US2454578A

US2454578A - Controlling mechanism

Info

Publication number: US2454578A
Application number: US444605A
Authority: US
Inventors: Merton J Smith
Original assignee: JOHN P GEIGER; PAUL B SHANNON
Current assignee: JOHN P GEIGER; PAUL B SHANNON
Priority date: 1942-05-26
Filing date: 1942-05-26
Publication date: 1948-11-23
Anticipated expiration: 1965-11-23

Description

M. J. SMITH CONTROLLING MECHANISM 4 Sheets-Sheet 1 Filed May 26, 1942 N @w mm 8 5 flTTOR/VE Y M. J. SMITH CONTROLLING MECHANISM Nov. 23, 1948.

Filed May 26. 1942 4 Sheets-Sheet 2 WW? 3,, 1, s g- CONTROLLING MECHANISM mm W 26, 1942 Sheets-Sheet 3 wfam c/i J m/7% 67f TQRNE V H W M s W M CONTROLLING MECHANISM Shams-Shem 4 Filed May 26,, 19412 ENTOR. v. 1%?

Patented Nov. 23, 1948 Merton J. Smith, Ciev twenty-five per cent Geiger, Cleveland, Ohio,

Wilson, Rocky River, Ohio cent to Robert W.

eland, Ohio, assignor of to Paul B. Shannon, Ohieago, 1ll., twenty-five per cent to John P.

and twenty-five per Application May 26, 1942, Serial No. 444.805

is Claims. (oi. 128-140) This invention relates to apparatus and method effective utilization of fuel under any given set of conditions.

In the present practice on direct injection time of internal combustion engines, the control presents the difficulty that it is necessary to use elaborate mechanisms to prevent the engine having a-cumulativetendency to slow down when an overload or other cause starts a reduction of the normal rate of speed, and a similarQtendency in the opposite direction for the engine to develop excessive speeds once'it starts to speed up, due

--to the pumping action of. prior art injectors.

In the prior art the attempts to avoid these difilculties have led to a number of complex arrangenients of valve and port adjustments, expensive to manufacture, prone to get out of order, and diflicult to repair. It is a purpose of my invention to provide; simplemechanism to avoid these difllculties in engine operation; however, my invention is not a speed governor, but a governor for timing of the fuel injection and to prevent injection of excessive quantities of fuel.

For the purpose of illustrating my invention I disclose herein by drawings and description it completedisclosure of a preferred embodiment together with some modifications, but it is my intention hereby to cover all changes and modifications of the. examples herein chosen for purposes of the disclosure, so long as such changes or modifications do not constitute departures from the spirit and scope of the invention. In the accompanying drawings:

Fig. 1 is a sideelevation, with some elements in section, showing the general layout of my mechanism;

Fig. 2 is an enlarged detail from Fig. 1, on the same plane, showing certain parts which for simplicity are omitted from Fig. 1:

Fig. 3 is an elevation looking from right to left of Fig. 1 as indicated y the arrows;

Fig. 4 is a side ele tion of the principal moving elements of the apparatus shown in Fig. 1.

2 with some parts in section, but with the parts in other positions;

Fig. 5 is a longitudinal vertical section, with some parts in elevation, and gear teeth omitted for simplicity, showing a portion of the apparatus of Figs. 1 and 4 in greater detail;

Fig. 6 is an enlarged perspective showing certain details taken from Fig. 5;

Fig. 7 is an enlarged detail elevation from Fig. 1, showing the parts in the same position as Fig. l, but on a larger scale;

Fig. 8 is a vertical central section taken on the plane 8-! of Fig. 7;

Fig. 9 is a diagrammatic side elevation of a throttle arrangement; and

Figs. 10 and 11 are side elevations of a detail of the speed-responsive system of mechanism in different positions.

Now referring particularly to Fig. 1, my apparatus includes and is driven by a countershaft H which under ordinary conditions will be installed in a horizontal position, and a vertical shaft ll driven therefrom by appropriate gearing, such as abroad faced spiral gear I I slidably connected to the horizontal shaft and a spiral gear It, the latter fast to the vertical shaft. The vertical shaft also carries valve-operating mechanism such as shown in my Patent 2,183,875, or other mechanism of similar character, with the addition of certain other features and improvements not included in my previous patent. The terms horizontal" and vertical are not absolute but used relatively and for convenience in connection with the present drawings. My apparatus may be installed at more or less of an inclination from the horizontal or from the vertical, and the shafts H and I! might be at more or less than a right angle to one another. In the preferred embodiment here shown certain parts, notably the rotor 60, are movable by gravity whereas spring or other forces would have to be substituted to cause corresponding movement ii the inclination or inversion of the apparatus preeluded gravity action, and so on.

The countershaft II, which may be an extension of the engine camshaft, is normally driven from the crank shaft of the engine at a definite speed ratio thereto, usually half the speed of the crank shaft. The shafts II and I2 are carried by suitable bearings such as 2|, 22 and 23, it in the housing 2! of my apparatus, with appropriate oil seals, access openings and so on. For convenience the horizontal shaft II and its associated parts will be described before the vertical shaft l2 and its associated parts.

ass-ans As best seen by Fig. 5, in which the shaft H has been rotated 90 from the position of Fig. 1, this shaft is bored axially inward from the right end through part of its length, this bore being designated by'reference character 21. A thrust rod 28 has an easy sliding fit in this bore and projects out of it at the right end. for purposes to be described hereafter.

Sleeves 80 and 84 fit on the shaft H, movable thereon as a unit both lengthwise and in rotation. Operatively they are a unit, but have to be made in two sections so that. the apparatus can be assembled. The sleeve 80 carries or may be formed integrally with the gear I and a wide flange 8|, such gear being at the left end of the sleeve and the flange near the right end. To the right of this flange there is a cup shaped extension 32 which receives the left end of the other sleeve 04. Both sleeves are rigidly interconnected at 32 by a transverse pin 46 which also fastens both sleeves to the shaft II for rotational drive, but allows longitudinal and circumferential adlusting movements upon the shaft due tothe flt of the pin in cam slots 48 in the shaft, so as to advance the sleeve upon the shaft as the speed increases. The inner end of the thrust rod 28 bears against the middle of the pin 45. A large flange 80 at the right end of sleeve 84 takes the thrust of a centrifugal governor through a ball bearing 88 and collar 81, as best seen in Fig. 1. Because the two sleeves are held together as a unit by the pin 48, they slide and turn in adjustment as a unit on shaft ii. The pin 40.is conveniently held against coming out endwise, as for example by a coiled spring shown in Fig. 1.

The centrifugal governor comprises a pair of bell crank levers pivoted at 423 to ears 48' suitably fixed to shaft l I. The free ends of the levers are weighted as at 43, while the transverse arms 42 bear on the collar 81 with curved surfaces 42A which increase the effective length of the short arm 42 as the weights move outward, thus converting the velocity square of the centrifugal effect to a first degree function, so that balancing the governor by a simple compression spring such as 52 gives a response directly proportioned to the engine speed. The preferred spring loading arrangement comprises a cylinder 00 carried by suitable connections upon the right end of the shaft ll, rotating therewith and closed by a removable plug 53 which backs a coil spring 02. The plug can be set up or backed off to vary the spring compression. The inner end of the spring bears upon a cup-shaped disk the center of which is in contact with the outer (right) end of rod 28. A stationary protective casing 04 covers the cylinder 50. From the above it will be observed that when the governor weights fly out as the speed increases, the sleeve unit 84-80 is moved to the right against the resistance of spring 00, changing both the longitudinal and the angular relationship between the sleeve unit and the shaft ll, retarding the sleeve on the shaft, moving a bell crank lever-40-08 counter-clockwise and also changing the lead between gears l3 and I4.

To the left of flange 3i a short arm 40 which is pivoted at 4| to the casing carries a shoe 39 which is pivoted at 89' and lies against the flange it, while a generally horizontal arm 58, rigid to the pivot 4|, forms a bell crankwith arm 40. Thus as centrifugal force moves the weights 48 outward (Fig. 4), the composite sleeve 34-80 It to the right while turning it slightly on shaft H and also moving the lever 08 counterclockwise and vice versa.

The long arm 08 of the bell crank lever may conveniently carry a bearing blade 00 adjustable both longitudinally and angularly by means of suitable screws in slotted holes, as shown in Fig. l, but omitted for simplicity from Fig. 4. A modifled arrangement is shown in Figs. 10 and 11. The opposite limits of movement of the train of speed-actuated mechanism are shown in Figs. 1 and 4. The blade 00 when in certain positions holds up a rotor which corresponds 'in function and general operation to the rotor 43 shown in my Patent 2,183,875, which rotor carries a cam 8| which lifts arms 08 to open valves 65.

The control of the engine speed is not by the centrifugal governor, but by the operator or by some automatic governing device of suitable character acting on the throttle pivot rod 18. The effect of the centrifugal governor is to cause changes in position of the rotor 00, within the limits which are established by the manual or automatic positioning of the throttling mechanism, whereby, within those limits, the cylinder will be supplied with the right amount of fuel for the immediate requirements. The mounting of the rotor 00 upon the vertical shaft 12 differs somewhat from the mounting of the rotor 43 upon the generally corresponding shaft 8A in my Patent 2,183,875, and will now be described in some detail, reference being had particularly to Figs. 1, 4, '7 and 8.

A bushing I8 flts upon the shaft I2, is slidable lengthwise thereon, and in turn provides a sliding bearing for the rotor 00. A pin 12 is diametraliy disposed in opposite holes through the bushing, as best seen in Fig. 8, and is movable up and down in a short transverse vertical diametral slot 80 through shaft H. The rotor 80 includes a short upper neck 10, opposite sides of which are slantingly slotted as at H to receive the ends of the pin I2. The pin is conveniently held against coming out endwise as for example by a coiled spring shown in Fig. 8. The upper .end of the bushing 10 terminates in a double collar 18 which a yoke 78 operates to raise and lower the bushing within the limits of slot 80., The bushing I8 and rotor 00 are thus constrained to rotate with the shaft l2, and the angular relation of the bushing to the shaft never changes, but the angular relation between the bushing and the rotor, and thus between the rotor and the shaft, is governed by the position of the pin 12 up or down the slots II, as will be described hereafter. The yoke 18 is movable between the positions of Fig. l and Fig. 4 by a control pivot rod 19 operable either manually or by some automatic mechanism, and performs the functions of a throttle. A suitable arrangement is shown in diagrammatic style in Fig. 9, where an external lever 20| fast to pivot rod 18 is moved through an arc of travel by a rod 202 having any suitable lost motion connection such as conventionally indicated by the socket 208 which is pivoted to a lever 204 movable either manually or otherwise between open and closed positions on a rack 200, and capable of being set anywhere along the rack. Gravity or other force moving rotor 60 downward pulls pin 12, sleeve 10 and yoke 18, thus turning pivot rod 19 clockwise and pushing rod 202 to the right until it bottoms in the socket 208. Naturally, the distance down that the rotor can go is thus limited by the position of the lever 204.

moves to the right, moving the broad-faced gear 76 The lever 204 may represent either a manual or an automatic device. No attempt has been made to show correct proportions or dimensions in Fig. 9; the showing is entirely diagrammatic.

A separate means for limiting the downward movement of the rotor 60 is the blade 58 or some equivalent thereof. The effect of the throttling mechanism is thus to establish the low limiting position to limit which the rotor can go if the blade 59 is out of the we By comparing Figs. 1 and 4 it will be seen that the rotor 90 may either hang from the ends of the pin 12 or may rest on the blade 59, according to the relative positions of the throttle (which determines the position of yoke 18) and the speed of the engine (which determines the position of the bell crank lever 40I8). Variousrelative positions of these parts will be described below in connection with the operation of my invention.

Certain details of valve operation in the present invention will now be described by reference to Fig. *2. The rotor 60 carries a cam M of appropriate shape to move the depending arms 83 outwardly about their pivots 89 as it passes under them, thereby opening the valves 65 for a period dependent upon the combined factors of how high up or down the rotor is and how fast it is revolving. When the rotor is at its bottom position the widest part of the cam lifts the arms, thus giving maximum length of fuel injection possible at any particular speed. However, the height at which the rotor runs is affected-both by throttle and by speed. The throttle action has been described. The speed determines the position of the blade 59. When the rotor is at its top position, Fig. 1. the bottom of the cam is above the contact balls on arms 83 so that the arms do not lift, valves 65 do not open, the cylinders set no fuel, and the engine stops. The lower end of cam 6| is far enough above the bottom of the rotor to prevent the contact ball of any arm 63 from resting on the stopped cam and so being held open, which might flood a cylinder. In Fig. l. where all parts are in stopped position, the blade" is far enough below the rotor 80 to allow the rotor to drop far enough to bring cam Bl into the plane of the contact elements on the arms 83. r

The supply'of liquid fuel to the distributor is through'inlet passages lot, and out to the engine cylinders through passages N14. The valve action is substantially the same as that described in my Patent 2,183,875 and in my Patent No. 2,333,895, November 9, 1943. That is, the valve opens and closes with a snap action. However, it has been discovered that better results are obtained by having the upper arm I83 of each lever 83, which arm bears directly upon the outer end of the valve stem I30, flexible and the lower arm stiff. wherebythe energy for overcoming the pressure of the incoming liquid fuel in the chamber H4 is stored up in the upper arm until it becomes great enough to snap the valve stem I30 open against such pressure. Incidentally, the present illustration is of a distributor for a six-cylinder engine.

A modification of the bell crank lever til-58 is shown in two different adjustment settings in Figs. 10 and 11. Here the concentric pivot H is replaced by an eccentric pivot 4i whereby the effective pivot point can'be varied for adjustment, the arms. and 58 are replaced by similar arms 40' and 58' with a flat spring 59A instead of the blade 58 mounted on thearm 58' by a fixed pivot 59B and eccentric supporting screws 590 under the middle and at the inner end of the flat spring.

and 11.

and rotor 60 to drop onto blade Thus the height and varied. extreme positions being shown in Figs. 10

Operation Besides other advantages my invention is effective to prevent the engine from cumulatively speeding up excessively or slowing down to a stop when a tendency in either direction is started. Such detrimental speeding or slowing effects are well known difllculties in Diesel engine operation. being due mainly to the pumping action of prior art injectors, which pump more fuel the faster the engine runs, and vice versa. As contrasted with this, a Diesel engine equipped with my invention and pulling a constant load will run at a constant speed determined by the throttle setting, as does a gasoline engine. when the load goes off the tendency to speed up is partly overcome by the rotor turning faster, because this shortens the time each valve remains open and thus each iniection admits less fuel. Also it is known that when the maximum amount of fuel capable of being burned under existing conditions of load and speed is being injected about 15% more power can be obtained by advancing the injection. My invention utilizes this principle by automatic association of advancing or retarding the injection point with speed response and with throttle con- With the engine stopped the parts are in the position of Fig. 1. To start, set the lever 204 at open position, thus allowing sleeve 15 to go down 58 and thus into operative position. and turn the engine over. After the rotor has come to bear on theblade, the

sleeve drops still further, advancing the injection. As the engine gains speed, blade 59 turns counterclockwise, and the rotor keeps on dropping as far as the throttle allows, thus admitting more fuel because a wider part of cam 8i now lifts the arms. After the engine reaches the the operator desires, or which an automatic controller is set to maintain, and the load remains practically constant, small movements imparted to the throttle arm 18, which move elements ll-60 short distances up and down as a unit without advance or retard of the injection, keep the speed uniform.

Now if the load is increased moderately the engine slows, the valves hold open longer, the cylinders get more fuel, the torque increases and the engine tends to build up to such speed as the throttle setting will allow. If further load is applied so that the engine slows sufiiciently to hold the valves open long enough to admit more fuel than the engine can burn, then the arm 59 raises the rotor 80, and at the same time advances the cam 8i; thus the fuel is cut to a usable amount and the earlier" admission gives the fuel time enough to burn, the net result being maximum power and prevention of appreciable smoking.

If the load is suddenly increased, the operator or the automatic controller causes arm 18 to drop thus lowering sleeve 15 and rotor 60 together until the rotor bears on the blade 59. Thereafter the sleeve 15 goes still further'down so that the pin 12 slidin in the inclined slots H advances shape of the spring can be speed which rection, said acorns-1a the members ll-ll together as a unit brings the engine to the speed desired.

The advance or retard of the rotor as above described is due to throttle action, and may occur either independently of or together with another advance or retard which is applied by the centrifugal governor "-52 etc. The centrifugal governor not only operates the arm BI, but also adthat my invention is capable of being applied in other specific forms, all within the scope of the following claims.

What I claim is: 1. In a control apparatus for internal combustion engines, two shafts, means for driving the first of said shafts from the engine and in synchronism therewith. a system of speed-responsive mechanism associated with said first shaft,

a driving connection from the first to the second of said shafts, a system of mechanical elements on said second shaft for controlling the admission of fuel charges to the engine, and two sets of connecting means between said speedresponsive system and said admission system one of said connecting means acting to advance or retard the timing of the admissions of fuel charges with increases or decreases in engine speed, the other of said connecting means coacting with the admission controlling means to eflect additional changes in timing upon adjustments of the said controlling means.

2. In a fuel distributor for an internal combustion engine, a vertical shaft, a sleeve iournalled thereon and a rotor journalled on said sleeve, a

transverse pin through said sleeve and immovable with respect thereto and with ends pro- .iecting in each direction therefrom, a slot through said shaft running lengthwise thereof, said pin passing through and being guided by said slot, slots in said rotor engaging with the ends of said pin, said rotor slots tending in a direction generally axial to the vertical shaft but inclined therefrom, whereby movement of elements guided by said central slot is directly axial to said vertical shaft, but movement guided by said slots in the rotor structure has a circumferential as well as an axial component, a cam on said rotor a valve-opening'arm adapted to be actuated by said cam, an actuator connected to said sleeve to impart axial movements to the sleeve and rotor, and a second actuator adapted to impart axial movements to the rotor independently of the sleeve.

3. In a fuel distributor for an internal combustion engine, a vertical-shaft, a sleeve Journalled thereon and a rotor journalled on said sleeve, axial guide elements between said shaft and said sleeve, guide elements between said sleeve and said rotor inclined from an axial diguide elements being respectively adapted to transmit driving force from said shaft to said sleeve and from said sleeve to said rotor, whereby movement of said sleeve is directly 8 rotor upon said sleeve has a circumferential as well as an axial component, a cam on said rotor valve-opening means adapted to be actuated by said cam, an actuator connected to said sleeve to impart axial movements to the sleeve and rotor, and a second actuator adapted to impart axial movements to the rotor independently of the sleeve.

4. In a fuel distributor for an internal combustion engine, a vertical shaft, a cam carried thereby in rotation, a horizontal shaft, and driving connections therefrom to said vertical shaft, said connections comprising mutually-engaging gears on each shaft, and a sleeve on said horizontal shaft by which one of said gears is carried in rotation, a transverse pin passing through said horizontal shaftand having its ends fixed in said sleeve, a transverse opening of substantial axial length through said horizontal shaft through which said pin passes, cam surfaces defining said opening, and having both axial and circumferential components, speed-responsive means effective to move said sleeve along its shaft, and means for driving one of said shafts from the engine.

5. In a fuel distributor for an internal combustion engine, a first shaft, a cam carried thereby in. rotation, a second shaft, and driving connections therefrom to said first shaft, said connections comprising mutually-engaging gears on each shaft, and a sleeve carried in rotation on said second shaft and-by which one of said gears is carried in rotation, guide means between said sleeve and said second shaft having both axial and circumferential components, speed-responsive means effective to move said sleeve with respect one of said shafts from the engine.

6. In a fuel distributor for an internal combus tion engine, a vertical shaft, a sleeve slidable thereon and a rotor slidable on said sleeve, axial guide elements between said shaft and said sleeve, guide elements between said sleeve and said rotor inclined from an axial direction, said guide elements being respectively adapted to transmit driving force from said shaft to said sleeve and from said sleeve to said-rotor, whereby movement of said sleeve is directly axial to said vertical shaft, but movement of said rotor upon said sleeve has a. circumferential as well as an axial component, means supporting the rotor on the sleeve for axial movement with the sleeve, a cam on said rotor and valve-opening means adapted to be actuated by said cam, means for moving said sleeve up and down on said vertical shaft, and other means for arresting axial movement of said rotor whereby the sleeve may be moved axially with respect to the rotor the axial movement of said rotor with said sleeve being effective to change the duration of valve opening, and said axial movement of the rotor with respect to the sleeve being effective to change the timing of valve opening in the engine cycle.

'7. In a control apparatus for internal combustion engines having a horizontal shaft and a vertical shaft and means for driving said horizontal shaft from the engine and in synchronism therewith, speed-responsive mechanism actuated by said horizontal shaft, said speed-responsive mechanism including a sleeve assembly on said horizontal shaft comprising a sleeve length with a gear on one end, a radial flange and a coupling part adjacent said other end, another sleeve axial to said vertical shaft, but movement of said 7 length having a coupling part engaging said firstto saidsecond shaft, and means for driving 9 named coupling and having a radial flange adjacent its end remote therefrom, a centrifugal governor on said shaft, lever arms of said governor contacting said last-named flange. and guide elements between said assembly and its shaft giving both an axial and a circumferential component to movement of the assembly on the shaft and transmitting drive to said sleeve.

8. in a control apparatus for internal combustion engines having a horizontal shaft and a vertical shaft and means for driving said horizontal shaft from the engine and in synchronism therewith, speed-responsive mechanism actuated by said horizontal shaft, mechanism including a sleeve assembly on said horizontal shaft comprising a sleeve length with a gear on one end, a. radial flange and a coupling pert adjacent said other end, another sleeve length having a coupling part engaging said firstnamed coupling and having a radial flange adjacent its end remote therefrom, a centrifugal governor on said shaft, lever arms of said governor contacting said last-named flange, and guide elements between said assembly and its shaft giving both an axial and a, circumferential component to movement of the assembly on the shaft and.

transmitting drive to said sleeve, the contacting surfaces of said arms on said flangebeing curved outwardly towards their free ends in a square root curve whereby to diminish the leverage in square root ratio to the centrifugal force.

9. A control system for internal combustion engines comprising a rotor, a cam thereon, and a series of valve levers adapted to be lifted by said cam all havingcam contact points in the same plane, said cam being of width progressively increasing axially, throttle means adapted to move said rotor axially perpendicularly to said plane of contact points, a lost motion connection in said throttle means adapted to establish a limit to the axial movement of said rotor in the direction which brings the wider portion of said cam into said plane, and a speed-responsive controlling mechanism adapted to act upon said rotor thereby affecting the rotor's axial position within limits which consist at one extreme of a position where the cam does not ';-intersect said plane and at the other of the end of travel which is established by said lost-motion connection.

10. A control system for internal combustion engines comprising a rotor, a cam thereon, and

a series of valve levers adapted to be lifted by said cam all having cam contact points in the same plane, said cam being of width progressively increasing axially, throttle means adapted to move said rotor axially perpendicularly to said plane of contact points, a lost motion connection in said throttle means adapted establish a limit to the axial movement of sai rotor in the direction which brings the wider portion of said cam into said plane, and a speed-resprmsive controlling mechanism, said mechanism comprising a bell crank actuable by the axial movement of said sleeve on said horizontal shaft, and a hearing surface on said bell crank adapted to act upon said rotor thereby aflecting the rotor's axial position within limits which consist at one extreme of a position where the cam does not in-- tersect said plane and at the other of the end of travel which is established by said lost notion connection.

11. A fuel distributor for an internal combustion en ine comprising a speed-responsive means of control, a rotor. a plurality of injection valves operably connected to said rotor, a cam on said said speed-responsive means being actuated' fbysaid speed-responsive means of control.

12. A fuel distributor for an internal combustion engine. comprising a speed-responsive means ofcontrol, a rotor, a plurality of injection valves operably connected to said rotor, a cam on said rotor adapted to operate said valves, the circumferential extent of said cam progressively changing in a direction parallel to the rotor axis, two independent means for moving said cam axially, one of said means being responsive to settings extraneous to the distributor, the other of said means being actuated by said speed-responsive means of control, and elements associated with each of said cam-moving means adapted to vary the angular lead or lag of said cam.

13. In a control apparatus for internal combustion engines, a fuel distributor including injection controlling means driven by the engine,-

14. In a control apparatus for internal combustion engines, a fuel distributor including injection controlling means driven by the engine, means for adjusting said controlling means to vary the quantity of fuel injected, a speed re; sponsive mechanism operated by the engine hav.- ing means acting upon the injection controllingmeans to advance or retard the timing upon increase ordecrease in engine speed, and means controlled jointly by said adjusting means and said speed responsive mechanism to additionally advance the timing.

15. A control mechanism for internal combustion engines comprising a shaft, means for drlving the shaft from the engine, an axially movable cam on the shaft mounted for angular adjustment with respect to the shaft, an actuator for shifting the cam axially during rotation of the shaft, an adjustable stop member for limiting axial movements of the cam in one direction, and a lost motion connection between said actuator and cam having means for shifting the cam angulariy on the shaft upon movements of the actuator while axial movement of the cam is restrained by said stop member.

16. A control mechanism for internal combustion engines comprising a shaft, means for driving the shaft from the engine, an axially movable cam on the shaft mounted for angular adjustment with respect to the shaft, an actuator for shifting the cam axially during rotation of the shaft, an adjustable stop member for limiting axial movements of the cam in one direction, a lost motion connection between said actuator and cam havlng'means for shifting the cam angularly on the shaft upon movements of the actuator while axial movement of the cam is restrained by said stop member, and speed responsive means for shifting said stop member.

17. In a control apparatus for internal combustion engines, a fuel distributor including a shaft driven by the engine and having a cam ensure thereon for controllina fuel iniections, said cam being adiustable angularly on said shaft to vary the timing of the injections and axially of the shaft to vary the quantity of fuel injected, an actuator for shifting the cam axially, an adjustable stop member for limitine axial movement of the cam. and a lost motion connection between said actuator and cam having means for shifting the cam angularly on the shaft upon movements of the actuator after axial movement of the cam is stopped.

19. In, a control apparatus for internal combustion enaines, a fuel distributor including a shaft driven by thev engine and havin: 'a cam thereon for controllina fuel infections, eaid cam being adjustable angularly on said shaft to v the timing of the injections and axially of th shaft to vary the quantity of fuel iniected, actuator for shifting the cam axially, an adjust-v able stop member for limiting axial movet oi the cam, a lost motion connection between said actuator and cam having means for shiftin the cam angularly on the shaft upon movements of the actuator after axial movement of the cam is stopped, and speed responsive means for shiftin: said stop member.

19. In a control apparatus for internal combustion engines, a plurality of injection valves, a shaft driven by the engine and having a cam mounted thereon for actuating said valves, said cam being adjustable angularly with respect to the shaft to vary the timing of iniections and axially to vary the quantity of fuel injected, a speed responsive mechanism having means for limiting-axial movements of said cam in the direction in which the quantity of fuel injected is increased, an actuator axially, and a lost motion connection between said actuator and cam which permits said cam to be moved axially by said speed responsive means.

for shifting said cam,

said connection having cam anzularly means for shifting the on its shaft upon relative axial movements of the cam and actuator.

MERTON J. SMITH.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATEE PATENTS Number Number Name Date Newcomb May 18, 1915 Kahlenbere Apr. 3, 1917 Ford July 29,1919 Stone Apr. 2'1, 1920 McCain July 6, 1920 McCain July 6, 1920 Blanchard Feb. 15, 192'! Attendu sept. 24, 1929 Palmer Apr. 10, 1934 Kuttner Nov. 20, 1934 Wharton Nov. 26, 1935 Starr Aug. 11, 1936 Belyavin Nov. 24, 1936 Alden Feb. 9, 193'! Snyder Mar. 23, 1937 Parsons July 20, 1,937 Fleury Feb. 1, 1938 Coffey May 10, 1936 Cofley Sept. 20, 1938 MacKay July 2,1940 Baierlein Apr. 28, 1942 Johnston et al June 23, 1942 Amery Aug. 4, 1942 V Hoeiiier Sept. 1, 1942 FOREIGN PATENTS Country Date Bwiturland June 16, 1939 Great Britain June 5, 1930 Certificate of Correction Patent N 0. 2,454,578. November 23, 1948.

MERTON J. SMITH It is hereby certified that errors appear in the printed specification of the above numbered patent requiring correction as follows:

Column 7, lines 44 and 45, 66 and 67, both occurrences, for the word journalled read slidable; line 59, same column, and column 8, line 2, after rotor insert a comma;

and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 29th day of March, A. D. 1949.

[SEAL] THOMAS F. MURPHY,

Assistant Gammissioner of Patents.