US1014328A - Mixture-producing and speed-governing device for gas-engines. - Google Patents

Description

H. J. PoDLEAK.

MIXTURE PEODUGING AND SPEED GOVERNING DEVICE FOR GAS ENGINES. APPLICATION FILED AUG. 10, 1907. BENEWBD JUNE 22, 1911.

1,014,328. Patented Ja11.9, 1912.

3 SHEETS-SHEET 1.

Km s. ffm/1 yy, @Mg/6 H. J. PoDLBK.

" MIXTURE PRODUGING AND SPEED GOVERNIN G DEVICE FOR GAS ENGINES.

APPLICATION FILED AUG. l0, 19v07. .RENEWED JUNE 22, 1911.

1,014,328, Patented Jan.9,1912.

3 SHEETS-SHEET 2.

H. J. PODLBK.

MIXTUEE PRODUGING AND SPEED GOVERNING DEVICE FOR GAS ENGINES.

APPLICATION FILED AUG.10, 1907. RENEWBD JUNE 22, 1911.

1,014,328, Patented'Jan.9,1912.

3 SHEETS-SHEET 3.

H LI4 VVITNESSES INVENTOR UNITED sTATEs PATENT oEEioE.

HENRY JOSEPH PQDLESAII, 0F CHICAGO, ILLINOIS.

Specification of Letters latent.

Patented Jan. 9,1912.

Application filed August 10, 1907, Serial No. 388,040. Renewed .Tune 22, 1911. Serial No. 634,831.

To all whom 'it may concern:

Be it known that I, HENRY JOSEPH POD- LEsK, a citizen of the United States, residing in the city of Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements in Mixture-Producing and Speed4Governing,

Devices for Gas-Engines, of which the followingis a specification.

My invention relates to said internalcombustion engines, or, brieiy gas engines, generally, and specifically to those devices that are employed to produce, through the aid of the engines suction, the explosive mixture charges for the engines and simultaneously regulate the speed of the engine by the throttling method, that is, by controlling the quantity of the explosive mixture for the successive charges. These de? vices regulate the engines speed by varying the quantity of the explosive mixture per charge; When the quantity of mixture per charge is varied, the resultant compression is varied and hence also the mean effective pressure, acting during the Working stroke,

isvvaried; the turning force is thus Varied, proportionate to the power required of the engine. The devices of this character are commonlyknown as throttling governors, or regulators, though sometimes-alsov as the volume-governor. The throttling y valves, or mechanisms, in these governors are preferably operated by hand when a variable speed is desired, but when the speed of lthe engine is to be maintained uniform,` the said valves `are operated by a governor driven by the engine. I y

The object of this invention is toprovide means whereby the proportions of fuel and air comprising the mixture are varied when the quantity, and hence compression, k is varied, the variations in the proportions ofv fuel and air for the chargebe-ing inv such relation as to obtain a mixture that-is most suitable for thea-'degree of compression' simultaneously dobtained.. It` is well-'known to those familiar with the operation of gas engines, that, to obtain best" results and economy in operation, themixturesvemployed must be comparatively richer in fuel when low compression is obtained, oneni-y ployed, than when the higher compressions are obtained, oi employe .The object of my invention is to produce one.

-`explosive mixtures in which t-he fuel constituent of the mixture is automatically varied, and in such relation to the degree 0f pressure to which the mixture is compressed, as to obtain the best results and economy in operating gas engines. By thus varying the proportional composition of explosive mixture, I overcome the difficulties, such as back firing, sooting up of the vengines valves, the igniter, etc., met Within the present devices, in which the proportions of fuel and air, comprising the mixture, remainunchanged throughout the range of' controlling the quantity of mixture fed.

With the present devices when it is desired to vary the proportions of fuel and air, either the valve cont-rolling the fuel supply,., or the one, if'provided, controlling the air supply, is readjusted byhand, or, -both are at the same time readjusted. Now, 'ifthese adjustments are such that a proper mixture'is obtained when the engine is operat-ing'lunder heavy load, a comparatively high compressionbeing then obtained, that `rnixture'vvill be too lean, in fuel, for the yreduced compression, Iobtained when `the load ont-he engine is diminished; under thesel latter conditions,l the mixture will burn slowly, produce back firing or explosions in the mixing chamber of the device and much disturb the proper operation of the device and henceof the engine; furthermore, such mixture is vignited with great difliculty; whenever,fduring operation of'a gas engine,l this back firing appears, the engine attendant readjusts the lvalves so as to kobtain a richer mixture, such as will be Y. most suitable for the' reduced compression.

yBut this last adjustment ofthe valves Will give too rich a mixture' when the-load is 'again' increased ;v too rich ymixture' produces not only soot, AWhich vclogs the engine valves, .igniter, etc., but also lossv of power, waste of fuel and diilic'ultyin, ignition. I overcome these difficulties and attain other advantagesfwhicli Will hereinafter appear, by constructions. illustrated` in the preferred forms in the accompanying drawings, Whereim v i. .Fi ure ,1' isa sectional elevation through gormofmyfdevice and through a portion of *a cylinder'head-of a gas engine, a portion of Whose combustion chamber is also and similarly shown; as shown the device is arranged to use liquid hydrocarbon fuels. Fig. 2 is a detached detail of Fig. 1 showing the throttling valves and the mechanism for operating these in enlarged scale. Fig.

3 is a sectional elevation of anotherform of my devlce, as shown the devlce 1s arranged to use gaseous fuels. Fig. 4 is a detached detail, enlarged, showing the throttling valves and the peratlngmechanism.

'Fig 5 is an end elevation of astatonary gas engine provided with my dev1ce,.the throttling` valves of which are operated byver 24; the cylinder head 26 is attached to the `engine cylinder 27, directly over the combustion chamber 6. Attached to the. cylinder head is a casing 28, having an air inlet passage 1, this passage dividing into .two

air passages, f2 and 3, .which communicate with mixture outlet passage. 4 through valvecontrolledk ports 8u and 7a, respec tively; these` ports are formed by ridges raised in the side walls of the air passages or conduits, making iteasier tofit in the valves. I n the port 7a lis a double-winged valve 7, rigidly secured to a pivotal'shaft 14, the bearings for this shaft being formed i'n the side walls of the conduit; the shaft is extended outside the casing to carry an arm 12, xedly attached to the shaft; likewise, in port Sais a. double-wingedvalve 8, `rigidly mounted on pivotal shaft 13, which extends through the casing and carries an arm 10, ixedly attached to the shaft. These valves 7 and 8 control the area of effective aperture through'ltheir respective ports and by rotating the valves, by means of their shafts and arms, into different positions, (as shown in Fig. 2? differentsized effective apertures throu 1 the ports may be obtained, ranging groin the largest opening to a complete closing, which is shown in Fig. 2 in full lines; the dotted lines show the valves y in partly open position. It will be observed lthat the arms `10 and -12 are pivotally linked togetherby a connection rod 43, Fig.

2 and that thus the two throttling valves I)7 and 8, will move simultaneously; this rod 43 is pivotally attached to arm 10 atv 16, and to larm 12 at 17 .v The rod 43 is constructed so that the distance between the pivot centers 16 and 17 can be varied, -by changing the length of the. rod through means of the turnvbuckle 42; the purpose of this adjustment isto facilitate obtaining any desired angular relation of one valve to the other ywith respect to their closing position; for example,

it may be desirable, on accountof condition I of fuel, etc., to have the valve 7 close somewhat earlierthan the valve 8 closes; to obtain this condition, the rod 43 would be adjustedto be somewhatlonger than would be necessary for the condition where both a valves were tov close simultaneously. A further adjustment is provided for the purpose of obtaining relatively faster, or slower, rate of movement of valve 7, in correlation -with the rate of movement of valve 8; this adjustment is provided for by slotting the end of arm 12, where the pivot 17 is engaged; by securing this pivot 17 at diiferent positions in the slot, di arm, operating the valve 7 are obtained; it will be apparent that when the eifective arm on valve 7 is changed'and the efective arm on valve 8 remains the same, the relative rate of movement of the two valves will be changed. e

The purpose of the above adjustment, namely, to secure earlier closing of one valve thanA of the other, or, to secure relatively faster movement of` one valve than of the other, or, to secure both conditions simultaneously, is to facilitate obtaining any deum, hence draft, in the air conduits 2 and 3, during the suction stroke 'of the engine.

The object is to gradually vobtain a rela tively higher degree of vacuum in the air conduit 2 (into which the fuel is vcharged sired variation of relative degree of vacu- Y or fed) than in the air conduit 3 as the throttling valves are movedftoward closing position and arelthus reducing the quantity of mixture, and hence reducing the compression; by sol increasing the degree of vacuum, orsuction, in conduit 2, ,proporv tionately more fuel is drawn in for the mix`-A ture as the compression is reduced, the above adjustments being so made that the variations in proportion -of fuel and air are in such correlation with the degree of compression, ,at any moment obtained, that the mixtu-re obtained is theymost suitable one for the compression simultaneously obtained. It will be understood by those familiar with operating gas engines, that by means of these above adjustments, together with a suitable initial adjustment of fuelsupply,

the suitable and desirable variations in the proportions of fuel and air, inthe mixtures, will be obtained automatically, and for alnost any range in variation of speed, or of Referring now again to Fig. 1, 30 is a spraying nozzle, positioned in air conduit 2, and extending into the casing wall where it communicates with a -fuel inlet passage 35, through avalve-controlled port 40; the fuel inlet passage communicates with a liquid fuel reservoir 34, to which the fuel is supplied through pipe 36, any surplus of fuel overflowing the bridge-wall 41, into conduit 33 and from there through a pipe 37, the liquid fuel in the reservoir 34 is thus kept at a constant level, or head. The part or 4valve seat 40 is controlled by a' needle valve 31, this being adjustable so that different size free openmgs through ort 40 ma be obtained to accommodate di erent conditions of fuel, atmosphere, etc. The arrangement just described is one of a liquid fuel feeder, for gasolene engines, now in quite general use. I prefer to use this fuel feeder as it gives very satisfactory service; however, any form of liquid fuel feeder in which the feeding operation is dependent, more or is partial vacuuml in conduit 2, and the needle valve 31 is open, the liquid fuel Will be drawn up (or rather pushed up by the atmospheric pressure acting on the liquid in 34, forcing. it up through 35, and 30) into the preliminary mixture conduit 2, through nozzle 30; the quantity of fuel so drawn up Will depend upon the duration of the suction, the degree of vacuum created, and the size of free opening in port 40, the level, or head, of the liquid vremaining constant thi-:ifv

liquid so fed is vaporized and commingles with the air rushing through the conduit 2 vexplosive mixture for the charge.

forming a comparatively rich preliminary mixture which is diluted in the conduit or mixing chamber 4 by air, admitted through conduit 3, to such degree as to form a proper The operation of my mixture-producing and speed-regulating device, shown-in Fig.

1, is best explained in connection with a sta-- tionary gas engine Whose speed is to be maintained uniform, in which` case' the throttling valves 7` and 8 are loperatedfby the engines governor, throughsuitable connections, as shown in Fig. 5, for example. The connection for operating the throttling' valves by the governor is effected through rod.l 11, one of Whose ends is pivotally secured to arm 10 at 15, and the other end suitably connected tothe governor mechanism, whereby the rod 11 may be given reciprocating movement as the speed of the engine, and hence o'f the governor, tends to vary; as the speed varies thegovernor balls 61 are caused to ily into different positions, thus imparting a reciprocating movement to aloosesleeve 70, to which the rod l1 is suitably connected. The adjustments .ofthe connections between the governor and the throttling valves is such that the valves'are open to sch extent as to admit a full charge before the engine attains the desired speed; the action of the governor upon rod 11 is such that a variation ofsmall percentage of the enginesspeed will suiiice to give sufficient movement, to the rod'11, to operate the valves to throttle or vary the quantity of mixture from the largest to the smallest requisite, accordin to the load.

The starting o a gas engine provided with my throttling governor is done in any of the usual ways, and the cyclic operations of inhaling the charge, compressing, igniting and expanding, and exhausting, are also the usual. The difference in action of'my device as compared Withthe similar present devices, is in automatically varying the-proportional composition of the mixture with the variations -in degree of compression, the variations in degree of compression being effected by the throttling valves, these varying the quantity of mixture' per charge. It will be noted, from a reference tolFig. 1, that the stream of air, inhaled during the suction' stroke through the device, is divided, apart passing through conduit 2 and another part through conduit 3; now when thethrottling valves are insuch position, of opening as to permit a'full charge, the greatest quantity of mixture to be inhaled by the engine, the needle valve, or fue] valve, 31, is adjusted to permit a proper quantity offuel to be drawn in, by the de- ,gree of vacuum then in conduit 2, to form a mixture most suitable for the .then obtained;

compression if now the speed of the engine tends to rise above the normal, the governor operates the valves 7 and 8 to constrict or reduce the area of free aperture through their respective ports; by this reduction of free aperture in the air passages the quanl tity of air that it is possible to pass through in a given time, as the duration of suction stroke at' ory near normal speedof engine, is reduced the resulting compression is lowered,- and also the degree of suction in conduits 2 and 3 is loWered,/and hence also the lquantityof fuel drawn in is lessened; in my device the lessening of the quantity of fuel is not in uniform proportion with the lessening of the quantity of air as it is in the present devices; by the action of the throttling valves 7 and 8, of my device, (which action, of simultaneously dlsproportionately varyingthe .free apertures through ports 7 Y and 8'a to obtain relatively higher degree 0f vacuum in conduit 2 as the free apertures arebeing reduced and vice versa, has been herein explained) such relation of the degree of vacuum in conduits 2 and 3 is obtained that proportionately more fuel will be drawn in as the quantity of air for the charge, and hence the. compression, 'is re- ,duced. Again, should now the speed of the moved back and forth, to thus secure closerv ing different valve actuating mechanism,

engine tend to fall below the* normal, the governor will so operate the valves as to increase the free apertures through their ports, thus increase the quantity of the air charge,- and ,henee,lalso the compression, but now the proportion of fuel Will be decreased. `Thus the proportional composition o fwthe mixture will be varied when the compression isvaried, and in such degree as to obtain the best results and economy in operation; the requisite degree in the variation vof the proportions of fuel and air is attained by making suitable adjustment of rod 43, in length and inthe posit-ion of point 1'7 inthe slot of arm 12, as already explained.

In Fig. 2 a spring 18 is shown; one end ofthis spring is secured to arm 12, the other passing through a lug 19, suit-ably cast on or fastened to, the outside of the casing, and having a nut 20, which rests against the lug 19, for adjusting its tension; the primary function of thisspring is to keepthe slack, or lostmotion, in the connections between the valves and the governor always taken up in the. same direction, to secure uniform action of v the valves when the rod 11 is regulation of speed. As shown, this spring 18 will, by its. tension, tend to close the valves, thusacting against the governor-ball springs 62, (Fig. 5) and with the centrifugal'force of thev governor balls. If the spring 18 Were lso placed that its action Would tend to open the valves, the primary function Would still be obtained, though the tensionA on the governor-ball springs 62 would have to be reduced, to obtain same speed on engine as before, since now the spring 18 would act against the centrifugal force of the governor balls, which force is also actedl against by springs 62..:i-Itcwill also be apparent thatthe speed ofthe engine can be changed, to some extent, by varying the tension on the spring 18, and that this can be done While'the engine is in motion. The initial adjustments to obtain the desired speed are made inthe adjustments provided for the governor and its connections to the valves.l

In Fig. 3 is shown a m`odif`1cation'-employwhich is more clearly shown'inFig. 4. Here the valves 7 and 8 derive theirv movement through their respective arms l48 and 49,

r-which are slotted to receive a pin 47 in rod 46; this rod receives movement ofthe governor rod 11 through bell-crank'lever 44 45; one end of the rod 46 is pivoted in arm 45, the other end is carried inv-'ball 51, being adapted to slide in this ballf51y `which is loosely carried in a socket formed in a-support piece 50; this support piece'. is so slotted as to beadjustable, up and down; bolt 52 serves to secure the piece 50 in' any desired position. It Will be noted that by'f-lowerlng either direction, than valve 8 when the rod 46 is moved to and fro. Thus the same conditions Will obtain as will obtain by moving pivot 17 into' different positionsin the'slot of arm 12 of the device shown in Figs. 1 and 2; it Will be noted that in the modification shoWn inFigs 3 and 4 this adjustment can readily be made While the engine is in motion. `The adjustment of the relative angular advance of one valve-With respect to that of the other is here effected in the fastening of the slotted arms to their shafts, and may be by means of set screws, or by meansof a supplemental arm rigidly secured to one of the shafts, preferably shaft 14, and adapted to pivotally carry the slotted arm and some suitable means to secure these arms, the supplemental and the slotted, to-

is shown adapted to use gaseous fuels. The

gas is suitably supplied through a pipe (not shown) having a regulating and cut olf valve, and communicating With chamber 68 through port 56; this gas chamber 68 communicates With air conduit 2 through a' port controlled by a valve 53. This valve 53 normally closes the port, the valve being held against its seat in the port by a spring 57; the tension of this spring is preferably so adjusted, by means of knurled nuts 54 and 55, that the pressure of gas supply, acting to open the valve, is just barely counterbalanced When there is no partial vacuum in conduit 2; thus adjusted, it will permit 'valve to readily open, to permit feeding of gas, as soon as a partial vacuum is created, in .conduit 2, during the suction stroke. Thus adjusted, the valve 53 Will operate as a check valve, on the gas, and also as a pressure regulator to a certain extent. Where the gaseous fuel is supplied by a suctlon gas producer, the valve 53 serves to prevent air from rushing into the gas plpe, after lthe v.completion of suction stroke, there being a partial vacuum in such gas producer plant during operation. Where the gas supply is under pressureand an effective pressure reducing and regulating device is employed, the valve 53 maybe dispensed with, to simplify the construction; however, it is advantageous to. include this valve in myvdevice. even" where the gas pressure regulating device employed is capable of reducing the gas pressure tothat of atmosphere. The mixture producing operations of the modification in Fig. 3 are similar to those in the form shown in Fig. 1; the relative degree of vacuum inconduits 2 and 3 is varied in the same manner, being relatively increased in port. 2, to draw in or inhale, proportionately more fuel, when the quantity of the charge, and hence the compression, is decreased. Thus it will be apparent that the liquid fuel feedershown in Fig. l can be substituted for the gaseous fuel `feeder shown in Fig. 2, and 4vice versa.` Also, fthatv the fuel feeders needno'tbe cast `integral with the device, but that these'canbemade separable and interchangeable. 3 .A

Fig. 5 shows a stationary'singlecylinder gas engine, having my mixture-producing and speed-regulating deviceA- attached to it. As here shown, the form of the device is that shown in Fig. 3, but having a liquid fuel feeder, to use such fuels as alcohol,`gasolene, benzol, distillate, etc. head in which are the exhaust and th inlet valves; these valves are operated in the usual way, by cams, on a cam shaft, `within crank chamber 67 and drivena `from the crank shaft 59, through means of valverods 64: and 65 and suitable valve levers.- The igniter and its mechanism may be of anyy de- The governor l60,- suitably' sired form. driven from the crank shaft, -actu'ates `the rod '1l through suitable connect-ions, causing this rod to move up or vdown las the speed varies. The rod ll by'its movements operates the thrott-ling valve mechanisms in such manner as to obtain the valve actions, before described, namely, to controll the quantity of each successive charge of. mixture varying the quantity' in such'relation to the load as to maintain a uniform speed, and to control the proportions of fuel fand air comprising the mixture for the successive charges, varying the proportion in such relation*A to the quantityin the charge as to obtain uniform and,y mosteconomical operation of the gas engine. y y n a..

In Fig. 6 is shown a modificatwn" offmy device arranged to use liquidfuesandfgaseous fuels, either simultaneoi'isly`` or inter.- changeably. The liquid (fuel feeder-shown is similar to the one'employed-infthe-ff'formof my device shown in Fig, 11,5andrjthe:gas'- eous fuel feeder is similarfto "the one shown. in Fig. 3, except that it lisbuilt-'in a separate casing K, which is suitably.` secured tol the main casing-28. In the preliminary mixture conduit 2 1s a plug valveY 71,y by means of .which the air supply to this conduit may vAlthough I show my device attached to` a single cylinder gas :,engilie, it is obvious that the devlce can readily, by means of a suitable manifold, be attached to engines having two or more cylinders.l Also, that instead of the double-winged throttling valves, which I prefer on account of their simplicity and their inherent balancing when under the air pressure, other forms of valves, such as the mushroom or puppet valves, piston valves, slide valves, etc., may be employed, if desired. Itis understood that the throttling valves should preferably be so designed and arranged thatv their action is not affected much by the action of the. variable suction. Such details as these,

' however, are matters of design for any paryticular adaption and for manufacture, and Jmay be varied and made to suit different conditions. For example, it may be desired toadapt my device to use liquid fuels and gaseous fuels interchangeably, or even simultaneously; this condition would be met by suitably proportioning the various conduits, ports, and parts in my device and suitably equipping it with two, or more, fuel feeders, all to feed Afuel into conduit 2, as shown in Fig. 6. This air conduit could be divided into two conduits, if desired, and a throttling valve placed in each division.

Whenthe .fuels that are to be used inter- Chan'geablydiffer much in their respective heat values, as, forinstance, alcohol used yintere'hangeably with blast .furnace gas, or

producer gas, some means of regulating the air supplyshould be provided, for instance, a1 plug valve, preferably in the conduit 2, or in at least one of them if more than one are "used, and ahead the fuel supply port. as in Fig. 6, for example, so that the air supply 'canv be throttled and reduced, to compensate for the necessary extra large quantity of lean fuel (blast furnace gas, etc.) when this is to be used, and to again increase the supply of air when the richer fuel vis to be used. Those familiar with the art understand that when the lean gases, such as producerv gas', kare used, the explosive mixture comprises about equal quantities of the gas and air, vwhile whenricher fuels, such as natural gas or alcohol vapor, the relative quantities s' are in the neighborhood of one of `fu'e'lv` to nine of air; hence the necessity (5f-.regulating the-air supply when such fuels are to be used interchangeably and the engine desired to deliver' its greatest power. In

suction gasproducer plants, the yheat value of'produicerfgasis apt to vary during operation; the heat value'being higher just after "charging in 'fresh m1; hence it is alsa desirable to be lable to regulate the air supply What I claim as my invention, and dey'sire to secure by Letters-Patent, is:

1.l AV mixture-producing and speed-governing device for gas engines, comprising,

, in combination, plurality of` air conduits each communicating with air supply, a l'port' in each said air conduit, avalve in each said port and adapted to vary thel free opening therethrough, means for actuating the valves to vary the said 4openings simultaneously and disproportionately, a fuel inlet port controlled by an adjustable valve and.

adapted to -feed fuel into one of said air conduits, means for supplying fuel at constant pressure to the fuel inlet port, means to supply air, and an outlet conduit, in communication with the air conduits, for the l mixture of fuel and air, substantially as set i forth.

2. A 1nixture-producing an d speed-regu- -lating device for gas englnes, comprising,

in combination, a casing having two air conduits therein, a valve in each sald air conduit and adapted to vary opening therethrough, means to effect simultaneous ac.

tion of the valves whereby said openings are varied in size, means to obtain variation of opening relatively faster in one of the openings than in the other, a fuel inlet port suitably adapted to feed fuel into one of said air conduits, a.fuel sup ly, an air supply, and an outlet passage for the mixture of fuel and air, substantially as set forth.

3. In a mixture-producing and speed-governing device for gas engines, the combination of an air supply, a fuel supply, plurality of air conduits, an adjustable fuelport adapted to convey fuel from the fuel supply into one of said air conduits, a valve in each air conduit and adapted to vary free aperture therethrough, means for simultaneously operating the valves, means operative to regulate relative rate of movement of the valves, means to adjust correlative positions of the valves, and an outlet passage for the mixture of fuel and air, substantially as set forth.

4. In a mixture-producing and speed-gov-l erning device for gas engines, the combina-` tion of plurality of air conduits in communication with an air supply, valve-controlled fuel port adapted to convey fuel each air conduit, and means to`operate the from a fuel supply to one of the air conduits', an outlet passage adapted to receive thev air and fuel mixture from the air conduits and convey same to the inlet port of a gas engine, means operative to vary and control the quantity of mixture passing through the outlet passage and to vary, smultaneously with variations of quantity of mixture, the relative quantities of air passing through said means for varylng and controlhng the quantity of mixture.

5. In a mixture-producing and speed-controlling device for gas engines, the combination of an air supply, fuel supply, plurality of air conduits, each. communicating with the air supply, lvalve-controlled fuel port communicatlng the fuel supply with one of the air conduits, an outlet passage in communication with the air conduits, means to reduce the air pressure within the outlet passage and the air conduits-to induce a flow of airand fuel therethrough, and operative means for varying and controlling the reduction of the air pressure Within the air conduits andthe outlet passage and for effecting a relatively disproportionate re-y duction of-air pressure within each of the air conduits.

6. In a mixture-producing and speed-governing device for gas engines, the combination of an air supply, fuel supply, plurality of air conduits communicating withthe air4 supply, valve-controlled fuel port for admitting fuel from the fuel supply to one of the air conduits, mixture outlet passage` communicating with the air conduits, and means for controlling the quantity of mixture of fuel land air passing through the outlet passage and. for.. controlling, simultaneously with the controlling the quantity of mixture, the relative quantities of air passing through each air conduit.

7. In a mixture-producing and speed-governing device for gas engines, the combina- 11o tion of an v air supply, plurality ofv air con-iJ duits each in communication with the air supply, plurality of fuel supplies each adapted, to supply fuel into one of the air conduits through a valve-controlled fuel port, 115 outlet passage adapted to receive the air and the mixture of fuel and air from the air conduits and convey the resultant mixture into the combustion chamber of a gas engine, and operative means for varyin` and controlling the quantity of mixture ci? fuel. and air passing through the outlet passage and for varying, simultaneously with varying the quantity of mixture, theV relative quantities of air passing through each air 125 conduit.

8. In a mixture-producing and speed-governing device for gas engines, the combination of plurality of air conduits communicating with an air supply, plurality of valve- 130.

controlled fuel ports communicating one of the air conduits with fuel supply, outlet passage ailording communication between the air conduits and the vcombustion chamber oa gas engine, a gas engine whose mecha-` nlsms are adapted to `reducethe air pressure in its combustion chamber, theoutlet passage, and the air conduits below the at mospheric pressure and thus inhale charges of mixture of fuel and air, androperative. means for varying and controlling the quantity of the mixture for the charges and for eecting, simultaneously with .varying the quantity of mixture for the charges,r a Arelatlvely disproportionate reduction of air pressure in the air conduits.

9. In a mixture-producing and speed-controlling device for gas engines, the combina-` tion of a gas engine, a plurality of air conduits each communicating with an airsupply, valve-controlled fuel port communicatingy one of the air conduits with fuel supply, outlet passage affording communication vbetween the air conduits and` the inlet ort of the engine, means for varying and controlling the quantity of lnixture inhaled by the gas engine during the suction stroke and for disproportionately varying thev quantity of ai'r passing through each air conduit when the quantity of mixture is varied, a governor driven by the gas engine, and an operative connection between the governor and the means for varying and controlling the quantity of mixture for the charges.

10. The combination of an engine, with a mixture producing and speed governing dev-` vice therefor, said device comprising means for supplying fuel, means for supplying air to the fuel before the resulting mixture is taken into the engine, and automatically operated means for simultaneously decreasing the volumes of air and fuel in such relation to each other as to produce an enriched resulting mixture and for simultaneously increasing the volumes of air and fuel in such relation to each-other as to produce a weak.- ened resulting mixture.

11. The combination of an engine, with a mixture producing and speed governing device therefor, said device comprising means for supplyinga preliminary mixture of fuel and air, means for supplying air to the preliminary mixture before the resulting mixture is ,taken into the engine, and automatically operated means for simultaneously decreasing the volumes of air and preliminary mixture4 in such relation to each other as to provide an enriched resulting mixture and for simultaneously increasing the volumes of air and preliminary mixture in such relation to each other as to provide a weakened resulting mixture.

12. mixture producing and speed governing device for engines comprising a mixvalves.

ing chamber, means for supplying a preliminary mixture of fuel and air to the mix-` ing chamber, meansfor supplying air-to the mixing chamber to dilute thepreliminary mixture, valves controlling the supplies of preliminary mixture and of air to the mix- .ing chamber, and means for automatically operating the valves simultaneously for en- -riching while diminishing the volume of the resulting mixture inthe mixing chamber or for weakening whileincreasing the volume of the. resulting mixture in the said chamber.

13. A mixture producing and speed governing device for engines comprising a mixing chamber, separate conduits discharging `into the mixing chamber and open to theatmosphere, means in one of the conduits for producing a preliminary mixture of fuel and air, mechanically connected swinging valves atthe discharge endsof t-he conduits for controlling the volumes. of air and preliminary mixture delivered tothe `mixing chamber, and'y means for simultaneously operating the valves. Y

14. In a x controlling device lfor internal combustion engines, the combination of ,a

vmixing chamber, separate passages leading into the chamber and both open to -the atmosphere, means on one of t-he passages for supplying fuel to the air drawn therethrough, and valves between the inner ends of the passages and the mixing chamber and mechanically connected to swing together to or from open posit-ion for simultaneously controlling the air and-fuel drawn into the together tov simultaneously close or siinultaneously open and so related as to cut dow-n the flow through the passages dispropor-v tionately for effecting an enriched mixture when the quantity for each charge drawn into the engine is reduced and a weakened mixture when the quantity for each charge is increased` and means for operat-ing the 16.In a. controlling device for internal combustion engines,V the combination of a. mixing chamber, an air supply passage for supplying the main volume of air to the mixing chamber, two fuel supply passages, means for controlling said passage for permitting fuel of ditferentqualities to be used. and means for diluting the fuel from one of the said'passages prior to its delivery to the main volume of air to maintain the proper proportions of fuel and air in the resulting mixture.

17. In a controlling device for engines, the combination of a 'mixing chamber, Aan' air supplying meansfor conveyingthe mainv volume'of air thereto, means for Supplying fuel of different qualities, valves for o ening or closing` the ysupply of either el, means for admitting air with .the fuel to produce a preliminary mixture before reaching the 'mixing chamber, and simultaneously actuatedvalves for controlling the main` supply of air and the supply of the preliminary mixture to the said mixing chamber. v l

18. In a controlling device'4 for internalv combustion engines, the combination of' a mixing chamber, an air supply conduit dissuch conduit, and valves controlling t e volcharginginto the mixing chamber, a second conduit ,discharging into the mixing chamber, separate devices for delivering fuel to the second conduit, a valve for ea'ch device for openin fuel, an a justable valve for admitting air to the second conduit for diluting-the fuel and producing a preliminary mixt umeof the preliminarymixture and olume of airl admitted from the conduits 'to the mixing chamber.

119. In a controlling device for interna combustion engines, the combination of a' mixing chamber, an air supply conduit discharging into the mixing chamber, a secondr condilit discharging into the mixing chamber, separate devices for delivering fuel to the second conduit, a valve yfor leach device for opening orinterruping the sup-` ply of fuel, an adjustable valve for admit` ting air to the second vconduit for diluting the fuel and producing a preliminary mixture in such conduit, valves controlling the volume of the preliminary mixture and volume of air admitted from the conduits to the mixing chamber, and 'means for operating the last-mentioned valves for simultaneously decreasing the volumes of air and preliminary mixture in such relation to each other as to produce an enriched mixture'in the mixing chamber and for simultaneously increasing the volumes of air and preliminary mixture in such relation to each other as to produce a yweakened mixture in the said mixing chamber.

20. In a mizn'ng and controlling device, the combination of an engine, a mixing chamber from which the. engine receives its charges, a preliminary mixture conduit, a manually adjustable fuel admitting valve, a manually adjustable air admitting valve, a governor actuated valve controlling the quantity of preliminary mixture sup- -duit to dilute the fuel, a governor actuated or interrupting the supply of' preliminary mixture supplied to said chamber.

, 21. The combination of an engine, a mixing chamber communicating therewith, a preliminary mixture conduit connected with the said vchamber, separate manually controlled valves'for admitting fuel of diierent qualities to the conduit, a manually controlled valve for admitting air to the con- '15 yvalve for controlling the quantity of pre-I liminary fuel mixture supplied from :the conduit to the mixing chamber, and a governor actuated "air supply` valve for admitting air to further dilute the mixture in the mixing chamber. l'

22. They combination of an engine, a mixing chamber communicating ,therewith,` a preliminary mixture conduit connected with thev said chamber, se arate manually lcontrolled valves for 'admitting fuel-of different qualities to the conduit, a manually con-- ytrolled valve for admitting 'air to the conduit to dilute the fuel, a governory actuated valve for controlling the quantity of preliminary fuel mixture supplied from the conduit tothe mixing chamber, a ggvernor actuated airl supply valve for admitting air to further dilute the mixture in the mixing chamber, and means connecting the valves 95 together for reducing4 or increasingsim ltaneously and disproportionately the quantity of preliminary mixture and air to the mixing chamber.

23. A mixing device comprising a pair of air admitting valves, a pair of fuel admitting valves associated with one of the air valves for producing al preliminary mix- Ature of fuel and air, a governor connected with the other air valve, and a preliminary mixture controlling valve connected with the governor actuated air valve.

24. A mixing device comprisinga preliminary mixture conduit open at its outer end to the atmosphere, a fuel admitting valve of the self-closing suction ,type havin adjusting means for holding the valve close l a valve controlled liquid fuel admitting means in the colduit, yan adjustable air admitting valve between the outer end of thev conduit and the fuel admitting valve, a mixing chamber connected withjthe conduit, a governor controlled valve in the conduit, and means for supplying air to themixing chamber to.dilute the preliminary mixture delivered thereto from said conduit. 25. In a mixture producing and Aspeed governing device, the combination of a pair of valves, armsthereon, an extensible and contractible connection uniting v the arms, means -foradjusting the point of union between the connection and one of the arms, and a speed responsive device for operating the valves.

26. In a mixture producing and speed governing device, the combination of a plupredetermined position and acting with the rality of valves, means for connecting the centrifligal elementl in one dlrection and in valves for simultaneous movement, a speed OPPOSltlOIl there@ 111 the other dlleCtIOlL 10 responsive device including a spring op- HENRY JOSEPH PODLESK. posed centrifugal element connected with Witnesses: the valves, and a yielding means connected HENRY A. ENGEL,

with and tending to hold the valve in a B. J. GLASER.

Images