US653876A - Gas-engine. - Google Patents

Description

no. 653.876. Patented July l7, I900. F. c. OLIN.

GAS ENGINE.

(Application filed Oct. 2, 1899.) (No Model.) 4 Sheats-Sheet I.

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F. c. nun.

GAS ENGINE.

(Application filed Oct. 2, 1899.

4 Shae(s-Shaet 2.

(No Model.)

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Patented July I7, I900.

F. c. ouu, GAS ENGINE.

(Application filed Oct. 2, 1899.)

(No lodal.)

UNITED STATESH PATENT @FFICE.

FRED O. OLIN, OF BUFFALO, NEW YORK, ASSIGNOR TO THE OLIN GAS ENGINE COMPANY, OF SAME PLACE;

GAS-ENGINE.

SPECIFICATION formingpart of Letters Patent 'No. 653,876. dated. duly 17, 1906.

Application iiled October 2, 1B99.

To all whom it may concern:

Be it known that I, FEED C. OLIN, a citizen of the United States, residing in Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in Gas-Engines, of which the following is a specification.

This invention relates to that class of gasengines in which a working stroke may be produced during every alternate forward movement of the piston and in which the speed of the engine is reduced by holding the exhaust-valve open during the suction stroke of the piston.

One of the objects of my invention is to simplify and improve the construction of the valve mechanism and the governing mechanlSlTl.

My invention has the further object to provide a liquid-fuel-feeding device which is controlled by the governing mechanism and in which the fuel is kept constantlyin motion, thereby preventing the liquid fuel from settling and also enabling the same to be fed more reliably to the engine.

In the accompanying drawings, consisting of four sheets, Figure l is a side elevation, partly in section, of a gas-engine embodying my improvements. Fig. 2 is a top plan View of the same with the cylinder and piston in section. Fig. 3 is a horizontal section, on an enlarged scale, of the valve-chest and connecting parts. Fig. 4 is a vertical longitudinal section of the same. Fig. 5 is a crosssection of the fuel-valve stem and the fuelvalve mounted thereon. Fig. 6 is a longitu dinal sectional elevation of the liquid-fuelfeeding apparatus. Fig. 7 is a cross-section of the same in line 7 7, Fig. 6. Fig. 8 is a vertical cross-section, on an enlarged scale, of the governor. Fig. 9 is a vertical longitudinal section of the governor in line 9 9, Fig. 8, looking inwardly. Fig. 10 is a top plan view of the governor on the same scale as Fig. 8. Fig. 11 is a vertical longitudinal section of the governor in line 11 11, Fig. 10, and viewed from the inner side. Fig. 12 is a fragmentary horizontal section of the governor in line .12 12, Fig. 11. Fig. 13 is a vertical section, on an enlarged scale, in line 13 Serialllo. 732,531. (No model.)

c on the base and provided with balancewheels 0 c, D the piston arranged in the cylinder, and E the pitman connecting the piston with the crank fof the shaft, all of which parts may be of any suitable construction.

G represents the valve-chest, arranged on one side of the cylinder and provided with a valve-chamber g, which is connected by a passage g with the front end of the cylinder;

H, Figs. 3 and 4:, represents the air-inlet chamber, which opens into the front end of the valve-chamber and is provided around its outlet end with an annular valve-seat h, which faces inwardly. p

I represents a fuel or gas inlet chamber, which is arranged within the air-chamber and provided at its inner end with an inwardlyfacing valve-seat 2', which is preferably circular and flush with the valve-seat h of the air-chamber.

it represents a circular air or mixing valve arranged in the valve-chamber and movable toward and from the valve-seat of theairchamber. This valve is screwed upon the inner end of a horizontal valve-stem J, which slides in a guide-sleevej, formed on the valvechest within the fuel-chamber. The mixingvalve is moved outwardly and yieldingly held in engagement with the seat of the air-chamher by a spring j, bearing with itsend against the front side of the valve-chest and with its opposite end against a screw-nut), arranged on the front end of the valve-stem.

K represents a circular fuel-valve which moves toward and from the valve-seat on the fnelchamber and which is secured centrally upon the valve-stem between the front side 5 ICO preferably corrugated concentrically for the purpose of rendering the same more flexible and durable. The outer side of the mixingvalve is recessed or concaved, as shown at Figs. 3 and 4. This recess receives the fuelvalve and permits the latter to move the required distance toward the mixing-valve.

When the engine is running at a normal speed, the piston during each forward suction stroke draws the mixing and fuel valves from their seats, and a charge of fuel and air is drawn from the fuel and air chambers through the valve-chamber and into the front end of the cylinder. During the subsequent backward movement of the piston the fuel and mixing valves are moved against their seats by the combustible mixture which is under pressure and by the spring j, and the fuel and mixing valves remain in this position while the gases are exploded during the following forward or working stroke and the subsequent backward or exhaust stroke of the piston. The normal position of the fuel-valve is such that it engages the fuel-chamber seat slightly before the mixing-valve engages the air-chamber seat during the outward movement of the valve-stem, whereby the fuel-valve is deflected slightly as the stem moves outward independent of the fuel-valve until the mixingvalve bears against its seat, thereby closing the fuel-chamber positively and preventing leakage of fuel from the fuel-chamber into the air-chamber, which otherwise would produce irregularity in the operation of the engine. This means of producing a flexible connection between the fuel and mixing valves is very simple, durable, and reliable and effects a reduction in the cost of constructing the valves. Furthermore, by employing a flexible fuel-valve the seats of the fuel and mixing valves can be made flush and finished off at one operation and still permit these valves to seat independently of each other, thereby reducing the cost of fittin g the valves.

L represents the exhaust-chamber, which opens into the rear side of the valvechamber and which is provided with an inwardly-facing valve-seat Z.

Z is the exhaust-valve arranged in the val vechamber and movable toward and from the exhaust-chamber seat 5. The exhaust-valve is secured to the front end of a longitudinallyreciprocating valve-rod Z and is yieldingly held in its closed or rearward position by a spring Z During the normal operation of the engine the exhaust-valve is opened only during the exhaust-stroke of the piston for expelling the burned charge and is closed during the following suction, compression, and explosion strokes of the piston, during which strokes the piston successively moves the fuel and air valves from their seats and draws fuel and air into the cylinder, then compresses the same, and then the piston is propelled forwardly with a working stroke preparatory to again opening the exhaustvalve and discharging the products of combustion. WVhen the speed of the engine is too high, the exhaust-valve is held open by the governor during the suction stroke of the piston, so that the latter draws a non-combustible mixture backwardly through the exhaust instead of drawing a combustible mixture from the fuel and air chambers. When the exhaust-valve is held open during the suction stroke of the piston, the latter is prevented from opening the mixing and fuel valves by a holding device, which is constructed as follows:

M represents a buffer-pin which slides lengthwise in the stem of the mixing and fuel valves and which projects with its inner and outer ends beyond the inner and outer ends of the valve-stem.

m represents a buifer-sprin g interposed between a screw-nut m on the outer end of the buffer-pin and a screw-cap m on the outer end of the valve-stem. The screw-nut m is held in position on the buEer-pin by a setscrew m which engages with an internal thread in said nut and which has a conical inner end engaging with the split outer end of the buffer-pin, whereby the latter is spread and clamped against the inner side of the screw-nut m. During the normal operation of the engine the holding device moves idly back and forth with the mixing and fuel valves. hen, however, the exhaust-valve is opened during a suction stroke of the piston, the exhaust-valve engages with the inner end of the bufier-pin and moves the same ou 'twardly in the hollow valve-stem, thereby compressing the spring m, so that the tension of this spring is added to that of spring j, which is sufficient to prevent the mixing and fuel valves from being opened by the suction of the piston, thereby preventing a combustible mixture from being drawn into the cylinder while the exhaust-valve is open. The buffer-pin is also pushed outwardly when the exhaust-valve is opened during the usual ex haust stroke of the piston; but this movement of the buffer-pin does not change the operation of the engine.

It has been found in practice that the constant pounding of the exhaust-valve against the inner end of the buffer-pin causes a hole to wear in the exhaust-valve or its rod, and the incessant pressure of the exploding charges against the inner end of the bufferpin is liable to set the buffer-spring m. It has also been found that the hot charges of exploding gas and the products of combustion pass between the valve-stem and the bufferpin and reach the spring we, thereby gumming up these parts and destroying the resilience of this spring. In order to avoid these objections, the inner end of the bufferpin is provided with an enlargement or buffer-h ead m. This head forms a large surface for the exhaust-valve to bear against, thereby preventing rapid wear on the opposing side of the exhaust-valve. The buifer-head also forms a shoulder m on the bufier-pin,

ICC

which faces the mixing-valve and its stem. W'hen the buffer-pin is forced outwardly by the pressure of the explosiomits shoulderm engages with the inner side of the mixingvalve or its stem and so limits the outward movement of the buffer-pin, thereby preventing injury to the buffer-spring. The shoulder m of the head on the bulfer-pin also serves as a valve which closes the space between the valve-stem and bufferpin when the latter is moved forwardly by the pressure of the exploding gases, thereby preventing the hot gases and products of combustion from reach-- ing the spring m or gumming up the parts. The position of the shoulder m on the buffer-pin with reference to the mixing-valve is such that the shoulder does not quite engage the mixing-valve when the buffer-pin is moved outwardly by the exhaust-valve, thereby insuring an elastic pressure of the exhaust-valve against the mixing and air valves and avoiding an accurate fit between these parts.

The mechanism whereby the exhaust-valve is operated and the engine is governed is constructed as follows:

N represents a governorwheel which is pivoted on the base parallel to the crankshaft and which is driven so as to make one rotation during every two rotations of the shaft by a pinion 72, arranged on the shaft and meshing with a gear'rim n on the gov ernor-wheel.

0 represents a cam' which is arranged on the inner side of the governor-wheel and whereby the exhaust-valve is opened. This cam bears against a roller 0, mounted on a slide 0 which is arranged on the rear end of the exhaust-valve rod. The slide 0 is guided in a standard 0 secured to the adjacent part of the base. When the engine is running at a normal speed, the exhaust-cam moves the roller 0 and connecting parts forwardly and opens the exhaust during every exhaust stroke of the piston, and the spring Z moves the exhaust-valve rod and connecting parts rearward and closes the exhaust-valve during every suction stroke of the piston.

P represents a movable latch which is adapted to engage with a shoulder 19 on the inner side of the slide for holding the exhaustvalve open during the suction stroke of the piston when the engine is running above a normal speed. This latch is supported or guided on some stationary part of the engine, so that it partakes of no other movement except its own movement for holding the exhaust-valve in its open position or releasing the same. The latch is preferably arranged adjacent to the inner side of the exhaust-rod slide and the governor-wheel and has a transversely-reciprocating movement for moving its outer end into and out of the path of the shoulder p on the exhaust-rod slide. The slide is guided in a transverse wayp, formed in the standard 0 and is moved into the path of the exhaust-slide shoulder 19 by a spring 13 bearing with its inner end against the standard and with its outer end against a lug or shoulder 19 on the latch. The out ward or forward movement of the latch is limited by a guide flange or rim 1?, which is arranged on the governor-wheel along the inner side of the exhaust-cam and with which the lug p of the latch engages when in its projected position, as shown in Fig. 12. lVhen the exhaust-slide 0 is in its rearmost position and its roller bears against the low or receding part of the exhaust-cam, the front end of the latch engages with the inner side or face 19 of the slide, as shown in Fig. 10, and the latch is thereby held in a retracted position while the exhaust-valve is closed.

Q represents a trip-cam whereby the position of the latch is controlled for regulating the speed of the engine. The trip-cam is arranged in a recess q in the periphery of the guide-flange 13* adjacent to the receding part of the exhaust-cam and is pivoted withits rear end to the governor-wheel by a transverse pin or wrist q, so that the front end of the trip-cam swings inwardly and outwardly with reference to the axis of the governor:

wheel. The trip-cam is turned so that its front end swings inwardly by'two connected governor-weights R, arranged on the outer side of the governor-wheel and one of which is pivoted to the wheel, while the other is connected with the wrist-pin of the trip-cam and projects in the opposite direction from the trip-cam, as shown in Figs. 1 and 8. The trip-cam is turned so that its front end swings outwardly by a spring r, connected at one end with one of the governor-weights and at its other end to an elbow-lever 0*, which is pivoted on the governor-wheel and which is turned for adjusting the tension of the spring by a screw r arranged axially in the governor-wheel, as shown in Fig. 8.

When the engine is in operation, the rising part of the exhaust-cam engages with the roller of the exhaust-valve rod and opens the exhaust-valve during every exhaust stroke of the piston and the latch is projected by its spring, so that it engages with the shoulder p of the exhaust-valve slide. WVhen the engine is running at a normal speed, the governor-weights are near the axis of the governor-wheel and the trip-cam is turned so that its front end projects outwardly a considerable distance, as shown in Fig. 11. When the trip'cam is in this position, its front end engages with the beveled front end of the latch, which at this time is in engagement with the shoulder 19 of the exhaust-rod slide, and moves this latch inwardly out of engages ment with the exhaust-slide, thereby permitting the latter to follow the receding part of the exhaust-cam and close the exhaust-va1ve. If the speed of the engine is above the normal, the governor-weights are moved out-.

wardlyand the trip-cam is turned so that its front end is moved inwardly, as shown in Fig.

9. lVhen the trip-cam is in this inward p0- 4' teaser;

sition, it does not engage with the latch while passing the same during the last part of the exhaust stroke of the piston, which causes the latch to remain in engagement with the shoulder of the exhaust-slide and so hold the exhaust-valve open during the subsequent suction stroke of the piston. Thelatoh remains in this position until the speed of the engine has dropped to the normal and the trip-cam is again projected by the governor-spring 'r, so as to disengage the latch from the exhaustslide and permit the exhaustvalve to close.

The mechanism whereby the liquid fuel is delivered to the engine is constructed as follows:

s represents-the upright barrel, and s the plunger, of a pump whereby gasolene or similar liquid fuel is delivered from a tank 8 to the cylinder of the engine. This pump is operated by an elbow-lever s pivoted on the adjacent stationary part of the engine and having its upwardly-projecting arm 8 connected by a rod 8 with an eccentric-strap s, which surrounds an eccentric 5 This eccentric turns in unison with the governor-wheel and is secured to the outer side thereof by an arm 5 as shown in Figs. 1, 2, and 11. The lower bifurcated arm .9 of the elbow-lever straddles the upper end of the plunger-rod s and bears with its lower side against a collar 8 on the plunger-rod. The lower arm of the elbow-lever is yieldingly held in engagement with the collar 3 by a bifurcated bow-spring which is pivoted at its upper end to the upper end of the plunger-rod and engages with its lower end in notches formed in the lower arm of the elbow-lever, as shown in Figs. 6 and 7. Upon starting the engine the spring 3 is disengaged from the elbow-lever and the plunger is operated by hand for ohtaining the first charge of gasolene to start the engine, after which the spring 8 is again engaged with the elbow-lever, so that the pump is operated from the governor-wheel. The pump-barrel is connected on one side by a supply-pipe 75 with the gasolene-tank, and this pipe contains a check-valve i, which only opens inwardly, so as to prevent the gasolene from flowing backwardly in said pipe.

U represents a delivery-pipe which extends from the bottom of the pump-barrel to the fuel-chamber of the valve-chest. Air is admitted to the fuel-chamber bya pipe u for vaporizing the gasolene as it is withdrawn from the fuel-chamber by the suction of the engine-piston.

u is an outwardly-opening check-valve which is arranged in the delivery-pipe U and which is comparatively heavy, so that it requires considerable pressure to lift the same and allow the gasolene to pass to the enginecylinder.

V represents a return-pipe which extends from the side of the pump-barrel back to the gasolene-tank. This return-pipe contains an outwardly-opening check-valve i), which is lighter than the check-valve u in the deliv- "lene is discharged into the return-pipe V and carried back into the tank. If the check- Valve in the return-pipe is held against its seat during the downward movement of the plunger, the pressure of the latter 011 the gasolene causes the check-val ve u in the deliverypipe to be lifted from its seat, thereby causing the gasolene to pass through the deli very pipe Uto the fuel-chamber of the valve-chest.

WV represents a presser-rod whereby the light valve 1; is held closed when the gasolene should be fed to the engine. This rod is guided vertically in the upper side of the case of the check=valve 'v and is yieldingly held in an elevated position by a light spring w, sur= rounding said rod and bearing with its lower end against the case of the return check-valve and with its upper end against a collar w on the presser-rod.

10 is a heavy spring which surrounds the upper part of the presser-rod and bears with its lower end against the top of the collar w and with its upper end against a follower or sleeve 20 This sleeve is mounted loosely on the upper end of the presser-rod and capable of moving downwardly on the presser-rod for compressing the upper spring 10 but its upward movement on the rod is limited by cooperating shoulders or stops 10, arranged on the rod and sleeve, as shown in Fig. 6.

a: is a presser-screw which bears against the top of the follower 10 and which is arranged in a presser-arm 5c, projecting laterally from the collar .9 on the plunger-rod. During the downward movement of the plunger' the screw :0 bears against the top of the follower and depresses the same, and owing to the stiffness of the heavy upper spring 10 the presserrod is also moved downwardly, and the lower light spring is compressed until the lower end of the presser-rod bears against the top of the check-valve 41, whereby the latter is held against its seat and the pr -sser-rod is held against further downward movement. During the continued downward movement of the plunger the follower is moved downwardly on the presser-rod and the upper heavy spring is compressed. During the upward movement of the plunger the upper heavy spring expands first to its fullest extent and raises the follower and then the light lower spring expands and raises the presser-rod from the return-pipe check-valve. During the downward movement of the plunger the gasolene discharges from the barrel past the light check-valve v and returns to the'tank until the presser-rod exerts a pressure against the. light checkvalve greater than the resistance which the heavy check-valve offers to the passage of the gasolene through the delivery-pipe. After the heavy check-valve is lifted the gasolene is discharged into the engine-valve chest during the remainder of the downward stroke of the plunger. By adjusting the screw {E the time of closing the light check-valve and the beginning of the discharge of gasolene into the engine can be regulated. The gasolene is preferably delivered into the fuel-chamber during the time-that the fuel-valve is closed; but, if desired, the same may be delivered into the fuel-chamber when the fuel-valve is opened by the suction stroke of the piston.

In order to preveuta discharge of gasolene into the fuel-chamber when the speed of the engine is above the normal, the light checkvalve is allowed to open freely when the exhaust-valve is held open during a suction stroke of the piston. This is effected by means 011a shifting bar :1], having a stop 3/, which moves toward and fromthe underside of the collar to on the presser-rod. This bar is pivoted at its lower end on the base and is loosely connected at its upper end with the exhaust-valve red by means of a fork 1/ arranged on the bar and engaging a grooved collar on the exhaust valve rod. When the exhaust-valve is in its open forward position the pump-plunger is elevated and thest-opy stands underneath the collar to. If the exhaust-valve is held open to reduce the speed of the engine, thestop remains under the collar w and prevents the depression of the presser-rod by the pump plunger, thereby causing the entire charge of gasolene in the barrel to pass the light check-valve?) and return to the tank. While the presser-rod is thus held against downward movement by the stop y, the plunger while expelling the charge of gasolene compresses only the heavy spring to. \Vhen the speed of the engine is normal, the stop 11 always moves backwardly with the exhaust-valve before the descent of the plunger and does not interfere with the operation of the latter. feeding the liquid fuel the pump is always in operation and the fuel is always in motion, thereby enabling the fuel to be fed quickly and uniformly and also keeping the fuel agitated, so that the same does not precipitate.

The compressed charge of fuel in the cylinder may be ignited at the beginning of the working stroke of the piston by an igniter of any suitable construction. The igniter shown in Figs. 1, 2, 3, and 13 ignites the charge of fuel by an electric spark and is constructed as follows:

Z is an igniting-chamber arranged on the outer side of the valve-chamber and forming a lateral extension thereof.

a is a plug which is screwed into the lower side of the igniting-chamber and which supports a pair of electric contacts .2 2' within By this means of the igniting-chamber. The stationary upper contact z is mounted on the inner end of the plug, and the movable lower contact 2' is mounted on the upper end of a vertical rod e which is guided in a sleeve 2 secured in the plug, but insulated therefrom.

a is an electric generator having one of its poles connected with any part of the engine which is in metallic connection with the stationary contact and its other pole connected with any part which is in metallic connection with the movable contact. Upon raising the rod 2 the contacts are engaged and the electric circuit is closed, and upon lowering the rod the contacts are disengaged and aspark is produced between the same which ignites the charge. The movable contact is normally depressed by a spring .2 bearing against the contact-supporting rod.

2 is an elbow-lever whereby the contactrod is raised and which is pivoted to a bracket 2 on the plug. This lever is provided with a lower arm 2 which bears against the lower necting-rod 2 its hook engages with the up per end of the upper arm of the elbowlever. Upon moving the connecting-rod rearwardly its hook turns the elbow-lever until the electric contacts are engaged, and during the continued rearward movement of the connecting-rod the hook of the latter is disengaged from the upper arm of the elbow-lever by an incline a on the under side of the connecting-rod engaging with an incline 2 on the bracket z, thereby permitting the contacts to be separated quickly by the spring 2' and producing a spark. During-the subsequent forward movement of the connectingrod its book is again engaged with the elbowlever. The upper arm of the elbow-lever is made flexible, so that after the contacts are engaged the upper arm can move rearwardly with the book of the connecting rod until thelatter is raised by the inclines sufficiently to disengage its hook from the upper arm of the elbow-lever.

By connecting the rods 512 and s the igniter and fuel-supplying apparatus are operated from the same eccentric, thereby sim plifying the construction and efiecting a corresponding reduction in thecost of the engine.

The spark is produced during the last portion of the backward movement of the eccentric, during which time the pump-plunger is completing its downward stroke and the engine-piston is beginning its working stroke. In this relative position of the parts the ex haust-valve is opened and the lug y of the stop-bar is moved forwardly with the exhaust valve before the plunger and collar w have been raised sufliciently to permit the lug y to pass forwardly underneath the collar to, thereby causing the lug y to strike the rear side of the collar 10 and to be arrested in its forward movement while the exhaust-valve continues to move forwardly into its open position. In order to permit the exhaust-valve and its rod to thus move forwardly independently of the stop-lug 'y, the latter is flexibly connected with the exhaust-valve rod. This flexible connection is preferably formed by reducing the thickness of the rocking arm or bar y, as shown at 2 Fig. 6, which permits -this arm or bar to be sprung or deflected when its stop is arrested during the forward movement of the exhaust-valve. The stoplug y is thus held back until the pump-plunger has been raised sufficiently to permit the collar to to rise above the lug y. The instant the collar w is raised above the lug y the latter is carried forwardly underneath the collar 10 by the resilience of the flexible arm 1 ready to prevent fuel from being fed to the engine if the speed is too high. The lower rear corner a" of the collar to is preferably rounded or beveled, as shown in Fig. 6, to facilitate the movement of the lug g from the rear side to the under side of the collar to.

I claim as my inventionw 1. In agas-engine,the combination with the exhaust-valve and the governor-wheel provided with a cam whereby the exhaust-valve is opened, of a movable latch mounted on a stationary support and adapted to hold the exhaust-valve in an open position, a trip-cam mounted on the governor-wheel, and a governor mechanism mounted on the governorwheel and adapted to shift the trip-cam so that the same retracts the latch and permits the exhaust-valve to close or clears the latch and permits the same to hold the exhaustvalve open, substantially as set forth.

. 2. In a gas-engine, thecombination with the exhaust-valve provided with a reciprocating slide and the governor-wheel provided with a cam which moves said slide for open ing the exhaust-valve, of a transversely-movable latch guided in a stationary support, a spring whereby said latch is shifted into engagement with said slide, and a trip-cam mounted on the governor-wheel and adapted to be shifted by the governor mechanism so as to disengage the latch from said slide and permit the exhaust-valve to close or to clear said latch and permit the same to hold the exhaust-Valve open,substantially as set forth.

3. In a gas engine, the combination with the exhaust-valve, the reciprocating slide connected with said valve and provided with a rearwardly-facing shoulder and with a bearing-face on its inner side, and the governorwheel provided with a cam which moves the slide for opening the valve, of a transverselyreciprocating latch guided in a stationary support and adapted to engage with said shoulder of the slide for holding the exhaust-valve open and with the side face of said slide when the exhaust-valve is closed, a spring whereby the latch is moved forwardly into engagement with said shoulder and which is interposed between a shoulder on the latch, and its support, and a trip-cam which is pivoted on the governor-wheel and which is shifted by the governor-weight and spring so as to disengage the latch from said slide and permit the exhaust-valve to close or to clear said latch and permit the same to hold the exhaustvalve open, substantially as set forth.

at. In a gas-engine, the combination with a liquid-fuel supply, and a feed-pump, of a supply-pipe connecting the fuelsupply with the pump, a delivery-pipe connected with the pump, a return-pipe connecting the pump with the feed-supply and provided with a regulating-valve, and means whereby said regulating-valve is controlled and which is operated by the actuating mechanism of the pump, substantially as set forth.

5. In a gas-engine, the combination with the liquid-fuel tank, the feed-pump and the mechanism whereby the pump is actuated, of a supply-pipe connecting the tank with the bar rel of the pump and provided with an inwardly-opening check-valve, a delivery-pipe connected with said barrel and provided with an outwardly-openin g check-valve, a returnpipe connecting said barrel with said tank and provided with an outwardly opening check-valve, and means whereby the checkvalve in the return-pipe is controlled by the actuating mechanism of the pump, substantially as set forth.

6. In a gas-engine, the combination with the liquid-fuel-supply tank, the feed-pump, and the mechanism for actuating the pump, of a pipe connecting the tank with the barrel of the pump and provided with an inwardlyopening check-valve, a delivery-pipe connected with said barrel and provided with an outwardly-opening check-valve, a return-pipe connecting said barrel with said tank and provided with an outward] y-openin g check-valve which offers less resistance to the escape of the liquid from said barrel than the check valve in the delivery-pipe, and means whereby the check-valve in the return-pipe is controlled by the actuating mechanism of the pump, substantially as set forth.

7. In a gas-engine, the combination with the liquid-fuel-supply tank and the feed-pump, of a supply-pipe connecting said tank with the barrel of the pump and provided with an inwardly-opening check-valve, a delivery pipe connected with said barrel and provided with an outwardly-opening check-valve, a return-pipe connecting said barrel with said tank and provided with an outwardly-opening check-valve which offers less resistance to the escape of the liquid from said barrel than the check-valve in the delivery-pipe, a presser-rod adapted to bear against the checkvalve in the return-pipe, a spring whereby the presser-rod is raised, and means whereby the presser-rod is depressed at the same time as the plunger of the pump, substantially as set forth.

8. Inagas-engine,the combination with the liquid-fuel-supply tank and the feed-pump, of a supply-pipe connecting said tank with the barrel of the pump and provided with an inwardlyopening check-valve, a deliverypipe connected with said barrel and provided with an outwardlyopening check -valve, a return-pipe connecting said barrel with said tank and provided with an outwardly-opening check-valve-which offers less resistance to the escape of the liquid from said barrel than the check-valve in the delivery-pipe, a presser-rod adapted to bear against the checkvalvein the return-pipe, a light spring whereby the presser-rod is raised, a heavy spring bearing against a shoulder on the presser-rod, and a presser-arrn adapted to compress the heavy spring, substantially as set forth.

9. In agas-engine, the combinationwith the liquid-fuel-supply tank and the feed-pump, of a supply-pipe connecting said tank with the barrel of the pump and provided with an inwardly-opening check-valve, a delivery-pipe connected with said barrel and provided with an outwardly-opening check-valve, a returnpipe connecting said barrel with said tank and provided with an outwardly-opening check-valve which offers less resistance to the escape of the liquid from said barrel than the check -valve in the delivery-pipe, a presser-rod adapted to bear against the checkvalve in the return-pipe, a light spring whereby the presser-rod is raised, a heavy spring bearing with one end against a shoulder on the presser-rod, a follower having a loose connection with the presser-rod and bearing against the opposite end of the heavy spring, a presser-arm arranged on the plunger-rod of the pump, and a screw arranged in said arm and bearing against said follower, substantially as set forth.

10. In a gas-engine, the combination with the barrel and plunger of the fueltfeed pump, of a collar or shoulder arranged on the rod of the plunger, a rock-arm bearing with one side against said collar or shoulder, and a spring connected with said plunger-rod and bearing against the opposite side of said rockarm, substantially as set forth.

11. In a gas-engine, the combination with the barrel and plunger of the fuel-feed pump, of a collar or shoulder arranged on the rod of the plunger, a rock-arm bearing with one side against said collar or shoulder, and a bowspring pivoted at its upper end to said plunger-rod and engaging with its lower end in a notch in the upper side of the rock-arm, sub stantially as set forth.

12. In a gas-engine, the combination with the exhaust-valve, the governor controlling the exhanst-valve, the fuel supply and the feed device, of a pipe connecting the feed device with the fuel-supply, a delivery-pipe connected with the feed device, a return-pipe connecting the feed device and the fuel-supply, and means whereby the passage of fuel through the return-pipe is controlled by the position of the exhaust-valve, substantially as set forth.

13. In a gas-engine, the combination with the eXhaust-valve,the liquid-fuel-supply tank and the feed-pump, of a supply-pipe connecting said tank with the barrel of the pump and provided with an inwardly-opening checkvalve, a delivery-pipe connected with said barrel and provided with an outwardly-opening check-valve, a return-pipe connecting said barrel with said tank and provided with an outwardly-opening check-valve, a presserrod adapted to bear against the check-valve in the return-pipe, and a stop connected with the exhaust-valve and adapted to engage with said presser-rod and prevent the same from bearing against the valve in the return-pipe, substantially as set forth.

14. In a gas-engine, the combination with the eXhaust-valve,the liq uid-fuel-supply tank and the feed-pump, of a supply-pipe connecting said tank with the barrel of the pump and provided with an inwardly-opening checkvalve, a delivery-pipe connected with said barrel and. provided with an outwardly-opem ing check-valve, a return-pipe connecting said barrel with said tank and provided with an outwardly-opening check-valve which of fers less resistance to the escape of the liquid from said barrel than the check-valve in the delivery-pipe, a presser-rod adapted to bear against the check-valve in the return-pipe, a spring whereby the presser-rod is raised, a spring interposed between a shoulder on the presser-rod and a follower arranged loosely on the presser-rod, a presser-arm bearing against said follower, a stop adapted to move into and out of the path of a shoulder on the presserrod, and a rock-arm carrying said stop and connected with the exhaust-valve, substantially as set forth.

15. In a gas-engine, the combination with the exhaust-valve, the fuel-supply and the feed device, of a pipe connecting the feed device with the fuel-supply, a delivery-pipe connected with the feed device, a return-pipe connecting the feed device with the fuel-supply and provided with a fuel-valve, a reciprocating presser-rod adapted to bear against said fuel-valve and provided with a collar or this 21st day of Septem ber, 1899.

FRED C, OLIN,

Witnesses:

THEO. L. PoPP, E. A. VoLK.

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