US838451A - Generating apparatus for heat-engines. - Google Patents

Description

EATENTED DEG. 11, 1906.

v s. A. EEEVE. GENERATING APPARATUS EOE HEAT ENGINES.

APPLICATION FILED APE-5. 1900. HENBWED APB. Z7, 1904.

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PATENTED DEG. 11, 1906.

S. A. REEVE. GENERATING APPARATUS POR HEAT ENGINES.'

APPLIOATLON FILED APB. 5. 1900. EENEWBD APB. 27| 1904.

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PATENTED DEG. l1, 1906.

S. A. REEVE. GENERATING APPARATUS FOR HEAT ENGINES.

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APPLIOATION FILED APB. 5, 1900. BENEWED APR. 27, 1904.

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SIDNEY A. REEVE, OF VORCESTER, MASSACHUSETTS, ASSIGNOR TO CHARLES F. EROI/VN, TRUSTEE, OF READING, MASSACHUSETTS.

r GENERATIANG APPARATUS FOR HEAT-ENGINES.

Speccation of Letters Patent.

Patented Dec. 1 1, 1906.

Application filed April 5, 1900. Renewed April 27, 1904. Serial No. 205,248.

T0 all whom, it 717,501/ concern:

Be it known that I, SIDNEY A. Rienvn, of I/Vorcester, in the county of `Worcester and State of Massachusetts, have invented certain new and useful Improvements in Generating Apparatus for Heat-Engines, of which the following is a specification.

This invention relates to internal-combustion motor apparatus, and has for its object to provide improved mechanism for feeding* and controlling liquid fuel and feeding and controlling compressed air for the combustion-chamber in a certain determinate relation to the fuel-supply.

The invention principally applies to continuous-combustion systems such as illustrated in my prior patents, Nos. 588,173 and 588,293, and for that reason T have illustrated that type of apparatus the main features of which are air and fuel pumps, a burner with closed combustion-chamber, a cooling-chamber for quenching the products of combustion, and a niotor of the steam-engine type driven by the mixture of steam and gases. I

Of the accompanying drawings, Figure 1 represents a side elevation, partly in section, showing my invention. Fig. 2 represents a vertical section through the burner-head and the regulating-valve. Fig. 3 represents a view of parts shown in Fig. 2 in a different position. Fig. 4 represents a section of the burner-head, taken at right angles to Fig. 2. Fig. 5 represents a plan view of the burnerhead. Fig. 6 represents an elevation of the side of the burner-head opposite to that shown in Fig. 1. Fig. 7 represents a detail side elevation o'f the delivery-nozzle.

The same reference characters indicate the same parts in all the figures.

Referring to the drawings, 1 designates an engine of the ordinary reciprocating steamengine type; but it may be replaced by any suitable type of steaiii-motor. Said engine drives an air-compressor 2, a water-pump 3, and an oil-pump 4 and is designed to develop abundant excess power for outside work from the combustion of the air compressed and the oil pumped.

5 is a burner inclosing a combustion-chamber 7, in which the air and fuel are burned and from which the products of combustion` pass to the engine 1 through a pipe 8. The lower part of the casing or burner 5 constitutes a cooling-chamber 6, in which a supply of water is maintained. The products of combustion pass downwardly .around the lower end of coinbustion-chamber 7 through the body of cooling-water, which absorbs a portion of their heat and is itself evaporated, the productsl of combustion and steam'f then passing upwardly around the outside ofthe combustion-chamber and being thereby re-y chamber 6 and having a series of branches 12 12 entering the cooling-chainber at different heights above theoriiice of the supply-pipe 10 and provided with valves 13 13, by means of which the passages through said branches may be opened or closed. These devices form parts of an automatic water-feed mechanism which I do not claim herein, and therefore have not specifically described, and for which any suitable feed devices may be substituted. Vater is forced into the reservoirchamber 9 by means. of the pump 3, having a suction-pipe 23, which may permissibly be connected to a water-jacket 28, surrounding the cylinder' vof air-compressor 2, whereby the water-supply for the cooling-chamber is initially heated by the heat of compression of the air in said compressor. A further preliiiiinary heating of said water can be accomplished by carrying the said suction-pipe 23 into a closed chamber 29, heated by the exhaust from the engine 1, which is carried into said chamber through an exhaust-pipe 30. The delivery-pipe 31, whichv leads from the air-coiiipressor 2 to the burner 5, may also be carried through the exhaust-heatedlchamber g A 29, as shown in Fig. 1.

32 represents an enlargement or storagechamber in branch connection with the airpipc 31 and contained within the exhaustchamber 29. I have also representedN the reservoir-tank 33, from which the oil-supply is drawn, as contained within the exhaustheated chamber 29, so as to be jacketed by the exhaust and raised in temperature before passing. to the burner. In the drawings .y y

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the jacketing of parts 23 31, &c., is represented diagrammatically, and portions of said parts are shown as exposed to the cooling effect of the atmosphere, which in practice could easily be completely jacketed by a more compact organization of parts. It is obvious also that reservoir-chamber 9 could be included in an exhaust-heated jacket, such as 29.

34, 35, and 36 represent, respectively, a fuel-compartment, a delivery-compartment, andan air-compartment located in the upper portion of the burner-head and separated by vertical; partitions 37 38. An oil-supply is maintained at a constant levelv within the fuel-chamber y34 by the pump 4, delivering through a pipe 39. The oil passes through a delivery-nozzle 40,hereinafter more fully described, into the middle or delivery compartmentA and,y from thence through an opening 41 in the iioor of said compartment onto arefractory perforated cap-piece 42, which covers-the. top of the combustion-chamber 7. The heat of combustion vaporizes the oil and converts it into gas, which becomes intermixed with air which enters the air-compartment 36 and passes from thence through, a passage 43 down around the lower end of an annular deflector 44 and up around the upper portion of the combustion-chamber.

Reaching the topV of the combustion-chamber, the air combines with the vaporized oil .and passes therewith downward through the interstices of the cap-plate 42. A continuous combustion is maintained so long as the air and fuel are supplied under proper pressure-and proportions.

The mechanism for regulating the flow of combustible to the burner is constructed as follows: In Fig. 2, 31 represents the air-conduit leading from the aircompressor and entering a. valve-casing 45. rlwo outlets are provided' from said casing-one into the aircompartment v36 in the burner-head, which connectsr with the combustion-.chamber through the passage 43, this outlet being conl trolled by a valve 46, attached to. a stem 47,

and the other through a by-pass conduit 48, connecting the interior of the valve-casing 45 directly with the engine-pipe 8 without passing through the combustion-chamber. This conduit is termed the by-pass conduit and is controlled by a second valve 49, attached to the stem 47. The valves 46 and 49 have a series of ports adapted to register to a greater or less eXtent, respectively, with thev burner-opening into the compartment 46 and with the by-pass opening into the conduit 48. The arrangement is such that longitudinal movement of the stem 49 does not vary the aggregate port-openings controlled by the valves, the burner-ports being opened by as much as by-pass ports are closed, and vice versa. Leftward motion of the stem 47 opens the burner-ports and closes the by-pass ports. The arrangement is further such, as will be seen in Fig. 2, Vthat this leftward motion of the stem may be continued after the burner-ports have attained their full opening. The stem 47 is attached to a diaphragm 50, receiving on one side the pressure of the interior of the 4valve-casing 45 and on the other side the pressure of the atmosphere and of a spring 51, confined between said diaphragm and an adjustable nut 52. As duid-pressures rise, due to the combustion of fuel and air, the diaphragm 50 and attached valve-stem 47 are forced to the right against the pressure of the spring 51, and as fluid-pressures fall the converse movement takes place. spindle 55, attached to the diaphragm 50, has adjustably mounted on it a plate 53, between which and a shoulder on the inclosing casing is interposedV a spring 54, which, while filling the space between said shoulder and plate when the diaphragm is in a central position, is not under much or any tension during said position of the diaphragm. The set of these springs is such that Whereas 51 balances the normal running pressure in valve-casing 45 a very moderate pressure in excess of normal car-v ries diaphragm and attached valves to the right-hand end of the stroke and whereas at the central position of diaphragm spring 54 does little or nothing to aid pressure in 45 any diminution of pressure in 45 transfers some duty to spring 54, the strength and set of whichare made such that the motion of diaphragm and valves leftwise is fairly proportional to the drop of pressure in 45 below normal. The normal position for valves 46 and 49 is that giving the principal. exit through air-compartment 36 and some exit through by-pass conduit 48. Provision may be made for adjusting the valves 46.49 by rotating them to vary the actual resistance offered to the passage of air to the burner.

7'5 is a diaphragm receiving on one side the pressure of the air `in conduit 31 and on the other side the pressure of the burner, combustion, and cooling chambers through a pipe 76 and of a spring 77. The diaphragm 75 rotates valve-stem 47 to which the valves 46 and 49 are rigidly attached, through a rack 78 on the stem of the diaphragm and a coacting pinion 79 on the valvestem 47, said valve-stem being, as here shown, adapted to slide through the pinion 79. A suitable locking device, such as the set-screw 80, adapted to engage a prolongation of the Idiaphragm-stem, is provided, so that the valves may be set at any desired rotatory adjustment.

I do not herein claim the described aircontrolling valve, as the same is claimed in another application, SerialNo. 3,156, Jriled by me January 29, 1900. I

Valve-stem 47 prolonged to the left, carries a double-rack frame having two racks 56 57, adapted to mesh on opposite sides of a pinion 58, attached to a shaft 59. Shaft 59 passes through an opening 60, slightlylarger than itself, in the wall 38, which separates delivery-compartment 35 and air-compartment 36, and is attached to ahollow swivelpiece 61, journaled in a bonnet 62 in the separating-wall 37 between the fuel-compartment 34 and delivery-compartment 35, said swivel-piece carrying fueldelivery nozzle 40, hereinbefore referred to. The orifice of swivel-piece 61, located within the fuelcompartment 34, is controlled by a needlevalve 63, mounted at the end of a stem 64, which passes through a threaded bonnet 65 in the outer wall of fuel-compartment 34 and is rotatable from the outside of the burner. The rotation of said stem adjusts the needlevalve with respect to the intake-orifice ef nozzle 40 at the end of the swivel-piece 61 and regulates the size of said orifice and the amount of fuel flowing therethrough under a given head.

A constant level of liquid fuel is maintained in the fuel-compartment 34 by suitable means, which as here shown comprise the delivery-pipe 39, .leading from the oilpump 4 into the lower part of fuel-compartment 34, and an overflow-pipe 66, leading from the upper part of said fuel-compartment, together with certain provi sions whereby when an overflouT exists from the compartment 34 through pipe 66 the oil is handled over and over and no oil is drawn from the reservoir-tank 33 5 but if consumption of oil out of fuel-compartment 34 stops the overflow the pump sucks from said tank to make good the deficiency. To this end the overflow-pipe 66 enters an intermediate reservoirchamber 67, with the lower part of which a suction-conduit 68 of the pump 4 is connected. Within the chamber 67 is located a float 69, operating a valve 70, which controls the orifice of delivery-conduit 68. The main delivery-pipe 39 from the pump to the burner fuel-compartment is provided with a check-valve 71, opening away from the pump, and the suction-conduit 72 of the pump, as well as secondary suction-conduit 68, are provided with check-valves 73 74, opening toward the pump. When fueloverflow exists from the burner fuel-comp artment into the reservoir-compartment 67, the float-valve will be raised and pump 4 will draw oil from said reservoir-chamber and deliver it tl'ircugh pipe 39. Then the level in reservoir-chamber 67 falls because of fuel consumption at the burner, the orifice cf delivery-conduit 68 is closed by valve 70 and the pump sucks from the oil-tank 33.

It has been seen that the air-pressure operates to determine the air-path, sending a larger portion to the burner at pressures below normal and rapidly diverting all air from the burner at pressures above normal,

these results being proportionate to the amount of longitudinal movement of spindle 47 and its attached parts. /Vhen burner-air is for any reason varied in quantity, it is important that the oil flowing to the burner shall be correspondingly varied in quantity, so that the actual quantitative ratio of oil to air shall be maintained controllably. This I accomplish by the described connection of the valve-stem 47 with the fuel-delivery nozzle 40. The pressure of the compressed air existing in delivery-compartment 35 is carried to the surface of the fuel-compartment 34 through a small orifice 81 in the dividing-wall 37 between said compartments and the orifice 60 in the dividing-wall 38, so that oil will tend to flow by gravity from compartment 34 to compartment 35 through the delivery-nozzle 40 when the orifice of the latter is depressed below the level of the fuel in 34. Longitudinal movement of the stem 47 transmitted to the delivery-nozzle 40 through the racks 56 57 and pinion 59 varies the inclination of said nozzle 40 fromthe vertical, and hence varies the height of its delivery-orifice and effective head of fuel-r` flow without varying the size of the orifice through which the oil flows, needle-valve 63 being supposed to be set at a fixed adjustment. The effective head is equal to the difference between the height of the nozzle-orifice and the level of the oil in 34. Vhen nozzle 4() is vertical, no flow occurs, for the upper end of said nozzle is then on a level with the surface of the oil in 34; but as nozzle 40 is inclined the effective head is increased. Nozzle 40 may be provided with a leader er duct 82, adapted to preserve a uniform rate of downward oil-flow from the nozzle 40 to aperture 41. This Vleader terminates at a drip-point which is located substantially in line with the aperture 41 during all inclinations of the nozzle 40. Now the angular movement of nozzle 4() is by construction proportional to the longitudinal movement of valve-stem 47, the actual ratio of said movements depending upon the radius of 'pinion 58. By' construction of the burner air-opening controlled by valve 46 the area of said opening, and hence the flow of air through it at cr near normal pressureis proportionate to the movement of valve 46, closing said opening, and hence is proportionate to the angular departure of nozzle 4() from the vertical. his angular motion of nozzle 40 is found for geometrical reasons to give effective heads which vary very nearly according to the square of the angular departure from the vertical. It is the physical law governing the flow of liquids under different heads by gravity that the orifice being (as in this` case, by the fixed set of needle-'valve 63) constant the quantities passing are substantially in proportion to the square roots of the effective heads. It therefore follows IOO that by the construction adopted a lessening of burner air-iiow caused by motion of valve 46 to the right under influence of air-pressure above normal is accompanied by a substantially proportionate lessening of oil-flow, the result being the maintenance of constant conditions in the deli very of combustible to the burner.v The limit is reached when at a determinable measure above normal all oil-flow ceases and all air is by-passed through conduit 48, after which pressures can rise no farther. In the central position of diaphragm 50 the delivery-nozzle 40 is preferably at or near a horizontal position, giving a maximum delivery of fuel. Movement to the right under increasing pressures acts through the rack 57 and pinion 58 to elevate the delivery-nozzle.

It has been stated that the movement of stem 47 to the left under falling pressure and in substantial proportion to the drop in pressure soon brings the burner-passage controlled by valve 46 to full opening` and en-Y tirely closes the by-pass passage controlled by valve 49. As the diaphragm 50 passes from central or nearly central position, moving to the left, the rack 57loses control of the pinion 58, and the rack 56 comes into mesh with said pinion. The continued leftward movement of the stem therefore causes the deliverynozzle 40 to move from a substantially horizontal position toward a vertical position. This movement of the nozzle during falling pressures provides for another requirement involved in the regulation of combustion utilizing a liquid fuel. The actual quantity of air of a given volume flowing through the air-passages is substantially proportionate to the pressure, and as the ports in the valves 46`49 measure air-How volumetrically it follows that the actual quantity of liquid fuel properfor combining with a given flow of air ata relatively high pressure will be much too great for an airiiow similar in volume, but at considerably lower pressure. Soon after stem 47 begins its leftward movement from a normal central position thel burner air-passage reaches full opening, and further leftward movement does not alter the size of said passage, but continues to move nozzle 40 toward the vertical. The result is a diminution of oil-How proportionate to the diminution of actual quantity of air passed. It will be seen from the foregoing that there is in the mechanism described provision whereby the actual quantity of oil-flow to combustion shall be maintained in substantially constant proportion to the actual quantity of air-flow thereto under all conditions of varying pressure and air-volume, and of shifting-valve mechanism, this proportion being subject to quite accurate determination by means of a given adjustment of the valve 63.

-A still further adjustment of the oil-flow may be made by affixing a pinion 83 to the end of the stem 64 of needle-valve 63 and actuating the same by means of a double rack 84, similar to that which controls the nozzle 40 and operated by a stem 85, which has a connection with lost motion at 86 with a pivoted lever 87, having a lost-motion connection at 88 with a prolongation of the stem 55 of diaphragm 50. By this means the oiloriiice is varied in size by the movement of diaphragm 50. With the lost-motion connections such movement takes placel at the ends of the movement of the diaphragm 3 but byv positive connection it could be made to take place throughout said movement of the diaphragm. The pinion 83 ispreferably attached to the stem 64 by means of a friction clamping-nut 89, which when loosened frees the stem from the pinion and permits said stem to be adjusted by hand to regulate the needle-valve. There is plainly also the method of lvarying oilorifice without varyn ing head.

In the claims I have described certain parts as being controlled by or subject to the pressure of combustion, by which is meant either the actual pressure under which combustion takes place or some pressure which varies in a vfixed relation therewith, as, for example, the air-pressure antecedent to the burner, which is slightly higher than the pressure in the combustion-chamber.

I claiml* 1. In internal-combustion motor apparatus, the combination of a combustion-chamber, means to supply compressed air thereto, a chamber for liquid fuel having an outlet leading to said combustionchamber, means to immerse said outlet with fuel at a constant level, and means to establish the pressure of combustion on the surface of the fuel in said chamber. y

2. In internal-combustionmotor apparatus, the combination of a combustion-chamber,V means to supply compressed air and liquid fuel thereto, and means controlled by the pressure of combustion for varying the head under which the fuel is supplied.

3. In internal-combustion motorapparatus, the combination of a combustion-chamber, a fuel-chamber, a delivery-chamber, means to maintain a constant level of liquid fuel in the fuel-chamber during delivery, and means to deliver the fuel from the fuel-chamber to the delivery-chamber under a varying head.

4. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-chamber, a delivery-chamber, means to maintain a constant level of liquid fuel in the fuel-chamber during delivery, and means to deliver the fuel from the fuel-cham- `ber to the deliveryfchamber under a varying head, controlled automatically by the pressure of combustion.

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5. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-delivery nozzle movable to vary the height of its delivery-orifice, and means to maintain a constant level of liquid fuel over the intake-orifice of said nozzle during delivery. A

6. In internal-combustion motor apparatus, the combination of a1combustion-chainber, a fuel-delivery nozzle movable under control of the pressure of combustion to vary the height of its delivery-orifice, and means to maintain a constant level of liquid fuel over the intake-orifice of said nozzle during delivery.

7. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-chamber, a delivery-chamber, a delivery-nozzle having its intake-orifice in the fuel-chamber and its delivery-orifice in the delivery-chamber and movable under control of the pressure of combustion to vary the height of said delivery-orifice, and means to maintain a constant level of liquid fuel in the fuel-chamber during delivery.

S. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-chamber, a delivery-chamber,

9. In internal-combustion motor apparatus, the combination of a combustion-chamber, a pivoted head-varydng outlet-nozzle controlling the feed of liquid'fuel to said chamber, and controlling means connected to vary the angularity of said nozzle and subject to the pressure in said chamber.

10. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-delivery nozzle movable angularly about a horizontal aXis to vary the height of its delivery-orifice, and means to maintain a constant level of liquid fuel over the intake-orifice of said nozzle during delivery.

11. In internal-combustion motor apparatus7 the combination of a combustion-chamber7 a fuel-delivery nozzle movable angularly to vary the height of its delivery-orifice, means to produce the angular movement of said nozzle in substantial proportion to the changes in the pressure of combustion, and means to maintain a constant level of liquid fuel over the intake-orifice of said nozzle.

12. In internal-combustion motor apparatus7 the combination of a combustion-chamber, means to supply air and liquid fuel thereto under the control of the pressure of combustion, and means including devices to vary the head of fuel for maintaining the relative quantities of air and fuel in substantial proportion during variations in said pressure.

13. In internal-combustion motor ap aratus, the combination of a combustion-c amber, means to supply air and liquid fuel thereto, and means controlled by the pressure of combustion for varying the head of fuel-delivery and the size of the air-supply passage concurrently on one side of a predetermined pressure and oppositely on the other side of said pressure. I

14. In internal-combustion motor apparatus, the combination of a combustion-chamber, meansto supply air and liquid fuel thereto, a variable air-supply orifice, and means controlled by the pressure of combustion for varying the size of said orifice and hence the quantity of fuel supplied, in substantial proportion to each other during variations of pressure above a predetermined limit, and in disproportion during variations below said limit.

15. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-delivery nozzle movable angularly to vary the height of its delivery-orifice, means to maintain a constant head of liquid fuel over the intake-orifice of said nozzle during delivery, and a device operating said nozzle and movable under the control of the pressure of combustion, said device having an intermediate position corresponding to an intermediate pressure in which it maintains the nozzle at a maximum depression and on either side of which it elevates said nozzle.

16. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-delivery nozzle movable angularly to vary the height of its delivery-orifice and having a pinion, and a rod movable longitudinally under control of the pressure of combustion and having two racks adapted to successively engage the pinion on opposite sides and in its intermediate position holding said nozzle at a maximum depression.

17. In internal-combustion motor apparatus, the combination of a combustion-chamber, a hiel-delivery nozzle movable angularly to vary the height of its delivery-orifice and having a pinion, a rod movable longitudinally under control of the pressure of combustion and having two racks adapted to successively engage the pinion on opposite sides and in its intermediate position holding said nozzle at a maximum depression, an airsupply orifice, and a valve attached to the rod and controlling said orifice, the arrangement being such that the maximum opening of said orifice is attained during a movement of said rod due to falling pressure and prior to the nozzle-moving limit of said movement.

18. In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-chamber having a delivery-orifice,

'fuel-pump having a greater delivery than that of said orifice, a supply-conduit leading from said pump to the fuel-chamber, a reservoir located below the level of the fuel-chamber and connected with the pump by a fuelpassage, a valve controlling said passage, means controlled by the level of the fuel in said reservoir for operating said valve, and an overflow-conduit connecting said fuelchamber with said reservoir, whereby the fuel said fuel-chamber is maintained at a constant level.

19. In internal-combustion motor apparatus, the combination of a combustion-chambei', means to ,supply compressed air thereto, a fuel-feed chamber subject to the pressure of said air, an outlet therefrom to the combustion-chamber, means to force liquid fuel into said fuel-feed Chamber, and an overHow-conduit leading from said fuel-feed chamber to the intake of the fuel-forcing means.

20. In internal-combustion motor apparatus, the combination of a combustion-chamber, liquid-fuel-supplying means having an outlet to said .chamber above the seat of combustion therein for gravity-feed of fuel to said Chamber and including a fuel-feed chamber having an overiiow-outlet, and means to force a .quantity of liquid fuel into said Ifuelfeed Chamber in excess of the capacity of said outlet.

21, In internal-combustion motor apparatus, the combination of a combustion-chamber, a fuel-feed cham-ber subject to the pressure of the system7 an outlet therefrom to the combustion-chamber, means to force liquid fuel into said fuel-feed chamber, an overflow conduit leading from said fuel feed chamber to the intake of the fuel-forcing means, and means controlled by the pressure of combustion for varying the size of the palssage from the fuel-feed chamber to the combustion-chamber.

2 2. In internal-.combustion motor apparatus, the combination of a combustion-chamber, means to supply air and liquid fuel thereto, and an automatic regulating device jointly controlling the aperture and head ,of fuel-delivery.

23. In internal-combustion motor apparatus, the combination of a combustion-chamber, means to supply air and fuel thereto, and a regulating device operated by variations in the pressure of combustion and ointly controlling the aperture and head of fuel-delivery.

24. In internal-combustion motor apparatus, the combinationof a combustion-chamber, a fuel-delivery nozzle movable to vary the height of its delivery-orifice, a valve controlling the intake-orifice of said nozzle and movable to vary the size of said orifice, and a regulating device controlled by the pressure of combustion, and jointly operating said nozzle and said valve.

25. In internal-combustion motor apparatus, the combination of a combustion-chamber, a cooling-chamber associated therewith, means to supply combustible to the combustion-chamber, and water to the coolingchamber, an engine driven by the products of combustion and steam emanating from said chambers, and means to jacket the water with the exhaust from said engine.

26. In internal-combustion motor apparatus, the combination of a combustion-chamber, a cooling-chamber associated therewith, means to supply fuel to the combustionchamber and water to the cooling-chamber, a compressor for supplying air to the combustion-chamber, and means to jacket the compressor with the water supplied to the combustion-chamber.

27. In internal-combustion motor apparatus, the combination of a combustion-chamber, means to supply compressed air thereto, a fuel-chamber subject to the pressure of said air for delivering liquid fuel to the air-current passingoto the combustion-chamber,v a pump to supply the fuel to said fuel-chamber, an overflow-conduit leading from said fuel-chamber for returning the excess of fuel supplied by the pump, a chamber in said conduit for accumulating the overflow, and an outlet-valve for the accumulation controlled by the level of said accumulation.

In testimony whereof I have afiixed my signature in presence of two witnesses.

SIDNEY A. REEVE.

Witnesses:

MARCUS B. MAY, EDWD. P. MEYERs.

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