US1022281A

US1022281A - Starting device for internal-combustion engines.

Info

Publication number: US1022281A
Application number: US60126111A
Authority: US
Inventors: Frank H Walker
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-01-07
Filing date: 1911-01-07
Publication date: 1912-04-02
Anticipated expiration: 1929-04-02

Description

F. H. WALKER. STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

' APPLICATION FILED JAN. 7, 1911.

1,022,281. Patented Apr. 2, 1912.

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STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JAN.7,1911. v

Patented Apr. 2, 1912.

6 BHEETSSHEET 2.

F. H. WALKER.

STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

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F. H. WALKER.

STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JAN. 7, 1911.

Patented Apr. 2, 1912.

5 SHEETS-SHEET 4.

wi/bvimw ("Mm/M FLH. WALKER.

STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

' APPLICATION FILED JAN. 7, 1911. 1,022,231 I Patented Apr. 2, 1912.

, N 1x. E Ti! m witalz iiii 3 wh UNITED STATES PATENT OFFICE.

FRANK H. WALKER, 0F ATVlTOOD, KANSAS.

STARTING DEVICE FOR INTERNAL-COMBUSTION ENGINES.

I To all whom it may concern:

Be it known that I, FRANK H. WALKER,

citizen of the United States, residing 'at At wood, in the county of Rawlin's and' State of Kansas, have invented certainnew and useful Improvements in Starting Devices for Internal-Combustion Engines, of which the followin is a specification.

Thislnvention relates to that class of starting apparatus for internal-combustion engines, characterized by means for delivering a combustible mixture, under comparatively hi h pressure, to the working cylinder of t e' engine, in which latter it is ignited.

. The invention is designed more particularly for'multiple cylinder engines, and the combustible mixture is under sufficiently high pressure to set the engine in proper starting position by initially acting directly, through its expansive force, against a piston of the engine. The pressure is obtained by .an-air compressor or pump having its ever the pressure in the storage reservoir cylinder in communication with the explosion chambers of the engine, thus exposing the plunger of the pump to the pressure in said chamber when the explosion takes place therein, whereby the pump is operated. The compressed air is stored in a suitable reservoir which is' connected to the explosion chambers of the englne, and m the connection is interposed a device for charging the air with hydrocarbon. A valve mechanism is also provided for controlling the How of the combustible IIIIXtUIB under pressure to the respective engine cylinders.

It is the object of the present invention to provide improved means for compressing air, together with means for automatically stopping or starting the compressor whenrises above, or falls below, a predetermined point.

Another object of the invention is to provide a novel and improved admission and distributing valv'e' mechanism, and actuating means therefor, together with means for producing an initial spark in theproper cylinder, and at the proper time, and also to vary the volume of the charge and 'thus increase the power of the engine when it is running under a heavy load.

The invention also has for its object to provide. an improved device for producing a combustible mixture.

With-these and other objects in view, as

Specification of Letters Patent.

Application filed January 7, 1911.

Serial No. 601,261.

panying drawings, forming apart of this specification, in which drawings Figure '1 is an elevation showin the application of the invention. Fig. 2 1s afragment of one of the engine cylinders showing the combined priming cock and relief valve. Fig. 3 is a plan view of the admission and distributing valve. Fig. 4 is a face view thereof. Fig. 5 is a vertical section of said valve. Fig. 6 is a section on the line 6-6 of Fig. 5. Fig. 7 is a section on the line 77 of Fig 5. Fig. 8 is a face View of the cam. Fig. 9 is a section on the line 9-9 of Fig. 8. Fig. 10 is a diagram illustrating the operation of the mechanism. Fig. 11 is 2. diagram showing a modification. 'Fig. 12 is an elevation showing another modification. Fig. 13 is an elevation, partly in section, of the air compressor and the governing mechanism thereof. Fig. 14 is a sectional view of the carbureter hereinafter referred to.

The invention is shown applied to a fourcylinder engine, the respectlve cylinders being denoted by the

reference numerals

1, 2, 3 and 4. The cylinders are shown in vertical position, but this is immaterial and they may be placed in any other position. The pistons of the several cylinders are indicated at 1*, 2, 3 and 4;, respectively, and the cranks to which said pistons are connectedby pitmen', as usual, are indicated at 1", 2 3" and 4:", respectively, said cranks being all on a single shaft 5, which latter is inclosed in a-crank case 6 having suitable bearings for supporting the shaft. The engine is a four-cycle engine, and each cylinder is provided with an admission valve and an exhaust valve, said valves being arranged, and operating in the ordinary manner, and as they form no part of the present invention, said valves, and their operating mechanism have not been illustrated in detail, A carbureter or other suitable charge-forming device 7 connected to the intake manifold of the engine, is provided for supplying the combustible mixture for the ordinary running of the engine. This carburetor also .fornis no part of the present invention and Patented Apr. 2, 1912.

on top of the engine, and comprises two high pressure cylinders, and a low pressure and 9, respectively, and the low pressure cylinder is indicated at 10. The plungers of the high pressure cylinders are indicated at, 8 and 9*, respectively, and the plunger of the low pressure cylinder is indicated at 10. These plungers are connected to a single rod 11 so that they may travel together in the same direction. Suitable stutfing boxes are provided for the ends of the cylin- .ders through which the rod passes.

The low pressure cylinder 10 is provided with an inlet chamber 12 having

ports

12 and 12 opening into said cylinder on opposite sides of the plunger 10 and controlled by check valves 18. Atmospheric air enters the chamber 12 through an inlet'port 14:. This last-mentioned port may be connected to the carbureter 7,- as shown in Fig. 12, for a purpose to be hereinafter described.

' To the respective ends of the low pressure cylinder 10 are connected outlet pipes 15 and 16, the pipe 15 connecting said cylinder with the high pressure cylinder 8, and pipe 16 connecting the low pressure cylinder with the high pressure cylinder 9. Suitable check valves 17 are interposed in these connections. Outlets 18, with suitable check valves 18 are connected to one end of each high pressure cylinder. These outlets are connected to a pipe 19 which leads and is connected to a storage reservoir 20. A gage 21 is connected to the pipe 19 to indicate the reservoir pressure.

sure cylinders 8 and 9, opposite their outlet ends, are

chambers

22 and 23, respectively,

the first-mentioned one of these chambers being connected to the cylinder 8, and the last-mentioned one to the cylinder 9. These chambers are in axial alinement with the cylinders, and are in communication therewith through ports 23*. The plunger 8 is.

located between the port 23 opening into the high pressure cylinder 8, and the outlet 18 of said cylinder. A similar arrangement isfollowedin the high pressure cylinder 9.

The chamber 22 is connected to the explosion chamber of the engine cylinder 1 by a pipe 24, and the chamber 23 is connected to the explosion chamber of the engine cyl inder 4 by a pipe 25, in. view of which it will be seen that the plunger 8 working in the high pressure cylinder 8 is exposed to the explosion pressure in the engine cylinder il, while theplunger 9i workingin'the highpressure cylinder. 9-, is exposed to the "explosion pressure 1n the engine cylinder 4. .The pressures pass through the two cylinder's into the

chambers

22 and 23, and {through the ports 23*" into the respective Thev -nected by the rod 11, they move together.

When the plungers move to the right under the influence of the explosion pressure against the plunger 8*, air is forced out of the cylinder 8 into the reservoir 20, and

at the sametime air enters the low pressure cylinder 10, through the port 12*. -Air is also now being discharged from the low pressure cylinder through the outlet 16, into the high pressure cylinder 9. On the return stroke, the high pressure cylinder 9 dis charges into the reservoir, and the low pressure cylinder discharges into the high pressure cylinder. 8.

Each pump plunger carries a

stem having portions

26, 26 and 26 of different diameters, the diameters increasing in the order named. At the extremity of the portion 26 is a valve head 26. The stem passes loosely through the port 23*, and the valve head is in line with said ports0 that it may slide thereinto, .and thus close the same. The purpose of this graduated stem and the valve head cooperating with the port 23*, is to prevent the pump plungers from being shot forward too suddenly. At the beginning of the stroke, when the pressure ahead 1 Connected to the ends of the h gh pres- 0f the plunger is light, the portion. 26 of the rod extends through the port 23 this part of the rod. being of a diameter so as to partly close said port, thus allowing only a small portion of the pressure to enter the high pressure cylinder at this time. As the. plunger continues to travel forwardly, the next smaller'portion, 26 of the stem 'passes" through the port, which allows a the end of its stroke, and to make a complete discharge of the air. Just before the end of the stroke is reached, the valve head 26 closes the port 23 thus cutting off all pressure'to the pump plunger, and'allowing the latter to come to a stop, partially by the pressure ahead of it.

The following means are provided for an tomatically stopping or starting the air pump when the pressure in the reservoir plunger 28 which is free to slide therein.

The plunger is carried on a stem 28". The

casing communicates. With the chamber through a port 29. The stem 28 carries avalve 30 which is adapted to seaton the port 29-, within the chamber 27. also carries a valve 30 which is located The stem within the casing 27, and is adapted to seat on the other side of the port 29. The upper end of the stem 28 is connected to the joint of a air of toggle levers 31 having connected in opposite directions. The free ends of the toggle levers are also connected by a coiled spring 33. On the casing 27 are guides 34" for the rods 32. On the

chambers

22 and 23 are mounted brackets 34, to the upper ends of which are fulcrumed bell-crank levers 35.

To one of the arms of one of these levers is connected one of. the rods 32, and to the corresponding arm of the other lever is connected the other rod 32. The other-arms of the respective levers are connected by rods 36 to levers 37 fulcrumed in the

pipes

24 and 25, and connected to the stems of valves 38 operating in said pipes, to control the passage of the explosion pressure from the

engine cylinders

1 and 4 to the high pressure cylinders 8 and 9, the two pipes containing a suitable seat '38 for the valves;

The rods 36 enter the

pipes

24 and 25 through suitable stufling boxes 39' containing flexible diaphragms 37 tov which the rods are connected, said diaphragms serving to prevent a leakage of the gas.

' The operation of the herein-described pressure-controlling mechanism is as fol-' lows-z'The valve 30 normally seats on the port 29 and is held there by the tension of the spring 33, and the valve 30 is off its seat. The valve 30 is therefore exposed to the air pressure in the pipe 19. The area of the valve 30 is greaterthan that of the valve '30. When the pressure in the reservoir 20 rises to a certain point, so as to over come the tension of the spring 33, the valve 30 is forced off its seat, whereupon the pressure enters the chamber 27 and impinges on the plunger 28. This plunger is of greater area than the valve 30, and it is therefore forced upwardly in the chamber. At the same timev the valve 30 is carried to its seat by this upward movement of the stem 28:, The valve 3O being of greater area than the plunger 28, the pressure in the casing 27 holds said valve to its seat and cuts ott'the chamber 27 from the pressure in said casing. The upward movement of the stem 28 spreads the toggle levers' 31,

to their ends push rods 32 extending whereupon the spring 33 is expanded, and the rods 32 are pushed outwardly in the direction tof their length, and swing the bellcrank levers 3'5on their fulcrums,,whereupon, through the connections between said levers and the valves 38, the latter are caused to seat, and the pressure for operating the air pump is thus cut off. The air pump then ceases its operation. When the air pressure in the casing 27 drops to a point below that of the tension of the spring 33, the latter contracts, and pulls the free ends of the toggle levers together, whereupon the stem 28" is pushed downwardly in the chamber 27, and unseats the valve 30 and at the same time again seats the valve 30. This movement of the toggle levers, through the connection between the same and the valves 38, unseats the latter, and cuts in theair pump by again establishing communication between the explosion cham-- bers of the

engine cylinders

1 and 4, and the high pressure cylinders'8 and 9. The spring maybe adjusted according to the pressure it is desired to maintain in the reseryoir 20.

The carbureter for charging the compressed air contained in thereservoir 20 with hydrocarbon prior to its delivery to the engine cylinders, will now be described: At 40 is indicated a closed vessel having at its bottom a pocket 40 in which, near the bottom thereof, is located a screen 41. The hydrocarbon is supplied to the vessel through a pipe 42 connected to a suitable source of supply (not shown) The hydrocarbon supply is maintained at a constant level by means of a float-controlled valve 43 adapted to seat on the outlet end of the pipe 42. As this is a common expedient, a detailed description of the valve structure is deemed unnecessary. At the top of the ves-- sel 40 is a compartment 44 which is cut off from the interior ofthe vessel by a partition' 44. This compartment has an opening on one side in which is fitted a nipple 45. Passing through the nipple, so as to discharge therethrough into the compartment,'is a nozzle 46 which is connected by a pipe 46 to the reservoir 20. To the other side of the compartment is connected an outlet pipe 47 which leads tothe admission and distributing valve to be presently described. From the pipe 46f branches a bypass pipe 48 which enters the vessel 40, and extends into the pocket'40, said pipe terminating, and discharging below the screen 41. In the partition 44 is a valve-controlled opening which establishes communication between the interior of the vessel 40 and thevcompartment 44. The valve 49 controlling this opening is'cylindrical in form, and works with a 'sliding fit in said opening, and has an inverted V-shaped transverse bottom opening 49. The top of the valve has a guide stem 49 which works &

in a guide opening in the top wallof thecompartment. The bottom of the. valve is engaged by one end of the coiled-spring 50, the other end of which is engaged by an adjusting screw 50 threaded through the wall of the vessel. By reason of the shape ofthe opening 49 the area of the outlet from the vessel 40 into-the compartment 44 diminishes as the valve moves downwardly,

and increases when the valve moves up' Wardly. The spring 50 serves to normallyhold the valve open, and its tension "is adjustablevby the screw 50 in an obvious manner.

Adjacent to that end of they nippie 45 which extends into the compartment 44, is located a wing 51 which is carried-by one of the branches of an angle lever 52, the

other branch of said lever loosely engaging the top of the valve 49. 'The lever is ful- 'crumed at its angle in the compartment 44, The nipple 45 screwsinto the wall of the compartment, so that it as indicated at- 52*.

may be adjusted so as to extend'closer to, or farther from, the wing 51.

The operation ofthe c'arbureter-herein described is as follows Compressed air flows from the reservoir 20 into the pipe 46, andpasses throughthe by-pass pipe 48 into the body of hydrocarbon contained in the pocket 40K The air in passing through the liquid is. carbureted', and the vapor passes out of the yessel. 40 into thev compartment 44 by the way of the opening 49 inthe valve 49, and passes out of the compartment into the pipe 47, by which latter it .is carried to the'admission and distributing valve. Air from the reservoir also passes into the nozzle 46 and is discharged thereby against the wing 51, and the latter is forced r'earwardly away from the end of the nipple 45, the extent of this movement of the wing being proportionate to the air pressure The air discharged through the nozzlemixes with the vapor ente'ringthe compartment from the vessel 40, and passes with the same into the pipe 47.

and through the lever'52,v-the valve 149 is pushed downwardly, thus diminishing the effective. area of the opening 49 ofsaid valve. This movement of the valve compresses'the spring 50. When the reservoir -pressu're drops, the pressure against the wing is correspondingly diminished, and the valve is moved in the opposite direction by the expansion of the spring, whereby the effective area of the valve opening iscorrespondingly increased.

It will be evident from the foregoing that thesupply of vapor is diminished as the reservoir pressure increases, which is desirable for the reason that a high pressure and a'large valve opening 49 cause the air to travel faster through the carburetor and As the reservoir. pressure in creases, the wing 51 is forced farther back,

to take up a greater supply of hydrocarbon,

so that the mixture going to the engine would be too rich. By the herein described operation of the valve 49, the proportion of air and hydrocarbon is kept substantially constant, the area .of the outlet of. the carbureterbeing' varied in inverse proportion to the pressure of'the air. The nipple 45- is adjustable to vary the distance between-the air discharge andt-he wing 51.

The casing of the admission and'distrib uting valve 1s in two parts indicated at 53' and 53*, respectively. The part 53? has openings at its ends through which pass supporting arms 54 mountedon one end of the crank case 6, and on which arms the valve casing is slidable. The outward movement of the valve casing on the arms is limited by heads 54 -ontheextremities of the latter, and it is normally held in its extreme outer position on the arms by means of springs 55 coiled around the arms between the crank case and the part 53? of the casing.

At56 is indicated the cam shaft of the engine through which the ekhaust valves thereof are operated. y This shaft projects from one end of the crank case, and saidprojecting endis opposite the portion 53? of the valve casing. vOn the projecting end of the cam shaft-is fixeda disk 57 having on its front face a cam- 58 for actu ating the admission and distributing valve as will be presently described.

j The two-part casing of the admission and distributingvalve is movable toward and from the cam 58 by means of a foot lever 59 made fast at one of its ends to .a rock shaft 59 'mounted in bearing brackets 59' supported on the end of the crank case, and

having projecting arms 59 provided attheir eXt-remities with openings in which seat studs 6 Oformed on opposite ends of the por 'tion 53 of the valve casing. When the lever 59 is swung in one direct-ion, the shaft 7 59 is rocked, and throughthe arms 59 the valve casing is carriedtoward the earn.

movement of the valve casing, so thatwhen the lever is "released, sald springs move the valve casing away from the cam.

Two parts,53 and 53 of the valve casing are connected face-to-face a bolt61. Thepipe 47 is connected to the part 53, and the- 'The springs 55 are compressed during this I 1,0aaae1 stem 69 which Works in aguide opening made in a partition 70 in the chamber 62. This partition has a central opening 69 through which the combustible mixture entering the chamber 62 passes to the valvecontrolled ports establishing communication between said chamber and the aforesaid passages 63. Springs 71 engageable with the stems 69, serve to hold the valves normally seated. These springs are bowed resilient plates each of w hich is located between two of the stems, and shaped at its ends to engage the same.

F mm the face of the valves 65*, 66*, 67, and 68*, extend stems, each of which is connected to a lever. These levers are indicated at 72,73, 74 and 75, respectively, and it will be noted that they correspond in numberto the number of engine cylinders. The levers are. fulcrumed" at 76 to the part. 58 of the valve casing. The last-mentioned valve stems are in two sections indicated at 77 and 78, respectively. The sections 77 are of smaller diameter than the sections 78, and arescrewed into the inner ends thereof. The sections 7 8, extend through openings in the wall of the part 58 of the valve casing to the outside thereof, and have their outer ends recessed as indicated at 7 8. The aforesaid levers extend into these recesses, and are made fast by a pin 79 extending transversely through the recess and through slots 79 in the levers. The sectional valve stems are provided with a suitable packing '80 for preventing leakage past the same,

and said stems are arranged so that they will be engagedv in succession by the cam 58.

' Mounted on the top of the engine cylinders, so as to communicate withthe explosion chambers thereof, are combined priming cocks and relief valves 81, the valve proper being a turning plug. The levers 72,. '73, 74, and 75 are connect-ed by rods 83 to the stems of ..the respective turning plugs, and the

pipes

65, 66, 6'7, and 68 are connected to the respective valves between the plugs and, the "engine cylinders. Each of these pipes contains a check valve 84, to

prevent a mixture.

return flow of the combustible It will be noted that the lever 72 operates the relief valve of the cylinder 1 and is actuated by the stem'of the valve 66; the lever .73voperates the relief valve of the cylinder 3 and is actuated by the stem of the valve 65; the lever 74 operates the relief valve of the cylinder 4 and is actuated by the stem 7 of the valve 68 and the lever 7 5 operates On the cam shaft 56 is also mounted, so

as to slide lengthwise thereon, a grooved collar 85, said collar being located in close proximity to thedisk 57, and opposite the rear face thereof. The groove of the collar is engaged by a fork 86 ona foot lever 87 fulcrumed at 87 to a bracket 87 mountedon the crank case 6.

The disk.57 has an opening 88 in which seats a cam 89. This cam forms a continuation of the cam 58, it being pivoted to one end thereof as'indicated at 90. Normally, the cam 89 lies within the opening 88 and doesmot project from thatface ofthe disk 57 which carries the cam 58. This is the inoperative position of the cam, and in this position a projection 89* on the back thereof extends from the rear face of the disk 57, inwhich position it is held by a spring 91 connected at one of its ends to the back of the cain, and at its other end to one of the walls of the opening 88. The cam is adapted to be advanced, so as to project from the opposite face of the disk 57, by sliding the collar forwardly on the shaft 56, so as to' engage the projection 89, and by continuing the forward movement of-the collar, the cam is pushed out of the opening so that its working surface projects from thedisk, and

forms a continuation of the cam 58. Upon sliding the collar 85 in ,the-opposite. direction, the spring 91 retracts the cam 89 and it resumes its normal inoperative, position,

The herein described operation of the collar 85 is effected by means of the footlever 87.

The lever 59carries a spring latch hook 92 which is adapted to engage a keeper 93 mounted on a suitable support 94 which may be'the floor of the car if the engine is applied to an automobile or other motor vehicle. The latch hook 92 is normally a short distance behind the keeper 93, and it is adapted to engage the same when the lever 59 is pressed forwardly for a purpose to be presently described. A stem 95 con-,

nected to the latch hook, and passing through and projecting from an opening in a foot piece 95 on the lever 59, is provided for placing the latch hook in a position to clear the keeper, A yielding connection between the

levers

59 and 87 is also provided, 3

said. connection comprisin a rod 96 which is secured at one of its en s to the lever 59, and'extendsloosely through an ,opening in the lever 8'7 On the other end of therod isa' not or other abutment 96, between which latter and the lever 87 is interposed a spring 96", said spring being coiled around swing of the lever 87 in the direction of the engine fires 4 must be that of just starting on its firing \from which it goes directly to the admission ing of the admission and distributing valve '75 that is connected to this valve. This lever is'connected to the engine cylinder which chamber 63 controlled by said valve is coninder 4 from the valve 65 causes the piston .lief valve 81-of the cylinder 3 is held open the rod. On the rod is also mounted a nut or other abutment 96 which-limits the lever 59. The purpose of this connection be tween the two levers will be presently made clear.

To the extremity of one of the arms 54 15 made fast an insulated contact 97, and to the part 53 of the valvecasing is fastened a grounded contact 98, these, two contacts being interposed in the ignition circuit of the engine. The contacts come together when" the valve casingis shifted in the direction of the. cam 58, whereby the ignition circuit is closed, and a spark is produced in the engine cylinder to fire the charge. V

Fig. 12 shows a modification in which the pump inlet chamber 12 is connected to the carbureter. 7. In this structuref-the carbureter which is connected to the reservoir 20 as already described is dispensed with, and the explosive mixture is compressed by the pump and discharged into said reservoir 20,

and distributing valve.

In operation, the reservoir 20 is lnitlally charged manually, or the engine ,is started manually. With the required pressure in the reservoir, the engine may be started in the following manner: The latch '92- 1s placed in release position, and the foot lever 59 is pressed forwardly to advance thecasin the direction of the cam shaft 56 until one of the valves, 65, 66, 67*, or 68, is pushed clear open by the engagement of its stem with the cam 58, or two of said valves ment of their stems with the cam. If one of the valves is thrown clear open, it will move whichever one of the levers 72, 7 3, 74, and

will fire just before the one to which the nected. The combustible mixture under pressure therefore enters the chamber 63 and is delivered to'the engine cylinder. The ,in the following order: 13 4-2. Figs. 5 and 10 of-the drawings show the valve 65 open, and the ipe 65 thereforedelivers a' charge into the cylinder 4. The position of the piston 4 of the cylinderstroke, or coming up somewhereon its compression stroke. In the latter case, the expansion of the charge delivered into'the cyl- 4 to make a stroke backward on its com.- pression stroke At the same time, the reby the lever 73 which is connected to the stem of the valve 65', and the/piston 3 of said cylinder moves backward on its firing stroke until a posit-ion of the crank is ob tained where the ordinary inlet valve of the cylinder 2 is almost ready to open. At this point the cam 58 will have cleared the stem .of the valve 65 and allowed the same to close far enough to completely close the relief valve of the cylinder 3, and will-have opened the-valve 66 far enough to admit a charge to said cylinder. 'The pressure onthe two pistons 3 and '4 now balances the engine, and it will stop until the charge in the cylinder 3 is fired, whereupon the engine .is started, and the'charge in the cylinder 4 is re-compressed. When the charge in the cylinder 3 is fired, the piston 2 of the cylinder 2 makes a suction stroke, drawing in a charge from the carbureter 7, said charge being compressed when the chargein the cylinder 4 is fired. The cylinder 1 makes a suction stroke,'drawing in a charge from the carbureter 7, when the charge in the cylinder 4 is fired. The engine is now fully started and running in the ordinary manner,

the carbureter 7 supplying the combustible mixture to the several cylinders, the foot lever 59 having, in the meantime, been released, so as to retract the casing of the admission and distributing valve into inop-' erative position, inwhich'position the cam 58does not touch the valve stems. However, if the position of thepiston 4 is such 9 that it is starting on its-firingistroke, it can only move forward to the end of that stroke, whereupon the cam 58 will come in contact withthe valve leading to the cylinder to fire next, which is the valve 68 leading to cylinder 2. Valve 65 will hold relief valve of cylinder 3 open until valve 68 is engaged, but without consequence, as the cylinder 3 is exhausting. The charge in the cylinder 4 is first ignited, and after that the charge in cylinder ZAlS ignited. In the first-stated case,.the charge in the cylinder 4 wasfirst ignited, and after that, the charge in cylinderB.

If the valves are forced half way open as heretofore described, two cylinders will be allowed to fill with a charge, while the slots 79* of the

levers

72, 73, 74, and 75, allow said levers to close the proper relief valves 81. i

The invention may also be applied to a six-cylinder engine, such an arrangement .beingshown diagrammatically in Fig. 11.

cranks must/follow each other at less than 180 degrees apart. The relief valves and the actuating means therefor will alsobe dispensed with. Wiiit'th'e parts in the. position show gas-would pass into cylinderst if I and 1, and as the engine moves, the valve to cylinder 6 closes, and valve to cylinder 1 remains open until its crank reaches that point of the revolution when it will close, 5 and valve to cylinder 2 will open at the same time.

To increase the volume of the charge when the engine is running under a heavy load, the foot lever 87 is pressed forwardly,

lo whereupon 1L pushes upon the spring 96,

whichlatter, in turn, pullsoon the rod 96, and as the latter'is connected to the-lever 59, said lever is pulled forwardly until it is stopped by the latch 92 engaging the keeper ,93. The lever 59 .is stoppedjust before it has traveled'far enough to cause a move ment of the

levers

72, 73, 74;and 75 sufficient to'open the relief valves 81,01 to cause engagement of the

contacts

97 and 98. a The spring 96 allows the lever 87 to be pressed still farther forward, whereupon the collar B5 slides forwardly on the cam shaft toward the disk 57, and upon engaging the projection 89', it forces the cam 89 from the opening 88, into operativeposition, to effect the opening of the

valves

65, 66*, 67, and 68, accordingto the extent to which it projects, whereupon an additional supply of fuel is delivered to the engine. Asthis cam strikes the stemsof the valves before the' cam 58, the valves will open earlier. The advantage of this arrangement is, that when the engine is running fast, the charge gets an earlier start'to the cylinder, so that it -vvill be entering the same at the right point in the piston travel. Ordinarily, the piston will have passed through the compression stroke, and be ready to fire before any gas would be'flowing in. In practice, a quan- 40 tity of extra fuel, or even air, admitted to an engine under a heavy load adds greatly to its efficiency. Ahigh compression may be used when the engine is running fast,

and as by the herein described operation gas under pressure is admitted in addition to that already drawn in by the engine, an

increase in the compression pressure is effected. i

The fining of the initial charge is effected by the closure of the ignition circuit at the

contacts

97 and 98. When the valve is pushed inwardly the contacts will touch as they pass, but when the valve-is clear in there will be no contact, as-the one on the 'r \valve will have passed clear by the other one. On the return of the valve there will be another contact as they pass. At each contact there: will be a spark in one of the cylinders, but no gas-will have entered at 50 the time the first contact was made.

- I claim:

1. The combination with a multiplecylinder internal-combustion engine; of means for "starting the same, said means comprising a source of fueluuder pressure coni nected to the respective engine cylinders, a valve mechanism for successively charging said cylinders from the source, said valve mechanism being movable bodily into and out of operative position, and means controlled by the valve mechanism for igniting the charge in the second cylinder thus charged.

2. The combination with a multiple-cylinder internal-combustion ngine; of means for starting the same, said means comprising a source of fuel' under pressure 'connected to the respective engine'cylinders, a valve mechanism for successively charging the cylinders from said source. said valve mechanism being movable bodily into and out of operative position, and means controlled by the valvemechanism for successively igniting the charges in the cylinders -in the. reverse order in which they are charged.

3. The combination with a multiplecylinder internal combustion engine, of means for starting the same, said means comprising a source of fuel under pressure, avalve mechanism connected to said source, con nections between the valve mechanism and the respective engine cylinders, means for operating the valve mechanism to admit a charge to one of the engine cylinders, relief valves on the engine cylinders, means for operating the relief valves, connections between said relief valve operating means and theineans for operating the aforesaid valve mechanism, the connections between said means being such that the admission of a charge into one cylinder opens the relief valve of a cylinder in which the piston travels in the opposite direction from the piston of the first-mentioned cylinder.

'4. The combination with a multiple-cylinder internal combustion engine; of means for starting the same, said means comprising a source of fuel nude pressure. a valve mechanism connected to said source. connections between the valve mechanism and the respective engine cylinders, means-for operating the valve mechanism to admit a charge to one of theengine, cylinders to place the piston of another cylinder into firing position, and thereafter admitting a charge into the second-mentioned cylinder, relief valves on the engine cylinders, means for operating the relief valves, connections between the relief valve operating means and the means for operating the aforesaid valve mechanism, the connections between said .mcans being such that when the charge is admitted into the first-mentioned cylin der, the relief valve of the other cylinder is opened.

The combination with a nmltiple-cyhinder internal combustion engine; of means for starting the same, said means comprising a source of fuel under pressure, a valve mechanism connected to said source, connect-ions between the valve mechanism and the respective englne cylinders, means for operating the valve mechanism to admit a charge to one of the engine cylinders to place the. piston of another cylinder into.

" firing position, and thereafter admitting a charge into the second-mentioned cylinder, relief valves on the engine'cylinders, means foroperating the relief valves, connections between the relief valve operating means and the means for operating the aforesaid valve mechanism, the connections between said means beingsuch that the admission of a charge into one'cylinder opens the relief valve of a cylinder in which the piston travels in the op osite direction from the piston of the first mentioned cylinder, and. means for firing the charge in the second mentioned cylinder, the charge in the firstmentioned cylinder thereupon being com-f pressed.

6. The combination with a multiple-eyls finder internal combustion engine; of means for starting the same, said means comprising a source of fuel under pressure, relief va'lveson the engine cylinders, and a zvalve mechanism comprising a multi-ported casing connected to 'the fuel source and tot-he respective engine cylinders, valves controlling the ports, the stems of the valves ex- 7. The combination with a multiple-cylinder internal combustion engine; of means for starting the same, said means comprising a source of fuel under pressure, relief valves on the engine cylinders, and a valve mechanism comprising a multi-ported casing connected to the fuel source and to the respective engine cylinders, valves controlhug the ports, the stems of the valves extending from the' c'asing, levers connected to the valve stems, connections between the levers and the relief valves, said connections being such that the admission of a charge into one cylinder opens the relief valve of a cylinder in which the piston'is traveling in the opposite direction from the piston of the first-mentioned cylinder, and means engageable with the aforesaid valve stems for actuating the valves thereof, the casing of the valve being movable bodily to engage the stems with the actuating means.

8. The combination with. an internal-com bustion engine; of starting means therefor including a casing, a plurality of valves in and the casing being movable bodily toward the casing, stems on the valves, which stems extend from'the casing, and a' cam on a movable. part of the engine, the casing being movable bodily to place the aforesaid stems in a position to be engaged by the cam. 1

- 9. The combination with a multiple-cylinder internal-combustion engine; of start: ing means therefor including ac casing, a plurality of valves in the casing, stems on the valves, which stems ext-endufrom. the casing, and a cam on a movable part of the engine, said cam beingadapted to sucessively engage the stems to open the valves,

the cam to engage the valve stems there: with.

L 10. The combination with an internalcombustion'engine; of starting means there for including a casing, a plurality of valves in the casing, stems on the valves, which stems extend fromthe casing, supporting arms on which the casing is slidably mounted, studs on the casing, a rock shaft having arms provided with seats for the studs, means for operatingthe rock shaft, and a cam on a movable part of the engine adapted to engage the stems when the valve casing is shifted in the direction of the cam.

11. The combination with an internalcombustion engine; of starting means therefor including a valve, and its casing, a stem on the valve, which stem extends from the casing and means for operating the. valve, toward and from which means the casing of the valve is bodily movable to place the. valve stem into and out of the path of said means.

12. The combination with an internalcombustion engine; of starting means therefor including a valve, and its casing, a stem on tbe valVe,-which stem extends from the casing, means for operating the valve, toward and from which means the casing of the valve is bodily movable to place thevalve stem into and out of the path of said means, and an ignition circuit controlled by said movement of the valve casing.

13. The combination with an internalv combustion engine; of starting means therefor including valves, stems on the valves, means for operating the valves, said operating means comprising a disk on a movable part of the engine, and-a cam onthe face of- -the disk, said cam being. adapted to engage the stems of the valves,-, a supplementary cam carried by the disk and adjustable thereon to form a continuation of the firstmentioned cam, means for projectingsaid supplementary cam, and means, for retract ing the same.

14. The combination with an internalcombustion engine of starting means therefor including valves, stems on the valves, means for operating the valves, said operating means comprising a disk on a movable part of the engine, and a cam on the face of the disk, said cam being adapted to engage the stems of the valves, a supplementary 1 cam carried by the disk, the latter having an opening in which said cam seats, and the,

cam having a projection which extends from one'side of the disk, and a collar slidably mounted .on the aforesaid movable part of the engine, and adapted to engage the aforesaid projection to advance the supplemen-' tary cam into-operative position, in which position itforms a continuation of the firstmentioned cam.

15. The combination with an internalcombustion engine; of startingmeans therefor including a casing, valves in the casing,

stems on the valves, which stems extend from the casing, means for operating the valves, said operating means comprislng a disk on a movable part ofthe engine, and a I cam on the face of the disk, said cam being adapted to engage the stems of the valves, a

supplementary cam carried by the disk, the latterhavingan opening in which saidcam seats, and the cam having a projection which extends from one side of the disk, a collar slidably mounted on the aforesaid movable part of the engine, and adapted to engage the aforesaid projection to advance the supplementary cam into operative position, in,

which position it forms a continuation of the first-mentioned cam, means for advanc-- ing the casing bodily toward the cams to place the valve stems in the path of said cams, and a yielding connection between said 7 means and the means for adjusting the supsaid cam seats,and t e cam having a projection which extends from one side of the disk, a collar slidably mounted on the aforesaid movable part of the engine, and adapted to engage the aforesaid projection to advance the supplementary cam into operative position, in which position it forms a continuation of the first-mentioned cam, a lever connected to the casing-for advancing the same bodily toward the aforesaid cams to place the valve stems in the path of the cams, a lever ,for operating the advancing means of the supplementary cam, a rod carried by the first-mentioned lever, and passing loosely through the second-mentioned lever, an abutment on said rod, and a spring coiled around the rod between the abutment and the second-mentioned lever.

17 The combination with an internalcombustion engine of starting means therefor including a cas ng, valves in the casing,

stems on the valves, which stems extend from the casing, means for, operating the valves, said operating means comprising a disk on a movable part of the engine, and a cam on the face of the disk, said cam being adapted to engage the stems of the valves, a supplementary cam carried by the disk, the latter having an opening in which said cam seats, and the cam having a prbjection which extends from one side of the disk, a collar slidably mounted on the aforesaid movable "part of the engine, and adapted to engage the aforesaid projection to advance the su plementary cam into operative position, 1n which position it forms acontmuat-ion of the first-mentioned cam, a lever for advancing the valve casing bodily toward the cams to place the'valve stems in the path of said cams, a lever for operating the advancing means of the supplementary cam, a yielding connection between said levers, a latch carried by the first-mentioned lever, a keeper for the latch, and means for disengaging the latch from its keeper.

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

' FRANK H. WALKER. Witnesses:

J. H. BRINEY, J. P. NOBLE.

copies of this patent may. be obtained forfive cents each, by addressing the Commissioner of Patents, Washington, D. C.