US368445A - Gas-engine - Google Patents

Description

(No Model.) 6 Sheets- -Sheet l O. W. BALDWIN.

GAS ENGINE.

No. 368,445. Patented Aug. 16, 1887.

N. PETERS. Pholo-Mhognpher, Wumngmn. 0.8.

(N0 Madel.)

6 Sheets-Shee1; 2. G. W. BALDWIN.

GAS ENGINE.

Patented Aug I W 2% v QM 49, $M

.Tmrenfur a. PET'ERS. Pholo-Lxmographer, WishinglmLILC.

(No Model.) 6 Sheets-Sheet 3.

0. W. BALDWIN.

GAS ENGINE.

N0. 368,445. Patented Aug. 16, 1887.

PETERS. Phnlcinhognphur. Washmgton, o. c

6 Sheets Sheet 4.

(No Model.)

0. W. BALDWIN,

GAS ENGINE.

fill/Illij N. PEIERs. PhmoL'nhogmpmr. Washington. D. Q

6 SheetsSheet 5. 0. W. BALDWIN.

GAS ENGINE.

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W W .A M WMM Q d m .M o v kn H Um QM g /fi 1 W W m N m 6 1 I//1\ Ms 4 rlL A w \Q 9% H KR (No Model.)

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Patented Aug. 16, 1887.

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NlTED STATES PATENT OFFICE.

CYRUS \V. BALDXVIN, OF YONKERS, NEWV YORK, ASSIGNOR TO YVILLIAM E. HALE, OF CHICAGO, ILLINOIS.

GAS-=ENGINE.

SPECIFICATION forming part of Letters Patent No. 368,445 dated August 16, 1887.

Application filed April 526, 1887. Serial No. 236,223.

To all whom it may concern.-

Be it known that I, CYRUS W. BALDWIN, a citizen of the United States, residing at the city of Yonkers, county of W estchcster, and State of New York, have invented certain new and useful Improvement-sin Gas-Engines, fully described in the following specification and represented in the drawings.

This invention relates especially to that class of engines wherein the piston is moved under the explosions of mixtures of gas and air; and it consists in constructing the engine and the parts thereof and in regulating the operations of the same, as fully set forth hereinafter, and as illustrated in the accompanying drawings, in which- Figure 1 is a side elevation of the improved gas-engine. Fig. 2 is an end view, and Fig. 2 is a detail view of the belt-shifter. Fig. 3 is a plan view. Fig. 4. is a longitudinal sectional elevation. Fig. 5 (Sheet 2) is an enlarged crosssection on the line a, Fig. 1. Fig. 6 is an enlarged cross-section on the line b, Fig. 1. Fig. 7 is an enlarged section of the inlet valve, valve casing, and regulatingwedge. Fig. Sis an enlarged section of the cylindenhead, showing the ignitor; and Fig. 8 is a modification thereof. Fig. 9 (Sheet 2) is a vertical section of the gas-cock. Fig. 10 (Sheet 2)isasection on the line 0, Fig. 9. Fig. 11 is a detached view in part section of the cock-plug. Fig. 12 is an enlarged view'of the regulator. Fig. 13 is a section on the line d, Fig. 12. Fig. 14 is a plan of the end of the regulator-rod. Fig. 15 is a face view of one of the driving-pulleys of the armatureshaft. Fig. 16 is a section on the line a, Fig. 15.

The bed A of the engine is a hollow case supporting at one end the cylinder 13, and at the other the pillow-blocks in which turns the crank-shaft C, carrying a fiy-wheel, 15, the crank being connected by a rod, 2, with the piston-rod 3, attached to the piston 4.

In the bed A is a casing, D, which has seats for valves covering ports 8 and 50, Fig. 4, and this casing D communicates, through a pipe, 9, with a casing, 10, either formed by the bed of the engine or, as shown, with the cylinder, and upon which the cylinder rests. The casings D and 10 and tube 9 constitute a reservoir, X, into which gas and air are admitted, the air entering the port 8 and flowing over a perforated gas-pipe, 7.

(No model.)

The air and as are drawn into the reservoir by the backward movement of the piston at, the mixture flowing into the reservoir X, and from the latter, through two ports, 13, Figs. 4 and 6, into the cylinder. On theforward movement of the piston the valves in the easing D close, and the mixture is compressed in the reservoir X.

The head E of the cylinder, Figs. 4 and 8, is detachable, and contains a chamber, 14, which communicates with a channel, 16, in the cylinder, leading to a port, 18, between the channel and the reservoir X, and the chamber communicates, also, with a central port, 216, in the end of the cyliuder,which end has a concave face, 00, Figs. 4 and S, and opposite this face is a cup-like retarder or holdback, F, with a surrounding series of perforations or ports, 17. This retarder, of cup or curved shape, corresponds with the curve or the concave of the cylinder-head and offers less frictional resistance to the incoming charges, and also acts, among other things, to direct the products of each explosion toward the center of the cylinder, instead of laterally toward the periphery of the retarder and into the space between it and the cylinder-head.

A valve, G. closes the port 18, and is held down by a spring, 19, Fig. 7, that bears on the valve-case and on a hollow nut, 29, on the valve-stem, and when the valve is raised the mixture compressed by the forward movement of the piston in the reservoir X flows out through the port 18, channels 16 and 14-, and ports 216 and 17 into the cylinder. The valve rises automatically whenever the exhaust is open, so that the pressure in the reservoir exceeds that in the cylinder.

Near the forward end of the cylinder, at the lower side, in a line between the ports 13 13, Figs. 4, 5, and 6, is an exhaust-port, 20, communicating with a transverse exhaust-pipe, 21, and when the piston, by the explosion of the gaseous charge, is forced forward beyond said port 20, it is uncovered and opened for the escape of the spent gases, and at the same time the Valve G is lifted for the entrance of a new charge, so that the latter flows in under pressure and aids to drive forward the old spent charge, which flows out at the exhaust. The retarder F holds back the new charge, and prevents its mixing with the old charge, and thus escaping before it is burned. This reavoiding all valve-packings.

sults because the mixture, rushing from the port 216, strikes the retarder and is thrown back against the rounded face a; of the cylinder end, and is thereby caused to flow inward toward the front and center of the retarder instead of rushing forward with the spent gases.

' The piston 4 carries a valve projection, 22, at the lower part of the forward face, which slides over the port 20 as the piston moves back and closes said port, andahollow casing, 23, on the forward piston-head receives this valve when the piston moves forward, thus valve and the port 20 at the bottom of the cylinder it tends to pack more closely to the face than when placed at the side, while the arrangement of the ports 13 prevents their being closed by the valve 22.

It has been found that by the use of a mixture of the high est explosive quality that is, a mixture which will explode most rapidly or violently, all parts of the entire volume igniting instantaneously-the most economical and effective results are secured. The inlets for gas and air are therefore so proportioned as to maintain generally in the reservoir a mixture of the highest explosive effect. As, however, it is necessary to vary the force of the explosions. in proportion to the work to be done,

this result is secured by varying the charges or volumes of mixture admitted to the cylinder. The valve G is therefore lifted to a greater extent or'held up for a longer time when the charge is to be increased, and is lifted to a less extent or for a shorter time'if the charge is to be decreased. This variation in the lift of the valve is effected by introducing a curved and slotted wedge, H, Fig. 7, between the nut 29 and the valve-casing. The valve is lifted by the pressure of the mixture in the reservoir, as before described, the wedge limiting the upward movement, the spring 19 closing the valve when the pressure in the cyl-. inder is about equal to that in the reservoir. The wedge H is moved automatically by a regulator, so as to increase the volume of the charge if the engine begins to run too slowly, or decrease it if the engine runs too fast.

The peculiar construction of the regulator and its connection with the wedge will be set forth hereinafter; but it will be evident that different means may be adopted to vary automatically the lift of the valve.

To allow of a slight play of the valve independently of the wedge and avoid noise and too abrupt an action, a buffer may be interposed. Thus a sleeve, 24, may surround the valve'stem, with a spring, 25, interposed between the sleeve and the nut 29, and a shorter and stronger spring, 30, may surround the spring 25, so that the valve is under constant spring tension, and there is no free play be; tween the hearings on the wedge; but when the latter is moved forward the spring resistance to the lift of the valve gradually increases until the sleeve is depressed into contact with the spring 30, which is of such By placing the minimum without ever wholly cutting it off.

While the variation of the volumes of highlyexplosive mixture will regulate the engine when operating under different. resistances, the use of such a mixture when the engine is running free and doing little or no work would be wasteful, and it would be difficult to sufficiently decrease the speed. Means are therefore provided for reducing the strength of the mixture in such cases by decreasing for the time being the quantity of gas in the mixture, and this decrease is automatically effected by means of the same regulator that controls the action of the valve G.

One means of decreasing the gas consistsin cutting off the flow of the gas from the source of supply through the pipe 7, and preferably by means of a peculiar stopcock, I, having a casing, J, arranged in the line of the pipe 7, as shown in Figs. 2 and 3.

The details of the cock are shown in Figs. The cock I consists of two parts, 31 35. The part 31 is an ordinary taper hollow plughaving a port, 32, and fitting the casing J, the latter having a port, 33, that communicates with the pipe 7,1eading to the casing D, and a port, 34, communicating with the inlet part of the pipe 7. The part 35 is an inversely-tapered hollow plug that fits nicely within the plug, and has a port, 36, and the stem 37 of the part 35 extends through the hollow stem 36 of the part 31, and carries an arm, 38, a spring, 39, bearing on the arm and on the end of the stem 36 and holding the part 35 up into place. A pin, 40, extending from the part 35 into a slot, 41, of the part 31,

is so arranged that the part 35 can turn to a a limited extent independent of the part 31, and then must carry the latter with it. To cut off the flow of gas and stop the engine the portion 31 is turned by means of a handle,49, tosuch an extent as to carry the port 32 wholly from the port 33. To start the engine the part 31 is turned by the handle to an extent to bring the port 32 into more or less coinci-- dence with the port 33,and the part 35 by the contact of the pin 40 with the end of the slot 41 is turned with the part 31, the ports 32 36 being so arranged that when the part 31 is turned to the left both ports will be left open, and the full volume of gas will pass to the reservoir.

If, now, all load is removed from p the engine and it begins to race or run too stroke and prevents loss of gas and explosions in the exhaust, which often results if any unburned gas passes from the cylinder.

It will be understood that the reduction in the strength of the mixture is not effected during the normal working of the engine, and only begins after the lift of the valve G has been reduced to near a minimum, and when it is desired to continue the motion of the engine while doing but little, if any, work.

By connecting the devices for varying the throw of the valve G and for varying the flow of the gas to an automatic regulator the latter not only varies the quantity of highlyexplosive mixture to proportion the explosion to the force of the load, but also varies the quality of the mixture when running with light loads.

To further prevent the waste of gas when the engine is running unloaded, or with little or no resistance, there is a. cutoffthat is, a device which will absolutely prevent for the time the passage of air or gas, or both, to the reservoir or cylinder. A suitable valve de vice may be used for this purpose at any suitable point in the gas and air passage. In the construction shown in Fig. 4 the casing D of the reservoir has aperforated bottom or valveseat above the conduit 51 through ports 50, in which the air and gas flow into the reservoir. A flap-valve, 52, is hinged below the valveseat and closes upward against the latter under the action of any moving part of the con trivance operated from the regulator. Thus a shaft, 54:, extends through the conduit 51, and has an internal arm, 55, connected to the valve 52, and an external arm, 56, shown in dotted lines, connected by a rod, 57, with a lever, 58, the rod having a slot, 59, to receive a pin, 60, on the lever to permit the latter to vibrate to a limited extent without moving the rod, so that the lever may first move to regulate the quality of the mixture, and then, on the pin 60 reaching the end of the slot, move the rod 57, rock the shaft 54-, and close the valve 52 to cut off the mixture altogether.

The lever 58 is operated by a spring in one direction, and by a tappet, 63, on a sliding rod, 7.1, Figs. 1 and 3, in the other, said rod being connected at one end to a lever, 64, which carries the curved and slotted wedge H, Fig. 3; and the tappet 63 is so arranged as not to make contact with the lever 58 until the wedge has been set to reduce the throw of the valve G to the lowest point, after which thelever 58 will be swung to close the valve 52 and wholly cut off the supply of gas and air. The lever is also connected by a rod, 65, Figs. 1 and 3, with the arm 38 of the valve-cock I, so as to first turn the latter and reduce the supply of gas before the. mixture is entirely out off. The rod 7; slides under the action of the regulator, so that the latter first regulates the quantity of the mixture, then the quality, and then wholly cuts it off.

Regulating devices ofdifferent constructions automatically operated by the engine to move the valves G 52 and cook I may be employed; but the construction best illustrated in Figs. 1, 4, 12, and 13 is most effective. Within a flange, 70, of a casting carried by the fiywheel 15 are pivoted at 71 71 two levers, 72 72, each carrying a heavy weight, 73, which tends to fly outward with thelevers when the fly-wheel rotates, and a strong spring, 74, connected to the outer end of each lever,and to the opposite lever near the pivoted end thereof, tends to draw the lovers inward, and a set-screw, 75,011 each weight is set to limit the outward movement thereof. Upon the shaft Oturns a ring, K, having a peripheral groove, 1), to receive swiveling lugs 76 76, extending from opposite sides of a yoke, L, suspended from a rocking pin, .77, passing through a rock-rod, 78, supported by one of the pillow-blocks 79. The ring K has slots 10, (shown in dottedlincs, Fig. 12,) into which extend lugs 80 on the hub of the wheel, and the ends of the slots and lugs are beveled, so that a very slight turning of the ring will bring the beveled faces together, and thus cause the ring to move outward,carrying with it the yoke L. A spring, 81, Fig. 13, between the yoke and the pillow-block forces the yoke and ring inward to keep the beveled faces in contact as soon as the ring is turned. The turning of the ring is effected by the action of the weighted levers, which are connected by rods 82 with lugs on the ring.

The face of the recess o is eccentric to the shaft 0, as shown by dotted lines, Fig. 12, so that the yoke L is vibrated with its supporting rocking rod 78 as the ring K is turned by the movement of the weighted levers, and the lower end of the yoke terminatesin a fork, the two prongs 83 84 of which project past and upon opposite sides of a rod, k. The end of the rod It is formed into steps or provided with shoulders u, receding in opposite directions, as shown in Figs. 12, 13, and 14..

\Vhen the parts arein the position shown in Fig. 12,the vibration of the yoke in the direction of the arrow 3 4 will have no effect on the rod; but when on the outward or inward motion of the weighted levers the ring K is turned and the yoke L is swung in the direction of the arrow 2, Fig. 13, the prong 83 will catch on one of the shoulders u, and as the yoke then swings in the direction ofthe arrow 3 it will carry with it the rod k, and if the weighted levers continue to fly out the yoke will move farther in the direction of the arrow 2, and the prong 83 will catch on the next shoulder and feed the rod 7- farther backward. If, however, the weighted levers do not continue to move outward, the yoke will simply play back and forth until the levers swing inward, when the yoke will swing out in a direction the reverse of the arrow 2, and the prong 81 will engage with one of the shoulders u on the opposite side, and the rod will be moved step by step back in the direction of the arrow 4 until the movement of the weighted levers is arrested or reversed. As an extremely slight movement of the lovers will turn the ring K,

and as a very slight turning of the ring will shift thelateral position of the vibrating yoke, it is evident that a very slight increase or decrease in the speed of the engine will vary the position of the rod is and of the regulating appliances to which it is connected.

While different means of igniting the. charge maybe employed in connection with the abovedescribed improvements, it is preferable to use an electric spark, and the appliances whereby to effectually produce it at proper intervals are illustrated in the drawings.

Oneof the electrodes, 0, is carried by a hollow screw-plug, M, Fig. 8, screwing into an opening extending through the head E of the cylinder, the electrode 0 being insulated from the plug by an interposed non-conductingsuo stance, and said electrode is connected with one of the wires leading to a generator, the other wire being connected to the frame of the engine. The other electrode, N, is movable, preferably in the form of a lever hung near one end on a pin, 95, in electrical connection with the frame, and its lower end is held normally in contact with the electrode 0 by a stiff spring, 100, that effectually maintains the contact until the lever is positively vibrated. To effect this vibration, the piston 4 is provided with a finger, P, arranged so as to strike the short arm of the lever N just as the piston completes its rear movement,whereby the electrodes are separated and a spark produced at the instant the engine-crank is on its deadcenter, and this is found to result in the best effect, the engine operating with greater power and regularity than when the explosion takes place with the parts in another position.

The quicker the action in separating the electrodes the more effectual is the igniting action of the electricspark. For this reason the electrode-lever N is pivoted as nearone end as possible, so that a very slight movement of the short arm will produce a very quick and comparatively extended movement of the long arm of the lever.

It will be seen. that the electrodes are arranged at the rear of the retarder F, which prevents the spent gases passing back, and where the mixture is always the purest and most explosive and less likely to be diluted by the spent gases, so as to absolutely insure a highly-explosive mixture around the elecpass into said channel as it approaches the electrode.

It would involve great delay and labor to remove the entire piston-head E whenever it was necessary to reset or replace the movable electrode, the bearings of which are subject to much wear. Such bearings are therefore supported by a detachable block, Q, that fits an opening in the head, sothat the block and the lever-electrode may be. removed and replaced without displacing the head E.

As shown, the block Q fits nicely in the opening without being packed, and is covered by a plate, R, the face of which fitsa ground face of the head E, and is clamped thereto by means of ascrew, 102, carried by a yoke, S, so conneeted with the head that it may beswung into place, as shown in Fig. 8, to secure the plate and block in position, or may be swung to one side to permit the plate and block to be removed.

The finger P of the piston need not directly contact with the movable electrode. For instance, as shown in Fig. 8, a pin, 1?, is loosely held in a perforation in the cylinderhead in front of the short arm of the electrode N, so as to be contacted by the operating-finger 1?. As herein shown, also, the detachable block Q is held to a removable plate, R, in which is mounted the fixed electrode 0, which plate is held to its seat on the cylinder-headE bybolts or other suitablemeans. By this c011- struetion not only are both electrodes accessible, but the channel 14. may be examined should occasion require. stance the block Q, holding the movable electrode, is adjustably mounted therein, so that its position may be regulated and the force of its spring 100 varied by the set-bolt Q, as will be readily understood.

While the electric current may from any suitable source or generator, it is preferable to use a dynamo or other mechanical generator carried and operated by the engine.

As shown in Figs. 1 and 4, the engine-bed A is sunken to form a recess, within which fits the hollow base T of a dynamo, V, in which base is asuitable condenser. The conductingwires lead from the dynamo to the electrodes 0 N. a

The armature is driven by belts 108 118 112, Figs. 1, 3, and 4t, passing round grooved pulleys 110 106 111 117 107 105, the latter on the armature-shaft and the former, 110, on a shaft, 113, carrying a band-pulley, 114C, driven by a belt from a band wheel, 115, on the crankshaft G, these pulleys being so proportioned as to impart, the desired speed to the armature when the engine-shaft is revolved during the operation of the engine. With pulleys so proportioned, however, the armature could not be driven at a proper speed toinsure a spark when the flywheel is first turned slowly by hand to start the engine. Means are therefore provided to drive the armature more rapidly when the shaft 0 begins to revolve and for reducing the speed of the armature as the speed of the engine increases. Different appliances may be employed to effect this result, as cone-pulleys and belts shifted by governors.

So, also, in this in ICO be received A preferable contrivance, however, is shown in the drawings, and will now be described. The pulley 106 is 011 the shaft 116 of the smaller pulley, 111, and the pulley 117 on the armature-shaft is fixed, and the belt 118 passes from the pulley 117 to the pulley 106. The pulley 105 is loose and carries aspring-actuated pawl, 119, (see Fig. 15,) that engages with a ratchetwheel, 120, on the armature-shaft.

\Vhen the engine is first moved slowly by turning the fly-wheel by hand, the armatureshaft is driven rapidly from the larger pulley, 106, and the requisite current is generated, and as the pulley 105 turns comparatively slowly,the ratchet-wheel120 revolves past the pawl 119; but as the engine-shaft begins to rotate rapidly the speed of the armature in creases and would soon be too great. The belt 118 is therefore thrown off from the pulley 106 when the engine attains a proper speed, when the armature will be driven from the smaller pulley, 107 ,through the belt112 and pulley 105, the pawl 119. now engaging with and driving the ratchet-wheel 120 and turning the armature-shaft. The belt 118 may be thrown off by hand; but it is preferably moved automatically by the movement of a belt-shifting rod, V,-see Figs. 2, 2, and 3, wherein the rod is provided with an arm, w, that is normally held against the stop as by a coil-spring surrounding the rod. Asecond arm, j,is carried by said rod and is contacted by the end of the wedge when it is moved, as before described, so as to vibrate the arm 10 and free it from the stop x, when the spring will draw the shifting rod longitudinally in the direction of the arrow, Fig. 2, and displace the belt 118 as soon as the engine has attained the requisite speed.

I do not here claim, broadly, the finger and electrodes operating to produce the igniting sparks, as they constitute the subject of an application for Letters Patent,SerialNo. 194,353 neither do I claim herein the means for varying volumes of a constant mixture for high powers and by a mixture of varying proportions for low powers, as the same constitutes the subject of an application for Letters Patent, Serial No. 213,424.

No claim is made herein to the governor per se as illustrated and set forth, as the same forms the subject of an application for Letters Patent filed by me of even date herewith.

What I claim is- 1. The combination, in a gas-engine, ofa cylinder provided with a concave end, an inletport at said end, a curved retarder opposite said curved end, and an escape-portat the opposite end, substantially as described.

2. The combination of the cylinder having a concave rear end, a central port therein, and a retarder provided with openings or perforations aronnd its periphery and supported in front of said end and central port, substantially as described.

3. The combination,in a gas-engine, of a cylinder provided with an inlet-port at its end, a retarder in front of said inlet-port, and provided with a series of openings or perforations around its periphery, through which the gaseous mixture passes into the cylinder, substantially as described.

4. The combination,in a gas-engine, of a cylinder provided with a detachable head, an inlet-port in said head, and a curved retarder carried by said head in front of said inlet-port, substantially as described.

5. The combination, in a gas-engine, of a cylinder provided with a detachable head, an inlet-port in saidhead, a retarder carried by said head in front of said inlet-port, and provided with a series of openings or perforations, substantially as described.

6. The combination, in a gasengine, with a curved retarder within the cylinder opposite the inlet end, of a movable and a fixed electrode between the retarder and the end of the cylinder, substantially as described.

7. The combination, in agas-engine, of the cylinder, a curved retarder within the cylinder,,fixed and movable electrodes, spring holding the electrodes in contact, and a finger carried by the piston for contact with one of the electrodes, substantially as described.

8. The combination, in a gas-engine, of the cylinder, a retarder within the cylinder and provided with openings or perforations, fixed and movable electrodes, spring holding the electrodes in contact, and a finger carried by the piston for contact with one of the electrodes, substantially as described.

9. The combination of the fixed electrode, a movable electrode pivoted near one end, a spring holding the electrodes in contact, and a finger on the piston arranged to make contact with the short arm of the electrode to break contact, substantially as described.

10. The combination, with the cylinderhead having an opening, ofa detachable block fitted to said opening and carrying an electrode, substantially as described.

11. The combination, with the cylinderhead having an opening and carrying an electrode, of a detachable block fitted to said opening and carrying the other electrode, substantially as described.

12. The combination, with the cylinder head having an opening and carrying an electrode, of a detachable block fitted to said opening and carrying a movable electrode, substantially as described.

13. The combination, with the cylinderhead having an opening and provided with a fixed electrode insulated therefrom,of a detachable block fitted to said opening and carrying a movable electrode, and a spring holding the electrodes in contact, substantially as de scribed.

14. The combination, with the cylinder, a reservoir, an inlet-port, 14, communicating with said reservoir, a valve interposed between said port and reservoir, and electrodes, the contact ends of which are located in the lower end of said inlet-port just above said valve, substantially as described.

tarder perforated near its periphery and supported in front of the chamber, and a fixed and movable electrode, the contact'ends of which are located in said chamber, substantially as described.

17. The combination ofthe cylinder having a concave rear end, a central port therein,

and a curved retarder in front of said end and central port, substantially as described.

18. The combination of the cylinder, piston, exhaust-port 20 at the lower side 'of said cylinder, valve projection carried by the piston, and inlet-ports 13 on opposite sides of the path of said projection, substantially as described.

19. The combination of the cylinder, piston, exhaust-port 20 at the lower side of said cylinder, valve projection carried by the piston, casing 23, for receiving said valve projection, and inlet-ports 13 on opposite sides of the path of said projection, substantially as described- 20. The combination of an inlet-valve and its casing, a nut carried by the valve-spindle, a buffer, a spring interposed between said buffer and nut, and a wedge for varying the force of the spring, substantially as described.

21. The combination of an inlet-valve and its casing, a nut carried by the valve-spindle, a buffer, a spring interposed between said buffer and nut, and a wedge interposed between said casing and buffer-for Varying the force of the spring, substantially as described.

22. The combination of an inlet-valve and its casing, a springseated buffer carried by the valve-spindle, and a wedge contacting with said bufier for controlling the opening of said "alve, substantially as described.

23. The combination of a spring-seated inlet-valve and its casing, a springseated buffer carried by the valve-spindle, and a wedge contacting with said buffer for controlling the opening of said valve, substantially as described.

24. The combination of an inlet-valve and its casing, a spring-seated buffer carried by the valve-spindle, a wedge contacting with said buffer for controlling the opening of said valve, and a second spring, against which the. buffer may abut, substantially as described.

25. The combination of an inlet-valve, a spring-seated buffer carried by the valve-spindle, a wedge, and a governor for moving said wedge, substantially as described.

26. The combination of an inlet-valve, a

spring-seated buffer carried by the valve-spiir -dle, a wedge contacting with said buffer, and

a governor for moving said wedge, substantially as described.

27. The combination of an inletvalve, a spring-seated buffer carried by the valve-spindle, a second spring, against which the buffer may abut, a wedge contacting with said buffer, and a governor for moving said wedge, substantially as described.

28. The combination of the cylinder, inlet port, and valve, a regulator, as H, controlling said valve, a vibrating yoke, a rod connecting the movement of said yoke to said regulator, and a governor operated by the engine for-vibrating said yoke, substantially as described.

29. The combination of the cylinder, inletport, and valve, a regulator, as H, controlling said valve, a vibrating yoke, a rod connecting the movements of said yoke to said regulator, and a governor carried by the engine crankshaft for vibrating said yoke, substantially as described.

30. The combination of the cylinder, valve for controlling the admission of the gaseous mixture to the cylinder, a regulator, as H, controlling said valve, air and gas inlets, and a cock in the gas-inlet pipe, a vibrating yoke, a

rod connecting the movements of said yoke to said regulator, and air and gas inlets, and a governor operated by the engine for vibrating said yoke, substantially as described.

31. The combination, with the cylinder and piston and electrical ignitor of a gas-engine, of an electrical generator and two driving-pulleys of different diameters operated from the engine, and means, substantially as described, for automatically throwing the belt of the largest drivingpulley out of action as the speed increases, substantially as described.

32. The combination of the cylinder, electrical generator, and two driving-wheels of different diameters, and belts 112 118, a regulator, and a shifting device connected to be operated by the regulator and to shift the belt from the larger driving-wheel, substantially as described.

33. The combination of a generator and its shaft provided with two driven wheels, one of which is connected to said shaft through a ratchet fixed thereto, and a pawl carried by the wheel to driving-wheels of difierent diameters, belts 112 118, connecting said driving and driven wheels, and abelt-shifter for displacing the belt from one of the driving-wheels, substantially as described.

In testimony whereof Ihave signed my name to this specification in the presence of two subscribing witnesses. I

CYRUS W. BALDWIN.

Witnesses:

WM. RILEY, ADORAHM Pnrnasn'u.

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