to their axial lengths, and trip instrumentalities axially adjustable respecting said gear to engage pre-selected' ones of said elements.

2. In apparatus of the class described, in combination, fuel feeding means, actuating means therefor, coupling means normally interconnecting said fuel feeding means and said actuating means, and comprising cooperating latches, disconnect means comprising a member cooperable with one of said latches for uncoupling the same, and timing means operable by said actuating means in timed relation thereto and periodically cooperable with said disconnect means for actuating the latter, said disconnect means comprising means for moving said member into the path of said latter latch to disconnect said latches at intervals predetermined by said timing means, said member being movable out of the path of said latter latch by gravity, and said latter latch and said member having cooperating means for maintaining their engagement for a pre-determined period.

3. In apparatus of the class described, in combination, fuel feeding means, actuating means therefor, coupling means normally interconnecting said fuel feeding means and said actuating means, and comprising cooperating latches, disconnect means comprising a solenoid, a member movable into the path of movement of one of said latches for uncoupling the same upon energizing of said solenoid, said member being movable to a position out of cooperation with said latter latch upon de-energizing of said solenoid, means for energizing said solenoid at pre-determined intervals, and means for maintaining cooperative relation of said latch and said member for a pre-determined period after said solenoid is de-energized.

4. In apparatus of the class described, in combination, fuel feeding means comprising a ram, crank means for reciprocating said ram, means for connecting and disconnecting the ram and the crank,. and timing means for said latter means comprising trip instrumentalities, a member operable by said crank and trip engaging elements on said member for engaging said instrumentalities and spaced at intervals corre spending with the time of a complete revolution of said crank.

5. In apparatus of the class described, in combination, fuel feeding means comprising a ram, crank means for reciprocating said ram, means for connecting and disconnecting the ram and the crank, and timing means for said latter means comprising trip instrumentalities, a pinion on said crank, a timing gear meshing therewith, and having trip engaging elements thereon spaced at intervals corresponding with the arc of movement of said gear during a complete revolution of said pinion,

6. In apparatus of the class described, in combination, fuel feeding means comprising a ram, crank means for reciprocating said ram, means normally inter-connecting said ram and said crank, and comprising a pitman connected to the ram, a member slidable on said pitman and connected to said crank, a latch on said member, a second latch pivoted to the pitman and engageable with the first latch, and disconnect means movable into and out of the path of movement of said second latch for engagement therewith to disconnect the ram from the crank.

7. In apparatus of the class described, in combination, fuel feeding means comprising a ram, crank means for reciprocating said ram, means normally inter-connecting said fuel feeding means and said crank means and comprising a pitman connected to the ram, a member slidable on said pitman and connected to said crank, a latch on said member, a second latch pivoted to the pitman and engageable with the first latch, disconnect means movable into and out of the path of movement of said second latch for engagement therewith to disconnect the ram from the crank, and timing means operable by said crank means in timed relation thereto, and periodically cooperable with said disconnect means for causing engagement of the latter with said second latch at a pre-determined point in the movement of the pitman.

8. In apparatus of the class described, in combination, fuel feeding means comprising a ram, crank means for reciprocating said ram, coupling means normally inter-connecting said ram and said crank, and disconnect means movable into and out of the path of movement of said coupling means for engagement therewith to disconnect the ram from the crank, and means for maintaining engagement of said disconnect means and said coupling means during a pre-determined degree of movement of the crank.

9. In apparatus of the class described, in combination, fuel feeding means comprising a ram, crank means for reciprocating said rain, means normally inter-connecting said ram and said crank, and comprising a pitman connected to the ram, a member slidable on said pitman and connected to said crank, a latch on said member, a second latch pivoted to the pitman and engageable with the first latch, disconnect means movable into and out of the path of movement of said second latch for engagement therewith to disconnect the ram from the crank, and means for maintaining engagement of said disconnect means and said second latch during a pre-determined degree of movement of said pitman.

10. In apparatus of the class described, in combination, fuel feeding means comprising a ram, crank means for reciprocating said ram, means for connecting and disconnecting the ram and the crank, and timing means for said latter means comprising trip instrumentalities, a member operable by said crank and trip engaging elements on said member for engaging said instrumentalities and spaced at intervals corresponding with the time of a complete revolution of said crank, said elements each being of a different efiective length, and control means for said timing means operable to position the trip instrumentalities for engagement with any desired number of said elements.

11. In apparatus of the class described, in combination, fuel feeding means, actuating means therefor including a crank, means for connecting and disconnecting the fuel feeding means and the actuating means, and timing means operable by said crank to move a pre-determined degree during a corresponding movement of said crank, said timing means including parts spaced at intervals corresponding with said degree of movement, and trip instrumentalities cooperable with said parts for causing disconnection of the fuel feeding means and the actuating means.

12. In apparatus of the class described, in combination, fuel feeding means, actuating means therefor including a crank, coupling means normally interconnecting said fuel feeding means and said crank, disconnect means cooperable with said coupling means for uncoupling the fuel feeding means from the crank during ire-determined cycles of said crank, timing means operable by said crank in timed relation thereto and periodically cooperable with said disconnect means for actuating the latter, and control means cooperable with said timing means for selecting the number of cycles of said crank during which said disconnect means shall be actuated in a given period.

WALTER J. HAAG.

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