US1119154A - Operating and controlling means for atomizer-valves of internal-combustion engines. - Google Patents

Description

L. B. HARRIS.

OPERATING AND GONTROLLING MEANS FOR ATOMIZER VALVES 0F INTERNAL GGMBUSTION BNGNES. APPLIOATION FILED MAY 2a, 1913.

11,119,154. Patented Dec.1,1914,

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5 nv@ nro@ amm, MXWM r'f L. B. HARRIS. OPERATING AND CONTEOLLING MEANS POE ATOMIZER VALVES 0E INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 26,1913.

Patented Dec. 1, 1914.

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@vw/tf mmm 6! Leonard 5. #arr/'5 L. B. HARRIS. OPERATING AND CONTEOLLING MEANS EUR ATOMIZEE VALVES 0E INTERNAL GOMBUSTION ENGINES.

APPLICATION FILED MAY 26,1913. P t t d D 1 1914 a en e 6C.

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UNITED STATES PATENT OFFICE.

LEONARD B. HARRIS, GF WATERTOWN, NEW YCRK.

OPERATING AND CGNTROLLING MEANS FOR ATOMIZER-VALVES OF INTERNAL- COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Dec. 1, 1914.

Original application filed October 16, 1912, Serial No. 726,045. Divided and this application filed May 26` 1913. Serial No. 769,926.

To all whom it may roncern:

Be it known that I, LEONARD B. Hannie, a subject of the King of Great Britain, residing at Watertown, in the county of Jefferson and State of New York, have invented new and useful Improvements in Operating and Controlling Means for Atomizer-Valves of Internal-Combustion Engines, of which the following is a specification.

My present invention relates generally to internal combustion engines operating on the well known Diesel principle and hasfto do more particularly with an improved means for operating and controlling the operation of the atomizer valve or valves through which the fuel-oil is fed to the engine cylinder or cylinders.

The subject matter of the present application is a division of my prior application Serial 726,045, filed October 16, 1912.

One object of the invention is to provide a simple construction and arrangement of mechanism for periodically lifting or opening the atomized valve to admit a charge of fuel-cil to the engine cylinder.

Another object of the invention is to provide a simple construction and arrangement of mechanism for varying the lift or opening movement of the atomized valve to regulate the charge of fuel-oil fed to the engine cylinder. l

A further object of the invention is to provide a simple and novel connection between the control-lever or device of the engine and the mechanism for operating the atomizer valve whereby to control the opening and closing movements of said valve.

A still further object of the invention is to provide a simple construction and arrangement of atomizer-valve controlling and actuating mechanism applicable to internal combustion engines of the reversible type.

The invention has in view other more or less important objects allvof which will be made clear in the following.specification.

In order to enable others skilled in the art to understand, make and operate my said improvements, I will now proceed to describe the same in detail reference being had for this purpose to the accompanying drawings, wherein- Figure 1 is a side elevation of so much of an internal combustion engine as is necessary to an understanding of the invention. Fig. 2 is a vertical sectional view of the upper portion of an engine cylinder showing the atomizer valve in the head thereof andl showing also the actuatin mechanism for the said valve. Fig. 3 is a ront elevation of the atomzer valve controlling mechanism. Fig. 4 is a side eleva-tion of the same. Figs. 5, (i, and 7 are detail views illustrative of the lost motion connections between the shaft of the manually operable controller and the means for operating the valve actuators and the fuel feeding meansrespectively.

In the present embodiment of the invention I have elected to illustrate the atomizer mechanism as organized for use in connection with a reversible engine, in which arrangement the valve operating parts are in duplicate, but I do not wish to be understood as limiting myself to the organization shown as obviously by eliminating one train of the mechanism the remaining Ytrain may be employed to operate and control the atomizer valve of a non-reversing or straightaway engine.

In the accompanying drawing wherein like reference characters indicate the same parts throughout the several views, the numeral 1 designates a part of the base frame or casting of the engine upon which is mounted the engine cylinder or cylinders 2, the number of cylinders depending upon the horse-power required to be developed. Inasmuch as the cylinders, atomizer valve mechanism, fuel-feeding pumps and other necessary parts for the several cylinders are identical in construction, a description of one set of these mechanisms as applied to a single cylinder engine will suiice for an understanding of the invention when such mechanisms are applied to a multiple cylinder engine.

The atomizer valve for admitting a charge of fuel oil into the engine cylinder is indicated by the numeral 5T, said valve being mounted for vertical movement in an atomiZer sleeve 57a. which sleeve is inclosed b v a 100 described are all removably mounted in the cylinder head,`but they will not be described in detail as thev form the subject matter of' mechanism of the present invention has an.

operating connection with the manual control lever of the engine. This control lever is indicated by the reference numeral 41, Fig. 1, and is mounted upon a shaft 42. The control lever in the instance shown is associated with a dial-plate 46, provided with peripheral notches 45, with which a locking dcg 44, carried by the control lever may engage in order to set or lock the lever in any desired osition. The control lever may be moved 1n either direction to set the operative parts for running the engine either ahead or astern.

The charges of fuel oil are admitted to the working cylinders of the engine through the atomizer 56, fuel oil being admittedv under air pressure in the usual way upon the lifting of the valve 57, said valve being lifted at regular intervals through the rnedium of the levers 58, there being in the instance shown two such levers associated with the stem of each of the valves 57, the levers 58 passing through a transverse opening formed i the upper end of the stem of the valve. rlghe levers 58 are pivoted at 59 to a bracket 60 projecting upward from the cylinder head of the engine. A spring 58a acts upon the upper end of the lever 57 to normally hold the valve firmly to its seat, the said spring being closed in a threaded cap 58h, which, cap has an adjustable threaded connection with the sleeve portion 58c forming a part of the atomizer structure. Obviously the pressure of the Valve 57 upon its seat may be regulated by adjusting the position of the threaded cap 58". One of the levers 58 of the two referred to is employed to lift the valve when the control lever 41 is set for running the engine ahead and the other of said control levers is employed when the controller is set for running the engine astern The operating and controlling mechanisms for these levers which will now be described, are so arranged that one or the other will be automatically set in position for operation by the movement of the manual control lever.

Pivotally connect-ed to the free end of` each of the atomizer valve levers 58 is a depending rod 106 carrying a roller 107, at its lower end` such roller being adapted to move `back and forth over the face of a lever 108 fulcrumed at 109, said lever carrying a roller 101, at its free end that coperates with a cam 111 mounted upon the cam shaft 40 of the engine, the said cam 111 acting to lift the lever 108 at regular intervals, and

through the described connections with the lever 58 lift the valve 57 ofthe atornizer to admit a charge of fuel oil into the engine cylinder. The roller 110 that is carried by the lever 108, is yichlingly held in contact with its cam 111 by means of a coiled spring 112, Fig. f2 that bears against a toe 113 formed integral with the lever 108. In the normal or inoperative position of the parts the roller 107 that is mounted upon the rod 106 is situated directly above the fulcrum pin 109 of the lever 108, in which position there Will be no vertical movement of the rod 106 and its associated parts, even though the lever 108 should be actuated by its cam 111. If, however, the rod 106 with its roller 107 is moved outward over the face of the lever 108 toward the outer end thereof, it will be apparent that the movement of the lever 108 imparted thereto by the cam 111 will be transmitted to the rod 106 and the valve 57 of the atomizer lifted to a degree depending upon the distance the roller 107'" is moved outward over the face of the lever 108, the lift of the valve 57 from its seat depending upon the position of the roller 107 upon the face of the lever 108.

The roller 107 is normally held in yielding contact with the face of the lever 108 by means of a coiled spring 114, one end of which spring is connected to the lever 58, at 115, and the other end being provided with a threaded stem 116, which passes through an opening in a bracket 117, the stem being provided with a thumb nut 118, by which the tension of the spring may be adjusted at Will.

As before indicated 'there are in the case of a reversible engine, two levers 58 associated with each of the atomizer valves 57, and there are also two sets of the valve actuating mechanisms last described as more clearly shown in Fig. 1, these mechanisms being arranged side by side or parallel, and being independent-ly operable, one set being provided for operation in running the engine ahead and the other set for operation in running the engine astern Then one of therods 106 is set for operation in cooperative relation with its associated actuating lever 108, the other of the rods 106 will remain in an inoperative or idle position.

The camshaft 40 is driven from the main shaft 121 having two crank arms 122, 123, respectively, the arm 122 being slidably connected at 124, to the rod 106, and the crank arm 123 being pivotally connected to a turn buckle link 125, which link is pivoted at 126 to a vertically reciprocating slide 127, as more clearly shown in Figs. 3 and 4, said slide being normally urged in an upward direction by means of the coiled s ring 128, one end of which is attached to t e engine frame, and the other cnd of which is provided with a threaded stem 129 which asses through an opening in a lug 180 carried by the slide 127, the said stem being provided with a thumb nut 131, by which the tension of the spring may be adjusted.

As more clearly shown in Figs. 1 and4 there are two sets of thefmechanisms just described, these being arranged on opposite sides of the two levers 108, and one set cooperating with each of the connecting rods 106, the said mechanisms being independently operable. Between the lower ends of the'two slides 127 is located a substantially T-shaped lever 132 pivoted at 133, said lever having at its upper end a pair of oppositely extending arms 134, each of which normally rests upon a pin or roller 135, one such roller being carried by each of the slides 127 so that if the T-shaped lever 132 is moved in one direction, as for instance to the right, the arm 134 will act on the pin or roller 135 of one of the slides 127 and move the same downward, which movement will in turn, through its connections with the crank lever 121, move one of the connecting rods 106 outward in position over the face of the lever 108 to be actuated by the operating cam 111 to lift the valve 57 of the atomizer, and thus admit a charge of fuel oil into the engine cylinder, the before mentioned spring 128 returning the slides 127 to normal position when the control lever 41 is brought to Vthe stop position on the dial 46. If, on the other hand the T-shaped lever 132 is moved in the opposite direction, as for instance to the left, the slide 127 on the right side of the T-shaped lever will be moved downward to operate the other of the connecting rods 106 to set, the same in coperative relation with its associated lever 108. The lower end of the T-shapcd lever 182 is pivotally connected to a slide bar 136, which slide bar is connected at one end of a crank arm 137 carried by the shaft 42 of the control lever, as more clearly shown in Fig. 1.

It will be understood that there are as many T-shaped levers 132 as there are engine cylinders, and that the slide bar 136 is connected to each of the said levers, so that a movement of the manual control lever in one direction or the other will effect a corresponding movement of all the T-shaped levers 132, and it will also be understood that if the manual control lever is moved in one direction, as for instance to the ri ht to set the engine for running ahea all the proper connecting rods 106 of the engine cylinders, if there be more than one, will also be set for this operation, and if the manual control lever be moved in the opposite direction, as for instance to the left, the corresponding parts will be set for running the engine astern.

The fuel oil for operating the engine lis ted to the engine cylinders by means of a variably acting plunger pump shown generally in Fig. 1 of the accompanying drawings, there being a separate pump for feeding oil to each of the engine cylinders.' In the said drawings the reference numeral 61 designates one of the pump cylinders in which is reciprocably mounted a plunger 62, the latter'bemg normally held in retracted position by means of a coiled spring 63 coiled about the lower end of a stem'extension 64 of the plunger, said extension passing A through a guide 65 between the end of which and a nut 66, carried by the stem extension, the said coiled spring is meV inted, the nut 66 serving to adjust the tension of the spring. The pump cylinder 61 is provided at its upper end with an intake ipe 67 leading from the fuel oil supply tan t 68v and the oil is delivered to the engine cylinder or cylinders through the delivery'pipe 69 leading from each pump cylinder 61.

The pump mechanism is provided with adjusting means for varying the stroke of the pump plungers to vary the quantity of fuel oil fed to the engine cylinders. This plunger 4adjusting means is connected to the manual cntrol lever 41 of the engine so as to be adjusted by said lever simultaneously with the adjustment of the atomizer valve adjusting means. The adjusting means for the plungers of the oil pumping mechanism is actuated in the instance shown by a pinion 97 mounted upon a shaft 82 forming a part of the pumping mechanism, the said pinion 97 being rotated in the proper direction to adjust the stroke of the pump plnger by means of a rack bar 96 pivotally -connected at one end to a bell crank lever 95, which bell crank lever is connected by means of a link 94 to a crank arm 93 fixed to the shaft 42 .of the manual control lever 41, so that any movement of the said control lever 41 in either direction will, through the connection described, cause the rack 96 to rotate the pinion 97 in the proper direction, and to the proper degree to regulate the fuel oil fed to the engine cylinders.

The plungers 62 of the pump mechanism are, in the insta-nce shown, actuated by a pair of bell crank actuators 73 arranged opposite each other, the arms 74 being located in parallelism on opposite sides of a cam shaft 76 so as to be alternately engaged by the cam carried by said shaft. Each bell crank lever 73 is mounted to swing on a ulcrum pin 78 carried by a laterally shiftable slide plate 79, the said plates being free to slide toward and from each other in dove-tailed guides.`

The movement of the slide plates 79 with their fulcrum pins and bell crank levers is effected through the medium of two Worm spindles 81, 82. each spindle carrying a pair of right and left hand worms 83, 84, respectively, each of which pair of worms is in mesh or gear with a worm sector 85, the sectors revolving on the pins which cari-.y the bell crank levers 73, so that whatever movement is imparted to the sectors will likewise be imparted to the bell crank levers so as to move their lower ends 74 toward and from each other, or toward and from the cam 75 on the shaft 76, the worm sectors being arranged to revolve on their fulcrum pins 78 and roll as pinions on a rack depending upon which of the worm spindles 81, 82 is stationary, thereby causing the fulcrum pins 78 with their bell cranks 73, to move away from each other or closer together according,to the direction of revolution of the worm spindles 81 or 82, and thereby increase or diminish the stroke of the fuel pump plungers 62 which are driven through a suitable connection with the shorter arms 72 of the bell crank levers and theyokes 71 of the pump plungers. The spindle 82 is provided at one end with the beforementioned pinion 97 with which the f rack 96 engages, said rack being connected to the manual control lever 41, as herein-` before described.

I do not, in the present application, claim the pumping mechanism per se, except as the same or some other type of variable stroke pumping mechanism is employed in connection with a manual control lever that in turn is connected to an adjusting mechanism for varying the lift of the atomizer valve. The pumping mechanism vherein shown forms the subject matter of a separate application.

The lever 93 on the shaft 42 of tlie manual control lever is on a dead center so that whichever way the control lever 41 is moved, that is to say either ahead or astern,7 the rack 96 will always move in the same direction of movement of the control lever. By reason of this construction it will be seen that whenever the manual control lever 41 is moved to bring its locking .dog into engage ment with, for instance, the second notch in the dial plate 46, the worm spindle 82, through its rackand pinion connections and 97, bell crank 95, and link andcran connections 94, 93 with the shaft' 42 .of the control lever will bring the arms'74 of the plunger actuators close together to be engaged and operated by the cam 75 on the shaft 76, the distance between thearms 74 atomizer valve.

rdimm.

of the plunger actuators Varying depending upon the amount ofmovement given the control lever 41, it being understood, of course, that the dial 46 about which the control lever moves, has several fuel feeding 'positions, to any one. of which the contr'ol Y it is mounted upon the control lever shaft 42, said bushing having a substantially semi-circular cut out portion partially surrounding the said shaft and terminating at its ends in two shoulders or abutments 99 with either one or the other of which `engages a key 100 carried by the shaft 42 so that during the initial movement of the control lever in either direction, that is to say to the right or to the left, no movement will be imparted to the crank arm 93 and its associated. mechanism leading to the fuel feed pumps. By this means I am able to move the control lever to the rst notch p0- sition in order to start the engine as by compressed air power, without feeding fuel oil to the engine cylinders or opening the Immediately, however, the control lever is moved past the first notch position, the key 100 will engage one or the otherof the shoulders 99 depending upon the direction of movement of the control lever, and the crank arm 93 will then begin' to turn with the control lever shaft 42 to move the bell crank levers 73 in position for engagement with their actuating cam 75, it being understood that when in normal position or the idle position of the parts, the levers will be so widely separated that the cam 75 cannot engage the arm 74. The crank arm 137 that is carried by the shaft '42 has a similar lost motion sleeve connec-V Y mechanism, as well as the oil pumping mechanism, is a lost motion connection, and the manual control lever may thus be moved a certain distance either ahead or astern without affecting the operation of the. oil

der of an internal combustion engine of the pumping 4mechanism or the atomizer valve actuating mechanism.

What I claim is 1. The combination with the power cylinder of an internal combustion engine, of a valve controlled atomizer for said power cylinder, a valve actuator for the atomizer valve, means for feeding fuel oil to the power cylinder, and a controller having operative connections with said fuel feeding means and said valve actuator.

2. The combination with the power cylinder of an internal combustion engine, of an atomizer valve forsaid power cylinder, a valve actuator for said valve, means for feeding fuel oil to the power cylinder, and a controller, for governing the operation of said fuel feeding means and said valve actuator, said controller having lost motion connections between the fuel feeding means and actuators respectively.

3. In 'combination with the power cylinder of an internal combustion engine, an atomizer valve, valve actuating means there for, anda controller for starting and stopping the engine, said controller having an operative connection with said valve actu'- ating means for variablyv lifting the valve and for rendering the valve inactive.

4. In combination with the power cylin reversibletype, an atomizer valve for admitting fuel oil to the power cylinder, optionally operable Plural means for lifting said atomizer valve, and a single manually operable controller having separate operative connections respectively with said optional valve lifting means for rendering either means operative. l

5. In combination with thepower cylinder of an internal combustion engine, of an atomizer valve for feeding fuel -oil to said cylinder, a pivoted valve actuator, means for operating the actuator, and anv adjustable connection between the -actuator and `the valve, said-connection being movable toward and from the pivotal point of the actuator.

6. In combination with the power cylinder of an internal combustion engine, of an atomizer valve for feeding fuel oil to said cylinder, a pivoted valve actuator, means for operating the actuator, an adjustable connection betweenthe actuator and the valve, said vconnection being movable toward and from the'pivotal point of the actuator, a control lever, and an operative connection between said control lever and said adjustable connection. 4

"7. In combination with the power cylinder of an internal combustion engine of the reversible type, an atomizer valve for feeding fuel oil to the cylinder, a' pair of valve actuators for said valve, variable means for operating the valve actuators, aud-a manu-v ally operable controller having independently operable connections with said variable means.

8. In combination with the power cylinl der of an internal combustion engine, an atomizer valve for feeding fuel oil to said cylinder, a pair of valve actuators' for each atomizer valve, variable means for operating the valve actuators, variable means fc:` feeding fuel oil to the atomizervalve, and a manually operable controller having oper- `ative connections with both sa-id variable means.

' 9. In combination with the power cylinder of an internal combustion engine, an.

atomizer valve for said cylinder, a pair of 10. In combination with the power cylin I der of an internal combustion engine, an atomizer valve for said cylinder, a pair of levers for operating said valve, variable cam operated means for actuating each of said levers, variable means for feeding fuel` oil to the atomizer, and a manually operable controller having independent connections respectively with said variable oil feeding means and said vvariable lever actuating means.

11. In combination with the power cylinder of an internal combustion engine, an atomizer valve for said cylinder, a pair of levers for operating said valve, variable cam 'operated means for independently actuating each of said levers, and a manually oper-A able controller having a lost motion connection with such variable lever actuating means.

12. In combination wit'hthe power cylinder of an internal combustion engine, an atomizer valve for said cylinder, a pair of levers for operating said valve, variable cam operated means for actuating each of said levers independently, variable means for feeding fuel oil to said atomizer, and a manually operable controller having independ-' ent lost motion connections respectively with said variable oil feeding means and lsaid variable lever actuating means.y

13. In combination with the power cvlinder of an internal combustion engine, .an atomizer valve for said cylindeiga pair of independently operable and independently adjustable actuating devices for said valve, means for operating said devices, a manual control lever for the engine, and means connecting said lever and said adjustable actuating devices for setting one or the other in position for operation depending upon the direction of movement of the control lever.

14. In combination with the power cylinder of a'n internal combustion engine, an atomizer valve for said cylinder, a palr of independently operable and independently ad-v justable actuating) devices for the said atomizer valve, means for operating said devices, a manual control lever for the engine, and means connecting said lever and-said adjustable actuating devices for setting one or the other into position for operation depending upon the direction and extent of movement of the control lever.

15. In combination with the power cylinder of an internal combustion engine, an atomizer valve for said cylinder, a pair of independently operable, and independently adjustable actuating devices for s aid'valve, means `for operating'said devices,sepa'rate means for adjustingthe position of each of said devices relative to its operating means, a manual control lever for the engine, and means connecting said lever andl said separate adjusting means for ,setting one or the other of the actuating devices into position foro'peration` depending upon the direction' vof movement of the control lever.

16. In combination with the power lcylin- V der of 'an internal combustion engine, an

atomizer valve for feeding fuel oil :to lsaid cylinder, a pair ofi-pivoted levers for' lifting said valve, a pair of pivoted valve-actuators, and a separate independently operable connection between each lever and its asso'-v ciated valve-actuator.

17. In vcombinationfwiththe power cylinder of an internal combustion engine, an

atomizer-fvalve for feeding -uel-oil to lsaid cylinder, a` pivotedA lever for lifting said valve, aj-pivoted valve actuator, and an operative connection between said lever and valve actuator, said` connection being adjustable relatively to the pivotal point of the actuator to vary the lift of the valve.

18. In combina-tion with `-thc power cylinder of an internal combustion engine, anA

atomizer valve for feeding fuel-oil to said cylinder, and sepaiate independently operable optional means for actuating Said valve.

19. In combination with the power cylinder of an internal combustion` engine, an atomizer valve for admitting fuel-oil to the engine cylinder,`and separate independently operable means for actuating said valve, including an adjusting device for varying the lift of the valve. .i

20. In combination with the power cylinder of an internal combustion engine, a'n atomizer valve for admitting fuel-oil to said cylinder, a pivoted, leverhaving an operative connection with said valve, a valve actuator, a clam for operating said actuator at regular intervals, and a link connected at one end to said lever and having Aan adjustable connection at its opposite endwith the valve actuator.

21. In combination'with-the power cylinderf of an linternal combustion engine, an atomizer valve for admitting fuel-oil to said cylinder, a pivoted lever 58, having anoperative'connection with the stem of said valve, a pivoted valve-actuator 108, a cam for operating said actuator at regular intervals, and a rod 10.6- pivoted at one end to the said lever'and having its other end in adjustable engagement with the said valve actuator,

whereby to vary the lift of the valve.

22. In combinationwith the power cylinder of an internal combustion engine, any atomizer valve for admitting fuel-oil to said i cylinder, a pivoted lever having an operative connection with the .stem of the valve,y a pivoted valve-actuator, a cam for operating said actuator, a rod pivotallyconnected at one end to said lever and having its other v adjustable over the face of said actuator, a'

crank-arm`for moving the said adjustable end of the rod, and means for operatingthe said crank-arm. o

V24.v In combination with the power cylinder fof an internal combustion engine, an atomizer valve for admitting fuel-oil to said cylinder, a pivoted lever for lifting said' valve, a valve-actuator, an operative connection between said lever and actuator, said connection having idle and operative positions, and means for 'normally maintaining the'said connection in its idle position.

25. In combination with the power cylinder of an internal combustion engine, an

atomizer valve for admitting fuel oil to said cylinder, plural'means for operating said valve, and a controller having operative connections with said plural means for rendering either of said means operative.

26. In combination with the power cylinder of an internal combustion engine, an atomizer valvefor admitting fuel-oil to said cylinder, independently operable plural means for actuating said valve, said means having idle and active positions, means for normally maintaining said means in idle position, and a single operatingelement having operative connections with said plural means for setting either in operative position. 27. In an internal combustion engine of the Diesel type-embodying power cylinders and pistons and scavenging cylinders and pistons, a valve controlled atomizer for each of the power cylinders, a pair of levers for operating each of said valves, variable cam operated means for actuating each of said levers, variable means for feeding fuel oil to each of said atomizers, and a manually operable controller having independent connections respectively with said variable oil feeding means and said` variable lever actuating means. f p

28. In an internal combustion engine of the Diesel type embodying power cylinders and pistons and scavenging cylinders and pistons, a valve controlled atomizer for each of the power cylinders, a pair of levers for operating each of .said valves, variable cam operated means lfor actuating each `of said levers, variable means for 'feeding fuel oil toeach of said atomizers, and a manually operable controller having independent lost motion connections respectively with said variable oil feeding means and said variable lever actuating means.

29. In an internal combustion engine of the Diesel type embodying power cylinders and pistons, a fuel admission lvalve for each power cylinder, means for feeding fuel oil to said admission valves, a cam operated valve actuator for each admission valve, and a manual controller having separate operative connections respectively with said fuel feeding means and said valve actuators.

30. In an internal combustion engine of the Diesel type embodying power cylinders and pistons, a valve controlled atomizer for delivering fuel oil to each of the power cylinders, a lever for operating each of said valves, variable cam-operated y means for actuating each lever, variable means for ,feeding fuel oil to each of said atomizers, and a manually operable controller having independent lost motion connections respectively with said variable oil feeding means and said variable lever actuating means.

31. In an internal combustion engine of the Diesel type embodying a plurality of power cylinders and their coperating pistons, a valve-controlled atomizer for each of said cylinders, separate actuating means for each atomizer valve including an adjustable member for varying the lift of its associated valve, and a single manually operable controller for stopping and starting the engine, said controller having operative connections with all of said adjustable members to move them simultaneously into or out of operative position.

32. In a reversible internal combustion engine of the Diesel type embodying a plurality of power cylinders and their coperating pistons, an atomizer valve for each of said cylinders, optionally operable plural means for actuating each atomizer valve,

the Diesel type embodying a plurality of power cylinders and their coperating pistons, an atomizer valve for each cylinder, actuating means for each valve including an adjustable member as 106,*for varying the lift of the valve, a manually'operable'controller, and connections between said controller and each of said adjustable members, including' al vertically reciprocating slide 127, a pivoted member v132, having a hooked portion in engagement with the slide, and a bar 186, connected respectively to the controller and all the said pivoted members.

34. In an internal combustion engineembodying a power cylinder and coperating piston, an atomizer valve. for admitting fuel oil to said cylinder, actuating means for said valve including a pair of independently operable adjustable members vas 106, for varying the lift of the valve', a manually operable controller, and a connection between said controller and adjustable memA bers, including a pair of vertically reciprocating slides as 127, one connected to each such member, a substantially Tshaped pivoted member as 132, arranged between and having engagement with said slides, and a bar as 136, connected respectively to the controller and to the said pivoted member.

In an internal combustion engine of the Diesel type embodying power cylinders and pistons and scavenging cylinders and pistons, an atomizer valve associated with e'ach power cylinder, adjustable pumping means for feeding` fuel-oil in regulated charges to the said valves, adjustable'means for variably actuating said valves, and a single manually operable controller having separate operative connections respectively with said pumping means' and said valve actuating means. f

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

Y LEONARD B. HARRIS. Witnesses:

G. W. CARPENTER, JOHN C. PURCELL.

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