US1001595A - Internal-combustion engine. - Google Patents

Description

11S. JAGHIMOVIGZ; y `IN'rE'liBrAI;Gomms'r1o-1v ENGINE, APPLIOATION IILED AUG. 12, 1907.

Patented Aug. 22, 1911.

y S. JACHIMOV'IGZ. INTERNAL ooMBUsTIoN ENGINE. AYPIIOATIN FILED AUG. 12. 1907.

1,001,595. lPatented A'ug.-2 2,l1,911.

4 SHEETS-SHEET 2.

fo air brake A7 ORNEY S. JAUHIMOVIGZ. INTERNAL ooMBusTIoN ENGINE; APPLICATION ILBD AUG, 12, 1907. Y 1,001,595. Patented Aug. 22, 1911.

n 4 SHEETS-SHEET 3- WITNESSES.-

ATTO'RNE Y;

-S. JAGHIMOVIGZ. INTERNAL GOMBUSTION ENGINE. APPLICATION FILED AUG. 1.2, 1907.

Patented Aug. 22, 1911.`

. 4 SHEETS-SHEET 4:

ML\\\\\\ \\\\\\I ATTORNEY.

if.) NITED STATES PA TENT OFFICE.

SZYMON JACHIMOVICZ, OF BERKELEY, CALIFORNIA, ASSIGNOR 0F ONE-HALF TO M.

GRODIN, 0F OAKLAND, CALIFORNIA INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Application filed August 12, 1907.

elevation of the shaft for actuating the outl To LZZ whom lit may concern.'

Be it known that I, SzYMoN J .xoi-nirovicz, a subject of the Emperor of Russia, residing at Berkeley, in the county of Alameda and State o1" California, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to 1L-cycle internal coinlmstion engines, the object of the invention being to providemechanism whereby a shaft, driven by a plurality of suoli engines, can `be started under a load in either direction; by which its direction of motion, when running in either direction, can be reversed; and by means of which thealoove mentioned st'arting or reversal can be effected by merely turning the handle of the regulating valve which regulates the admission of gas to the engine also in which by the movement of the same handle; the `momentum of the moving parts can be used to do work, for the purpose of checking the motion of said parts.

In the accompanying drawings, Figure 1 a broken front elevation, showing four internal combustion engines to which my invention is applied; Fig. 2 is a vertical section `of the same, partly in side elevation; Fig. 3 is a detail side View of the valve mechanism for said engines, showing also a .portion of -thfe compressed air reservoir;

Fig. et isabroken top plan view of the saine; Fig. 5 1s anend View of the vielveoperating handle, show1ng`also the connectio n therefrom to the carburetor; Fig. 6 is a longitudinal section, on an enlargedscale,

ofone for-1n of the regulating valve for said engines, especially for boats; Fig.' f( is a. cross section of the same on the line 7 -7 of Fig. t3; Fig. 8 is a cross section on the line S- -S of Fig. 6; Figs. 9, 10, 11, are views, similar to Figa. G, 7, S, of the form of the regulating valve. particularly adapted for use with automoljiiles; Fi 12 is an enlarged section of thc starting ant. slide valves; Fig..

1 3 is a horizontal section of the same, on the line'15-1l of Fig. 12, being shown in plan view; Fig.. 14`isan enlarged side elevation, partly in section, of a portion of the shaft for" actu ating thc inlet valve and compressed air value.; F ig. 15 is a cross section on the i -line 15--15 ofnFig. 14.-, looking in 'the dircc tion of the arrow; Fig. 16 is a broken 'side let valve; Fi 1 7 is a cross section on the line 1717 o Flg. 16; Fig. 18 is a broken .detail section of the same shaft as is shown' tuating the compressed air valve and the 'roller actuatedvthereby; Fig. 10 is a section on the line 19-19 of Fig. 1S; Fig. 20 is a. ldiagran'nnatic view showing the periods of opening and closing of the inlet and exhaust valves and of .opening and closing of the passages for conducting air to the starting" valve;l Fig. Q1 is a Simi-lar`view showing said periods when reversing; Fig. 22 is a diagrammatic view of one of the engines.'

Referring to, the drawings, 1 lindicates the casings of gas engines, of which there are here shown four in number, 2 indicating the pistons of said engines, connected by pitmen 3 to nranks 4 on the shaft 5 of thc engine. From said shaft 5 are driven. in the usual manner, the shafts G and 7. actuating the'inlet valves S and the exhaust valves 9, the gas being admitted by the inlets 10 and en hausted by the outlets 11, all of the above construction being -usual and forming no' 4bearings 19, Iand having at sui-table intervals clutch fingers or bars 20, curved at their inner edges to fit closely against said sleeves. All of the cams controlling the inlet valves of the several. gas engines are. thus simultaneously movable lougitln'linally by means of said cylinder 17, the power being derived through a pipe 22 leading thereto from a pipo 23 leading from a controlliiig valve .-l. hereinafter more fully described, to which valve 24 a. pipe 25 leads from'a reservoiu 9.13

of compressed air. In like vmanner all of the camsnontrolling the outlet valves ofthe several gas enginesl are movable longitudinally on the shaft T, by ineans of a similar cylinasA der and piston, said cylinder being` supplied by a pipe ,27 connected with the same pipe Springs 43 resist thev said longitudinal movement of the said cam sleeves and movel the cylinder 17.

Upon the shaft 6 is secured a fixed sleeve 30, which has a large tooth 31 land two small teeth 32, forming with the large tooth and with each other three recesses ofequal size, the outer recesses being spaced an equal distance from the middle one. In like manner, the sleeve 21 of the cam is formed lrst with a lai-ge tooth 34 which extends over an angle slightly greater than a right angle, which is again formed with two small teeth 35, which are spaced from each other a suitable distance, and are of suitable size to fit into either adj acent pair of the three recesses lVith this arrangement, the cam can assume one of two positions relative to the fixed sleeve upon the shaft, such positions being shown in full and dotted lines respectively in Fig. 15. One of these positions is given to the cam when it is desired toA run the engine in one direction, and the other when'it' is required to run it in the other direction, and said positions are spaced from each other by an angle slightly less than aright angle. Then the cam sleeve has been moved to its limiting position, the large tooth of the cam sleeve has nevertheless not been moved past the end of the large tooth on the collar, the length of either of these teeth'being greater than the distance through which the cam sleeve is so moved.

cient to @,:causethe cam itself to ass the edge of the roller 14, so that said roller immediately thereupon, under the action of the spring't, drops upon the cylindrical portion of the cam sleeve, and therebycloses the inlet valve. It is necessary to make the width of the cam and the Width of the roller Less than the dist-ance through which the vair.

cani is moved longitudinally, in order that when said cams are all shifted on the valve inlet actuating shaft, all of the rollers 14 drop'- and all of the inlet valves are immediately closed to prevent the' escape of compressed air through thev gasiengine when start-ing the same by means of-compressed A.- very similar arrangement is provided for the "exhaust, except that in this case the collar has two notches 38 with a long *tooth 39. between them, and the cam sleeve has a singe long tooth 40 adapted to engage eitherof said notches 38. y The arrangement ofteeth, cam sleeves and However, the dist-ance' through which the cam sleeve moves is suffi-v collars u on the two valve actuating shafts to contro the reversal of the engine is important. If it is desired to reverse the direction of the engine, compressed air is by means which will be presently described ad* mitted to the cylinder proper and to the two cylindersv17 which shift all cams, and thus close all inlet and exhaust valves, so that the engine is stopped, but is started immediately in the opposite direction by such compressed air. The direction in which said engine will move when so started is determined by the controlling valve in the manner presently described. Assuming however that the engineis running in the opposite direction by means of compressed air it Will result that the two cam shafts will now also rotate in the reversedirection. In. the meantime all the cam sleeves, under action of compressed air admitted in cylinder 17 are. shifted longitudinally to the left by clutch fingers 20. The shifting of the cam sleeves co1 ipresses springs 43 which force said sleeves back against clutch fingers 20. The friction so created slows the motion of the cam sleeves relatively to the shaft .or even stops it for a moment, which, will cause the teeth upon the-collars to advance past the teeth upon the c am sleeves` until the large teeth of the cam-sleeves are struck by the teeth of the collars which causes the cams to assume a different positioJn relatively to the shaft, the two positions being shown by the full and dotted lines in Figs. 15 and 17,

In order to prevent the cam sleeve moving with the shaft and until positively compolled to, it is desirable to make the above change with as little friction as possible on the 4cam sleeve, and so there is provided 'a' convex washer 42 of hardened lsteel inter,

seen that while the engine is running inv either direction, spring 43 presses Athe `cam There is sleeve against the collar 30 making a positive clutch of-tliem. But when the engine,

is startedon the motion reversed, the sprind 43 forces't-he cam sleeve against the clutch fingers =2Q producing angular displacement of said cam sleeve upon theshaft.

' As soon as the compressed air 1sv with-- drawn, the spring 43 returnswthe Cain sleeve to the right, but it is .possible that'the ends of the small teeth upon the cam sleeve do not return at once' to their .properv position in the notches, but asV soon as the cam strikes the edge of the roller, then said short teeth upon the cam would be moved-43o forcing the :ani forward on the shaft out of .its proper position,

Longues siitiicicntly to enable them to spring forward into theotherpaii'olthenotches. The short teeth are provided to prevent the pressure of the rollers ii pon the. rear side of tho cam The angle through which the shaft. of the inlet. valve cams ni-iist turn in the reverse direction before the front edge of the long tooth ou the collar strikes the rear edge of the long tooth on the cam sleeve is a little less than a. right angle. -lt is to he observed that in Fig. vl5 the parts are shown with the shaft in both cases in the position corresponding with the dead point of the piston. That is, it we first consider the parts in the position in which the cani is shown in full lines, before the reversing of the shalt Vtakes place, and then supi'iose the shaft vto 'oe reversed from a. left handed direction oi rotation to a right handed direction of rotation, the cam reniiiining stationary, then the shaft will be moved through an angle a. little lesstliaii 90O before the connection of the cam and shaft is completed. Then the lshaft is supposed to have been brought back through the same angle, in,

order to .'show the same position. beforefor the. engine, and this will bring the cani from the position shown 'in fulll lines to the position shown in dotted lines, the shaft being now again in the same positionas before. A precisely similar mode of operation takes place in regard to the am controlling the outlet valve, the main difterence being that the angle through which the shaft turns, before-its engagement with the cam takes place, is much Vgreater than for the cam controlling the inlet valve, being a little less than three righ tangles. In each case the cam'assumes symn'ietrical positions on its shaft on opposite sidesof the dead point of the crank shaft of the engine. Itis for constructive reasons that it is found desir- Vable to use two vsmall teeth for the inlet valve controlling cam sleeve and4 only one tooth for the outlet valve controlling cam sleeve. Upon the shaft of the cam-'which controls the inlet valves is also'provided'afixed cam 44 which controls the compressed air slide valve.

comprises a. cylindrical slide 45 attached to a rod 46 and sliding in a cylindrical wall 47 connected ports 48, 49 with two chamoperation of the regulating valve hereinafter described. It is by the selective use of theseA pipes, the-one for compressed air Said slide valve isshowii 4more particularly in Figs. 12 and 13 and and the other for exhaust, that the engine can be started in either direction. Since the cani shaft carrying the cani 44 i'i'iahes one coni plete 'revolutionI lor two complete revo-- liitions ot said cngine shaft, there are four points 'in the completo revolution ot said cam shaft /.i'ree]ionding to the two dead points of the engine shaft. In Fig. 19 is shown one of these four positions of the cani shaft, that is, in which the general direction of the cani is midway between the vertical and horizontal. In Vthis position corresponding to the dead points of the engine shaft, the roller ooi'itrolling the movement oi4 the compressed air slide valve 45, and therefore also said valve, are in their middle positoilis, in which positions both the ports 48, 49, are closed.. lf the cani shaft. is moved in the direction of the arrow shown in Fig. 19, which corresi'ionds with the direction ol.' iiiovoinent of the engine as shown 4by the arrow in diagram Fig. 20, then the rol'l'er and the compressed air slide 'valve begin to rise from their middle position and the lo-ii'er ports 48 are opened, and remain open4 until the cani shaft has moved through substantially 9'?) degrees', and the slide valve has returned to its middle position again closing bot-h Tupper and lower ports.

Referring to F1g522, it will be seen that the piston of the engine is moving downto one of those periods of the cycle in which either explosion or admission takes place. Now, when it is desired. to start the engine in either desired direction by the admission of compressed air, it is obviously necessary that the compressed air should he admitted. to the cylinder of the engine while the piston is moving downward, that is, in either one of the two above-mentioned periods of its cycle. Since then the arrangement of the arts is such, thatwhile the engine is moving in the direction shown in Fig. 22, and the cam is moving in the direction shown in Fig. 19, the lower` ports 48 are open, it follows that compressed air should be admitted to the lower chamber 50, connected with said lower ports 48, so that durf ing movement of theslide valve, compressed air. may be admittedy into the engine duri-ng one of the periods corresponding with either ward. In a St-cycle engine this corresponds explosion or admission in its regular cycle of operation.

The movement of the camv which controls` the compressed au' slide valveis arranged relativelyto the cam which controls the'in-,

let valve of the engineas indicated by fiill lines in Figs. 15 and 19. In Fig. 15 it will. be seen that the cam moves inthe same direction asin Fig. 19, and. that. it has just begun toy open the inlet valve, that is, admission is beginning to take place. Compressed air for starting the engine must be lmt-ted during either the admission period ortho ing the engine inthe direct-ion as shown in ing of the upper and lower 4ports controlled of the inlet valve of the engine and the part it will readily be seen that the control of of. 'this period-the crank and piston have vresopenings and closures of the inlet and exgine arrives at its uppermost position, shown -a period of compression, and on referring 'gine shaft, both the i'nl'et.v and the out-letv explosion period of the cycle of the engine, and since the position of the slide valve corresponding to the position of the cam in Fig. 19 is one in which the lower ports 48 are 'just opened or beginning to be opened, it follows that it is to this lower port that compressed air must be admitted for start- Fig. 22. In this way it is determined to which one of the pipes 52 and 53 the compressed air should be admit ed. The means. for selectively admitting'co pressed air to one or the other of thesepipes is more particularly shown inFigs. 3 to 11, which show the construction of the regulating valve.

Figs. 20 and 21 are diagrammatic views' illustrating the openings and closures of the inlet and exhaust valves and also of the ports controlled by the movement of the slide .valve to admit or exhaust the comressed air, and also indicating the direction 1n which the compressed air is admitted and exhausted through said ports.- In these iigures the larger circular diagram showsV the haust valves of the engine; the smaller circular diagram shows the opening and closby the slide valve. In the larger diagram, the part 54 intersected by full radial lines indicates the time and extent of opening v55 intersected by broken radial lines indicates the timeand extent of opening of the exhaust valve of the engine. .Su posing that thevcrank sha-ft is rotating in t e direction indicated by the arrow in Figs. 15 and 19,

the valves will be indicated dia-grammatically by traveling around said diagram in the opposite direction to the movement of said shaft. Thus, onreferring to said diagram it will be seen that the inlet valve is opened slightly before the crank of the en- 1n Fig. 22;."as the engine shaft rotates, the inlet valve is lopened wider until the engine shaft has made one-fourth of'a revolution, and then the inlet valve begins to be contracted and is completely closed when the crank shaft has anivedgat its lowermost position. Theabov'e is the period of admission into the gas engine. In the next half ofthe revolution of the engine shaft is to the diagram it will be seen that the inlet and'exhaus't valves are closed. AtY the end turned to their uppermost pisition. -At this point ex losion takes place, which forces the iston -fdbwnward again, and during the ownward movement of the piston, for

nearly one-half of the' revolution of the envalves remain' closed, as, shown by,-.the dial gram, but when the engine shaft has rotated through about four-fifths of this half of -period of the engine cycle, the opening and closin of the upper and lower ports controlle by the compressed air slide valve,

the inclosed spaces 56 without the circle indicate the time and extent of opening of the lower ports, while the inclosed spaces 57 within said circle indicate the time and extent of openings of the upper ports These spacesfwhen intersected by full radial lines, indicatethat the corresponding ports are opened fdr thefpassage of compressed air into the engine, and when intersected by broken lines they indicate that the air is exhausted from the engine through the corresponding poits. Thus, whilethe diagram of the outer circle indicates the movement of the cams controlling the inlet and outlet valves, the diagram of the inner circle indicates the movements of the cam controlling the orts for the compressed air slide valve. n examination of the diagram shown in Fig. 20 it will readily be seen that for forward movement of the cam shaft there are two'periods during which compressed air may be admitted throughthe lower ports for starting the' engine, these periods corresponding to the periods of the Vengine cycle during which admission: and

explosion respectively take place. And since these periods are in Fig 20 shown as taking place while the lower ports are opened, 1t is necessary. that the compressed air should be admitted to the lower port when it is desired to runthe engine in the direction indicated by the arrows in Fig. 20, and exhausted through the upper ports 4:9 during the compresison and exhaust strokes of Ythe working cycle. Turning to Fig. .21, which indicates the times of openings of the inlet and exhaust valves of the engine when runningin the reverse direction, it will be seen that the compressed air must ,be admitted in this case through the upper ports and exhausted ,by the lower. Therefore, in order to start the engine in any -desireddirect-ion all that is necessary is to select one of the two pipes 52, 53, leading to the upper and; lower ports respectively through which the compressed air must be' admitted, the' other pipev then being connected 'with' ex# haust.

The regulatingvalve 211:,is'shown side elevat'hon-in Fig. 3, in plan view in Fig. 4, and i ustrated' in detail in Figs. 6 to 11 and provides the means whereby the com'- pressed air may be admitted, as desired,l

into either the 'upper ports 49 or the lower ports 48, the other ports being then. connected with exhaust. It yis also used, Aas

will be hereinafter described, to control the-V cam shafts, and starting valves, andnit is further used for converting 'the, e1'i,gines into pumps in order to convert the energy of thel moving parts of the vehicle or rboat into workin complressing air, for the'purose of arresting t e speed of said vehicle or goat. It can also be used, when theengines are employed for propelling a vehicle, to setl air brakes for the purpose of positively arresting the vehicle. This valve comprises a cylindrical casing 60 having abase 61 and outer wall 62, an inner wall and a verti 'cal partition 64 connecting said walls '62 and 63, thus formingan 4outer. annular chamber 66 and inner chambers 65, .65 andl 67 separated by partitions 68.A These par titions are only `1n the inner annular part of the 4valve dividing it into three men-- tioned chai/nbers, 65, 65 and 67. It will be n, seen that in Fig. 8 there` are threeof such compartments, while `in Fig. 11 are show-xr Vfour such. vThe reason of this -will appear later, but at present it' may be .observed that,-in either case, ltwo of these compartments, being opposite, are` connected with .the two pipes 5-3, 52, connected respectively with upper and lower rts of' the com- .pressed airslide valveg'lhese` two compartments. are 'also connected by "ports 69' and 69', with the interior of the inner wall the inner end of-.said pi with apass'age 78 which `terwwith either-fone ofthe two ports 69, or

69, leading to the interior of the inner wall `from the ltwo chambers 65, Thus when the partsrare in the position shown in Figs. 6 and 8, the com ressed air can pass' from within th'e pipe O through the .passages to the lower pipe `52 and Vat that time the other pipe -53 is connected through thel other port 69un`d va port 79 with the passage leading to exhaust. If the valve were rotatedthrugh two Vright angles, thep the direction of compressed air and exhaust' would be reversed.

with one of two opposite in through Lthe inner wa lf`63.`

pn comparing' Figs. 7 and 8', it will be.

. which is obvious."

' pressed air slide valve.'

The meer chamber es is not divided im'.

compartments andis connected by an opening 82 with the pipe 23 leading to the starting valves of t e several gas engines and also to the cylinders for the 'shifting cams on the cam shafts. Each starting valve'is ladjacent to thecorresponding 4compressed 'air Vslide 45,' and compr1ses a. valve proper 84y having a stem' 85 4attached to a.V piston 86, moving 1n `a cylindrical chamber 87, its movement being limited by .means' Vofa tube .88 around its. stem, and normally pressed upward by aspring 89 to hold said valve to means of the pi e `23, com-l its seat. By pressed air 1s adapted to be a mitted into the 'chamber 87 above said piston andthereby.l depress: the-same against the-action ofV said spring, thereby permitting compressed alrto pass from the compressed air slide valve to the cilinder of the engine, and also to escape t ere-fromto said slide valve.

The'sleeve 71 in the outer chamber 66 isV formed with. a port 92 adapted toregister .Orts 9s, 933.18m..

seen that the port 9 3 in the in ner -wall through which compressedI air-passes to the chamber .66 and thence to .thepipe 23 is larger than the port-69 through said' inner ,wallin the chamber 65, whilethe ports4 78 `and 9,2'are of thesame width.- The object insurethat the' of this .arrangementy is to inlet' and' putlet valves Vof the engines are closed before attemptingto, start fthe'sa'me by meansof compressed air, the necessity for inlet and outlet valves are's`o closed, because' by admitting said the rollers to drop, so that' all ofthe inlet and' outlet `valves are closed bytheV action off their'spri'ngs, and this takes placef before It.' is insured` lthat V`said compressed air to 'the pipes 22, 27, theA ca ms are shited,causi `the compressed air is admitted to the conf# that the parts 'are the4 p 6, 7.and 8 which1s'the positionin winchV the 'engines are being started by com- Let it be supposed os'itiony show-n in' 110.

pressed air and runlin .the directioncorre- Y spending to the admission of compressed air to the pipe 52. ,In this' position ofthe starting handle, indicated bythe lettenafcompressed air is beingadmitted to theY full eX- from theposition a to the positionb` com'- pressedair-is still being. Vadmitted tothe en-` gine to the. starting .valve and also to thevtentl andv 'whileA the handle-:isfbeing'moved shiftingl cylinders, the'v latter having actuated has been suicientlystatd by thebadmis'sion :the cams so that the inletfandoutlet valves f of theengine are/closed(4 Whenftheyengine of compressed air, and is running byits own l momentum, or, if starting under ac Vloa(lytliczxiby the momentum offthe boat or vehicle,:the handle is moved up. toth'epoint b. clcnsiug; the lower port 69 andshitting o l the 'com-5 1 v and outlet valves are now no longer closedl pressed air from the engine, so that the engine runs only by said momentum, but the compressed air is still admitted to the shifting cylinders and start-ing valves, the inlet and outlet valves remaining closed. When the valve has been turned so that the handle arrives at the position indicated by the letter c, then the lower port 93 is also completely closed by the sleeve 71, and no longer is compressed air admitted to the shifting cylinder, and to the starting valves. When the valve is turned still fart-her, so that the handle arrivcsat Athe position indicated by the letter d, the. lower port 93 now begins to be connected with the passage 7l in the sleeve 71, which is open to exhaust by the/ ports 79, 80. In this way the compressed air which has been supplied by the, pipe 23 to the shifting to the cylinders and to the starting valves is exhausted therefrom, so that the starting valves close and the cams return to their normal position. The inlet but-are lopened by the cams as the cam shaft rotates. This condition remains while the valve still continues to be turned until it arrives at. the position indicated by the letter ci', the latter indicating-the position of the handle. During-this time, by means which will be presently described, the admission of gas is regulated by the same hanl dle, the. maximum amount of admissionv being obtained when the valve is in its'midway position, that is, when the handle is indicated by the letter h. If the .Valve be turned still farther -in the same direction, then the port 69 connecting. the exhaust with the other pipe 53 begins to be closed by the advancing portion of sleeve 71. When it is completely closed, which is when the handle has arrive to the point e', a pumping action takes place which will now be described. Compressed air passes through theA interior of the pipe 70, then through the port 92, upper port- 93 into the chamber 66. The compressed air vthenpasses by `the conduit 82 leading to the compressed air pipe 23, which leads to the starting valves and shifting cylinders. y Thereby said starting valvesl are opened and the shifting cylinders are again actuated, so thatl the inlet and outlet ,Valves ofall the engines are again closed. The port 69 in Fig. 8 is closed by 'the sleeve 71, while the port 93 is already in communication with port 92 for the admission of compressed air to shiftingr cylinders and starting valve 'because the said port 93 is Wider than the port. 69. Then the engines,'reciprocat ing under their own momentum and that of the vehicle, begin to act as pumps, and there by use the kinetic energy of their own motion and that of tlievehicle so as `to rapidly bring thevehicle torest'. This motion, more particularly described, follows'and I at the position correspondingv recrues,

shall describe at mst for the sake of clearness the operation oit" one cylinder only Assuming that theparts are moving in the forward direction -indicated in Fig. 20, and that the inlet and outlet values' have been closed and the starting valves opened. Then in the period of the cycle during which compression or'exhaustion would take place the upper ports of the compressed air slide valve would be opened. to the pipe 53 connected -with chamber Fig. 8. Consequently, if

thefport G9 leading to this compartment is closed by the advancing part of sleeve 71, which takes place when the valve-handle is between-c and b in Fig. 8, there is no outlet from said pipe, and the air in the engine and in pipe 53 must be compressed. The compression of the confined air reaches its maximum when the piston of the engine arrives at its dead point, and, as will be seen on reference to Fig. 20, immediately after the engine has reached and passed the dead point, the lower port 48 controlled by the compresse air slide Valve is opened the upper port 49 leading to pipe 53 being, al-V ready closed. On referring to Fig. 8, it will be seen that this lower port is then connectedfreely Wit-h the outside through'the lower opening 69, then by the passage 71 of the valve, then. through the opening 79 and out to exhaust by the passage S0. Therefore at the beginning of this period of the engines cycle', the air which has been compressed immediately escapes from the cylinder only without restoring any of its energy to the engine, but compressed air remains in the p'ipe and connected passages.

As soon as the air pressure is normal, that 1s, as soon as the piston of the engine 1s Inov-V '.has been inclosed in thecylinder and'pipe 53, and since, in the same manner as before this air cannot escape, through the closed port 6'9, increased .compression takes place. Then in the beginning of thenext suction stroke, part ofthe compressed air esca-pesas" .previously described. This action isrepeated with increasing pressure at each repetition until the engine stops. At that time pipe 53 is filled with compressed air which could be utilized for backward movement l,of the vehicle or boat, because for such backward movment of the engine compressed air from the reservoir 26 reaches the engine through said pipe53. The actionas abovedescribed isa 35 pressed air is admitted to. It follows therefor one cylinder is of the same character for a plurality of cylinders.I But having regard a to the tact that Vu'iih "four cylinders tivo of them are during inost of' the time connected Wit-h the same pipe 53 at the same time, the pressures in the pipe 53 and in the cylinders are the same, notwithstanding the differences in the positions of the pistons. There fre this connection o-:t two cylinders'vvithl -be used as pumps to compel the moving by to be quicklybroufrht to rest.

parts of the engines an vehicle lto expend their energy in performingwork, and there- If the so that the valve is turned ,still Farther,

' handle moves from the position indicated by the letter to the letter a', then as soon as `the vValve passes the position indicated by the, letter o', the port 7S begins to register with the upper port 69 'so that compressed air begins to be admitted through the central pipe of the valve to the upper port of the slide valve. But it has already been seen that the direction 'in -which the engine is started by the admission of compressed air depends'upon which of the two ports, the

upperport 49 or the lower. port- 48 the comfor'e t.liatwheiji'tli e Valve is turned through tworight'anglesor nearly two right angles, so that compressed air is admitted to the up per port insteadof the lower, the force of` the compressed airis used to stop and lthen reverse the direction of motion of the engine.

Obviously, ifthe engine is running in the direction indicated in Fig. 20, then t e ,lower ports 4:8 are openedin the explosion and suction periods, arid the uppor ports 49 are opened in the compression and exhaust periods, andijvhen the 'engine is then running forward, thelower 'ports are conriected toexhaust and the upper 4ports are connected to. compressed air, the compressed air, :being then admitted at the times when the piston -is -Inoving inwardinto-the'cylinder, Wlll oppose the movement' of saidpiston and thus tend first to bring-the engine to rest, -and then to reverse it. It will th Us bei seen that the movement of the: handle is the 4natura-l.

- movement from its central position to bring applied. in the reverse direetionto-.the pis- V"tons 0f the engines.

regard lto the port 78i One of these Wings 4inlet and outlet valves are still closed. .This

closed in ,the pipe 23 and in the shftin Thus a contini'lous movement of the handle in the saine diree` tion first brings the engine to rest and then reverses it.

`The arrangement illustrated in Figs. 6 to 8 is more particularly adapted for the use withboatspropelled by internal com bustion engines. In Figs. 9 to 11. is shown a modification of the-engine particularly adapted for use With automobiles. The difference between the two 'is thatin the latter c ase there is provided mechanism for setting air brakes, such mechanism being 'omitted when used -Wth boats. This results in a ditlerence in the arrangement of the valve, in that the valve is not moved through two right angles, or Vnearly so, to stop the-ve hicle, but only through a right angle. 95 in dictates an' outlet ledingto a. chamber V96 connected by a passage 97 with a pipe 98 85 leading to air brakes. The outer portion of the shell is now formed with two Wings- 99 and 99', which are disposed nearly oppositel to each other, and symmetrically with i 99 is adapted" to close the port 69 and the other 99 to close the port 69', While at the same time they are formed with passages V100 which permit free,4 movement of the iluids between the pipesnd Wall' 63, eX-"95 cept where 'obstructed by the shell 7l. t It will be readily noticed that the connection of pipes 52 and 53 is 'shown in Figs. 9, 10,'4 and 11 directly opposite'to' that shown in Figs. 6,7, and 8. Vith this construction, supposing the parts are ,in the position shown in Figs. 9 to 11, which is the position for starting the engine by means of compressed air forward in the direction shown'in' Fig. 20, and corresponds to the position of the handle indicated by the letter a, if the lever is moved to the left andl reaches the point b, then the compressed 'air can' no longer pass from the interiorrof the' piipe 70 by the ports 69 and 7S and 4is shut 110 o andtheenfgines run-by. their own momentumr and the momentum' of the vehicle. Ilfoiveverfgas' cannot be admitted to -theengines,"to operate the same, because the' ,ons

is the case because compressedairis still'i E cylinderandholdsf'the'cams in their-L tion'at the left against-the 1pressureT ntliejp;` springs.l Onmovingthw ve to the posi ``1"20` tion indicated by. the' letter d, thejgcm-i, pressed air' is- Withdraw-n3'from'i-these cyl? inders 'and' 'also' from 'thestartin'g valves,I passi'nggbytheport 93 then into :n.passa' eig. 102 extending'longitudinally in the \s1eeyte-` 12,5 of the valve to the ji'nner chamber andgthe .discharging into a) compartmentlOB Lf as will be 'later' described connects ports V10ft leading to exhaust, whereby the lcafms' are' .restored to their normal'position.13.0

- port 69 and port 92 with port 93.

this'pur ose 't 35. said lever and in such'a direction ,that

for the proper directioz' nd,lg"the movement of the engine shalt., he et 'and outlet valves are at the pro] lr time opened by the means. of said cams, and the engines begin to work. 1

The regulation of the amount ofadmission of gas as will be later described can be obtained by 'moving the valve from the position indicated by .the letter d to the -position indicated bythe letter e. At this point the wing 99 closes the port 69'; at the same time air is again-admitted to the starting and shifting cylinders by reason of the opening 92 registering with a port 106 and thence passing to' the pipe 23. .Thereby the starting valves are opened and the inlet and exhaust valves are closed. The 'engines now begin to operate as pumps, in the manner already explained in the former modification, because the passaves from the upper ports 49 are closed andfthose from the lower' ports 48 are opened, while the engine is still running forward. Upon moving the valve still farther into the-position indicated by the letter f in Fig. 11, the port 95 is brought into communication wlth the.

port. 78 leading from the source of supply of compressed nir, and -therebcompressed air is admitted to the pi e w ch leads to the air brakes. During' t is time, however, the pumping still continues-and the energy of the moving parts in being abstracted not only by the brakes, but by the pumps.

Now when the vehicle has' been brought to rest, should it-be desired to start in the same direction as before, the valve is moved back to the position indicated by the letter a, butl should it be desired to start inthe reverse directieu the valve 'is moved into the posi'- tion indicated by the letter a. In the last position port 78 is in communication wiltlh T e position of the parts and the operations resulting'from the movement of said parts are precisely the same for the backward movement as for the forwardvmovement, and the handle assumesa symmetrical position for the same operations inthe two directions of movement. The forward., movement is regulated4 by turning thenhandle through one-quarter vof a revolution, and the backward movement by turning ,its through anotherquarterofa revolution.- 4- -V l In and 5is illustratedl'tliel arrange- V ment for'controllir'ig"ntheI admission of the carbureted -sby' the Im o`ve ment,of the same handle Iwhic controlsthe starting and Vstopping of theenirines and'vehicleor-boat. For

here' is secured upon. the inner end" of .t el pipefl'O-a crankI arm llOconnected byalinklll witlith'e carbureter lever 112, .thevconneetion being by means of a pin 1 13 upon said?leverentering-a slot-'114 1n said 'link spring .llluis attached to e to the position indicated by e. 'handle be now turned still farther in the when the handle is moved fromthe position indicated by the letter d to the stion indicated by the letter e, the'pin oft e lever kee s its place in the end of thebslot of the linxlJz, but when the pointer of thelever arrives at' the stop 116, so that the lever'can -be turned no farther, then the handle can be turnedstill farther from the position-indicated by If the same direction, the pin will then, as'before, take its place at theend of the slot, being now pul ed upward by the linkl as it ascends with themovement of the crank. It will thus be seen that regulation of the carbureter takes place only during the movement of the handle through the angle limitd by the points marked d and e on either s1 e.

It will readily be seen that, since the control of the engine is effected entirely by means of conduits, through which a -pressure fluid is transmitted, this control maybe regulated from a point. at a considerable distance from the engine,l if desired. Moreover, it follows, for thesame reason, that a series or plurality of such engines may be simultaneously controlled from any desired point. Therefore, if the invention were applied, for instance, to propel 'a train of` cars, all ofthem could be .controlled by a single operator located at the head of the train.

1. In an internal combustion engine havinginlet and outlet. valves andshafts rotating in` fixed bearings, loose cams on said shafts forcontrolling said `valves in bot-h direct-ions o motion of` said shafts, means for shifting the cams longitudinally upon the shafts, and means for shifting the cams circumferentially upon the shafts.

2. In. an internal combustion engine having inlet and outlet valves, shafts rotating infixed bea-rings, cams loose on' said shafts 1for controlling saidvalves, clutch .mechatwo positions, means for shifting the cams longitudinally on the shaft to disengage the clutch from either locking position, means for shiftingthelcams circumferentially onthe shaft, andmeans for reengaging the clutch meehansminthe other lQCkHsPQStQn-- .In en ,.internal.. Combustion. engine.; the combination ,of a, driven shaft, a cam ,shaft shaft, a longitudinally. ,movable cani lon. said shaft, means for .shifting said cam longitudinally,A a spring for returning VSaid cam4 when the shifting means is withdrawn, said collar v and 'cam havingteethA ada Ited to -engage each other in e1ther one-otj two ,relative positions on the camshaft, substantially sdescrihedf...

4- .111.4111 internaL-pmbustion engine, fthe.- combination of a drivenfslla'ft.v a camlnaftv nisrn for locking the cams to lthe shafts in eft-uafsdlthreby, a fixed @llama the cam t?? 85 lar, and means for resisting the circumfer- 65 8. In an internal combustion'engine, the

operated thereby, a fixed' collar on said shaft, having a plurality of teeth, a cam sleeve movable on said shaft, also having a plurality of teeth adapted to engage teeth on the collar, meansior moving said sleeve longitudinally on said shaft, and means for" returning said sleeve to its normal posit-ion in which its teeth enga e the teeth of the collar, substantially as ascribed.

5. In an internal combustion engine, the combination of a driven shaft, a cam shaft operated thereby, a fixed collar onsaid shaft, f having aplurality of teeth, a cam sleeve movable on said shaft, also having a plurality of teeth adapted to engage teeth.on

the collar, means for moving said sleeve longitudinally on said shaft, and means for returning said sleeve to its normal position in which its teeth engage the teeth of the collar, comprising a cylinderfa piston therein, an operative connection from said Apiston to said sleeve, and means for supplying compressed air to-said cylinder, substantially as described.

6. In an internal combustion engine, the combination of a driven shaft, av camshaft operated thereby, a lixed collar on saidfshaft, having a plurality'of teeth, a cam sleeve movable on 4said shaft., also having a plurality 'of teeth adapted to -engave teeth on the collar, means for moving said) sleeve lon` git-udinally on said sha-ft, means for return-l mg said sleeve to its normal position in which its teeth engage the teeth of the colential movementof the cam when. the teeth are out of engagement, substantially as de' 7. In an internal combustion engine, the

40 `combination df a driven shaft, cam' shafts `for the inlet aDd'outIet valves, tixed collars thereon, sleeves on said shafts, saidsleev'es and collars, being adaptedto engage each other in tvvo4 relative positions 'of the cam sleeve, springsiforpres'sing said sleeves 4and collars together, means for 'moving on each shaft a-plurality of such cam sleeves, com-l prising `'a cylinder, a piston reciprocating futher-ein, a b ar attached to said piston, fingers attached to said -bar and engaging said '"sleeves,springs, forresistin the movemento'ffsaid sleeves, and means or admitting l pressure, iluid to said cylinder to move said pistpns, substantiallyas described.

combination of a driven shaft, cam shaftg for .the inlet and outlet valves, fxedgollars ,thereon 'sleeves on-said sha, fts,, sa1 d sleeves.

Venergy of the attached to said bar and engaging said ingf inlet and outlet valves,- a .starting valve,

mechanism operable byi'com'pressed air, for simultaneously opening'said starting valve and I'closing the inlet and 'outlet valves, means for supplying compressed air to the engine through said starting valve. and to said mechanism, and means forcontrolling the time of admission of said compressed air corresponding t0 the period desired of t-he cycle of the engine,- substantially. as de- 9oV scribed. v11. I In an internat-'combustion-engine,the combination oi a starting valve, means for simultaneously closing the inlet and outlet valves of the engine vand opening said starting valve, means for passing 'compressed air to and from 'the engine through s'aid 'starting valve, means for selecting the period of the enginesi cycle during whichthe comL 'pressed air .is admitted andexhausted; a 100- valve for controlling| the 'la.tter'means,` and nie-ans for operating said valve-to cause the engines toact as pumps to'absorb the'kinetic movi-ng parts, substantially as described. A "i 41 2. In en internal combustion engine, the' combination of the engine proper,a source'of suppl-y Tof compressed aina valve,a handle forl turning saidvalve,means for shifting the camson Athe shafts of the engine by'mean's 110 'fcom Iress'ed air, said valve being'arranged to-'o'on'ol the shifting of said cams also to admitcoiiiprcssed airinto the engine tostart the same, also toconvert all cylinderscf the engines proper into pumps to absorb the 115 kinetic energy thereof, by the movement of the-same handle, substantially as described.

f V13. Inan internal combustion engine, the

icombination of the engine proper, a source ofsupply-of compfess handle vfor. turning said valv'e,m`eans @or shiftingthe cams on theshafts of the engme -bymeans of ompressedair, said valve being arranged to control thefshift-ig'cf saidcams?.

ilse ton, tlmitcompressed air into the engine 11215-V tstart the same, also, to convert thel engines there' f try-thembvement 'of the sameuhan e,

,andalstdcontrol the admission of .0

the engine, substantially asdescribed.

14. In an internal combustionengine, the combination of the engine proper, a source off-supply of compressed air, a valve, 'a handle for turningsad valve, means for shifting the cams on the shafts ofthe engine bymeans of compressed air, air brakes, Asaid valve`being arranged to control the shifting of'said cams, also to admit compressed air into the engine to start the same, also to con vert the engines into pumpsto absorb the. kinetic energy thereof and also to set said air brakes, by the movementvof the same handle, substantially as described.

l5, In an internal combustion engine, the combination of the engine proper, a source of supply of compressed air, a valve, a handle for turning said` valve, means for shifting the cams on the cam vshaft ofthe engine by' means of compressed air, vand air brakes, said valve being arranged to control the shifting of said cams, also to admit compressed air into the engineto start the same, and also to set said air brakes` by the movement of the same handle, substantially as described.

1G. In. aninternal combination ot the engine proper, a source of supply of compressed air, a valve, a handle for turning said valve. means for shifting the cams on the cam'shaf't of the engine bymeans of compressed air, and air brakes.v said valve being arranged to control the shifting of said cams, opening a starting valve also to admit compressed air into the engine to start the same, and also to set said 'air brakes, by the movement of the same 'handle'` substantially as described.

17. In an internal having inlet and' outlet valves and cam shafts for operating them, an .independent starting valve, a compressed air supply, mechanism operated by compressed air to shitthe cams upon'their shafts for closing the inlet and outlet valves, and mechanism independent of said shifting mechanism and operated by compressed fair for' simultaneously vopening the starting valve and for keeping it open.

18. In an internal 5,0.fing inlet and outlet valves and a starting 'valve, mechanismfoperable 'by compressed I air for closing the inlet and outlet valves,

independent mechanism operated by com- .prssed air forlsimultaneously opening the starting valve and holding it'open, means' Vfor supplying'eompressedair to and yexhausting it from the englne through the .-st-arting valve` and means for controlling j the' times o'f admission toand exhaustifrom ethe 'engine of said compressed v V119,-,11'1 anlzinternal combustion engine, the

o hina-tio, of theeng'ine proper, a source 'piyof vcompressed air, a v sj handfle'forturning sald shiftingthe cams upon the cam shaftsof combustion enginecombustion engine havthe engine by combustion engine', the

sie@

means of compressed air, a start-ingv valve, and air-brakes; said regulating valve being arranged to control the shifting of said cams, -to open the 'starting valve so as to admit compressed air into the engine to start the same, and to set said airbrakes, by the movement. of the saine handle. 20. In an internal combustion engine, the combination'of a driven shaft, a cam shaft actuated thereby, a fixed member on said shaft, a eam movable on said shaft., said cam and said'fixed membe' adapted to .engage each other,means for moving said cam longitudinally on said shaft, and means for returning said cam to its normal position in engagement with said fixed member.

2l.' In an internal combustion engine, the

combination of a driven shaft., 'a cam shaftv Yother in one ot two relative positions, means for moving' said -cam longitudinally on said shaft, to break said engagen'ient, said means comprising a cylinder, a piston therein,an operative connection from said piston to said cam, and means for supplying compressed air to said cylinder.4

23. In an internal combustion engine. the combination of a Vdriven shaft, a cam shaft operated thereby, a fixed member on said shaft, a cam movable on said shaft, saidcam and fixed'member adapted to engage each other in one of tWo relative positions, means for making this engagement secure, and means whereby an attendant may break said engagement, means for turning said `cam circuinferentially upon said shaft when disengaged, vmeans for shifting said cam back on the shaft and securing a neT engagemen between it andsaid fixed member.

24. In an internal combustion eng1ne,ith`e combination of a driven shaft, cam shafts `for the inlet and outlet valves, fixed mem' bers thereon, cams on said shafts, said cams and said fixed members being adapted to engagefeach other in two relative positions of the cams, springs for pressing said cams and fixed members together, means for moving on each shaft a plurality of such cams, said means 'comprising a cylinder, a piston attached. to' said bar and en,- ns, means for resisting vthe teren rureciprocating therein, a bag attaehedtor-saids vementof each' camwhendisengaged, and means for admitting apressure fluid to said'cylinder to move said piston.

25. In a gas engine, the combination of the engine having usual inlet and exhaust valves, a source of supply of compressed fluid, a charge timing mechanism, a starting valve for closing a passage between the charge timing mechanism and the cylinder of the engine, and means for simultaneously closing .the usual inlet and exhaustvalves and opening the starting valve independently of said charge timing mechanism.

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

i v SZYMON J ACHIMOVICZ.

-Witnesses FRANCIS M. WRIGHT, D. B. RICHARDS.

Copies of thzll patent may be obtained for ve cents each, by addressing the Commissioner o! Patents, i Washing-ton, D. GJ.'

Images