US1039866A - Internal-combustion engine. - Google Patents

Description

W. B. S. WHALEY & E. P. ROBINSON.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED AUG. 28, 1908.

Patented Oct. 1, 1912.

3 SHEETSSHEET 1.

W. B. S. WHALBY & E. P. ROBINSON. INTERNAL COMBUSTION ENGINE. APPLICATION FILED AUG.28, 1908. 1,039,866.

' 3 SHEETS-SHEET 2.

'Patented Oct. 1, 1912.

- 'iiNrrEnsnares-PATENT OFFICE,

WILLIAM BURROUGHS SMITH WHALEY, OF NEWTON, AND EDWARD P. gROBINSON, F MALDEN, MASSACHUSETTS, ASSIGNORS TO REVERSIBLE GAS-ENGINE COMPANY. ,A.

CORPORATION MAINE.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that we, WILLIAM B. SMITH THALEY and EDWAPD P. Ronmao'n, .both citizens of the United States, and residents, respectively, of Newton, county of Middlesex, and State of Massachusetts, and of Mal den, county of Middlesex, andState of Massachusetts, have invented an Improvement in Internal-Combustion Engines, of which the following description, in connection with the accompany ng drawings, is a specifica tion, like letters onthe drawings'represent ing like parts.

The presentiinvention relates an ternal combustion en no, and is mainly em bodied 111 the control ing mechanism. which is used when; the engine is to be started, the

arrangement beingsuch that all the-necessary operations for starting are performed automatically by a single controllmg device.

The arrangement is such that the parts which control the position of mechanism which actuates .the inlet and exhaust valves,

the ignition timer with its switch, and an auxiliary starting device, are so connected that they are moved to the propelposition for starting the engine in either .I direction by onecontrolling or reversing lever. The

auxiliary starting device which is herein shown for purposes of illustration consists of a traveling valve and distributing means which control a source of fluid pressure,such as compressed air, to be used if for any reason the engine fails to start by combustion, there being a stop valve interposed between the travelin valve and the supply tank or reservoir rcompressed air, this step valve being opened by hand when it: is desired to bring the, auxiliary starting device into operation. For convenience, this starting deyi'ce will be hereinafter referred to as,

the auxiliary air-valve, and the operating parts thereof will be termed the valve, the distributing member, and the reversing member. r 1

The auxiliary starting device which controls the operation of the fluid pressure comprises a distributing member having-anamber of stationary ,distributingfl ports coni- Inunicating respectively with thecylinders, and a' traveling valve havin a singlei'p'ort which operates in unison wit 1 the halftime shaftin a fo iiicycle eglfline. The communi-.

either direction.

Specification of Letters Patent. r mm t, 1, 9 a lication filed August 28,1998. Serial No. 56,687.

cation between the o otribut-ing member and the cylinders is through ducts'which are independent of the regul ariinlets for the ex plosive mixture, and the valve is so arranged that the pressure is successivelylet into the icylinders substantially at the beginning of the expansion stroke, and when the regular valve of :the cylinder the same as the burned fgas is discharged when the engine is run thingby combustion, there being no change in the operation ofthe inlet or exhaust" -valves. i

The auxiliary starting device is proyided with means whereby the communication between the distributing memberand the travcling valve may be shifted frdm onecylinder to another inorder to start the ngineahea or in the reverse direction. In the. construction shown, this is accomplished through the agency of an intermediate part, or reversing member. The electrical timer is arranged in the same way, that is, so that'the distributing contact-carrying member can be shifted; and the said distributing member and the reversing member of the device are connected together so that the movement of thesingle actuating device which performs all the functions necessary for starting the engine causes both the igniting devices and the air valve to be in the proper positionto start and run'the engine in whicheverd-irectionmay be desired. v

The cams which controlthe inlet and exhaust valves are arranged in pairs on slid ing cam shafts, so that an endwise movement of-the cam shaft will throw one set of cams or the other intooperative position and thereby time the valves for operation in The sliding .of the cam shafts is done by the same actuating device which controls theelectrical timer and the auxiliary starting device, and also the means for operating the ignition mechanism.

The suppl m compressed air is primarily controlled by a stop valve having an actuat- Ping device, so that the valve can be opened by hand toturn on the compressed air, pro- "inletand exhaust valves of the cylinder are Z'closed, so-that the action" follows the same cycle as the normal-action of thee'ngine bycombustion. i

I fluid; pressure is' discharged at the end .of the stroke through the regular exhaust \ided the engine does not start in response io the ignition when the electrical timer is nmvcd to starting position. This stop valve is preferably self-seating, it being necessary only to hold it open, for a brief interval in order to insure the starting of the engine.

Figure 1 is a side elevation, partly in section, of a portion of an engine embodying the invention, showing the starting devices and the cam shiftingmechanism; Fig. 2 is a diagram showing, in a conventional way, the manner in which the pressure is distributed through the auxiliary starting device; Fig. 3 is an end elevation partly in section; Figs. +1; and 5 are horizontal sections, through the upper part of the a.uXil

iary starting device, showing the reversing member in two different positions to start the engine ahead and reverse; Fig.4; is a vertical section, taken on line a of Fig. 4:, through the auxiliary starting device; Fig. 7. is a top plan view; and Fig. 8 is a' horizonta-l section on the line 09 of Fig. 1, part o'l the frame being broken away to show the parts underneath.

The invention is shown as embodied in a siX-cylinder four-cycle, single acting engine, the drawings,'however, with the exception of the diagram, showing only a portion of the cylinders, since all the-operating mechanism in which the invention mainly consists is located at one end of the engine. In a six-cylinder engine with the cranks arranged in pairs 120 apart, there will always be two cylinders in the sequence in which the pistons are respectively. in favorable position to start the engine ahead or reverse, and, under ,normal conditions, if everything is tight, these two, cylinders will each contain a partially compressed charge of explosive mixture. By arranging the electrical timer, therefore, so that the distributing contacts can be moved a sufiicient distance to cause a spark in either-0t two successively operating cylinders, it is possible to" produce ignitioir' in either cylinder,

and theirby to start the engine in either direction by combustion, if conditions are normal.

\Vhile any suitable or usual "form of timer may be used without departing from the invention, the engine is shown as provided with a timer substantially like that shown and described in an application filed bv us May 4-, 1908, Serial No. 30,881, and consists of. a traveling contact member a and a member I) carrying distributing contact members l L l 5, and 6, best shown in big. T. in this construction, the contact members are clongatcdfor the purpose of insuring cont act in the necessary cylinder for going forward or reversing; but while this construction is desirable for the reason that the en no will nearly always start by combustion on closing the circuit, it is not essential to the engine embodying this invention, since the auxiliary starting device may always .be relied upon, regardless of the system of ignition used. The contact member a is radially connected with a rotating shaft a provided with a bevel gear a which is in mesh with a bevel gear connected or formed integral with a spur gear :7 which is arranged to drive one of the cam shafts, herein shown us the cam shaft 1! which operates the exhaust valves oi the engine.

The spur gear d is in mesh with the gen r f which in turn meshes with the gear on the crankshaft g], the intermediate gear 7' also meshing with the gcar ii which controls the auxiliary starting dcviccJas will be hereinafter described, as well as the inlet cam shaft 79. The gears are so proportioned that the cam, shafts, the electric timer and the traveling valve make one rcv olution while the crank shaft makes '1 no revolutions in a four cycle engine. 'llnoperation of the electrical timer. as \vcll n.- that of the'auxiliary starting device, ma be best understood by reference to the d a gram, Fig. 2, which shows the pistons in the position in which they are most likely to come to rest when the engine has been stopped by cutting off the ignition. The pistons are shown in this position tor con venience in illustration and description. it being understood that the engine can he started with the pistons in any llflmlllun in which they may come to rest.

The six cylinders are indicated by tho numerals 1, 2, 3, 4;. and h, and the living sequence in the forward movement o l the PM gine, starting from the position in which to air valve is shown, is 5, 3. (l. 2. -l-. l. 'l'hos'c numerals. therefore, are used. in connection with a distinguishingreference letter. as indicating the distrilniting contactl mcmhcw 'ot the electrical timer. as well as the corro sponding distributing ports oi the auxiliary starting device, the said electrical timer and the valve of the starting device operating in unison in accordance with the invention. Referring to the (:liagram, Fig. "i. the travel- 1'", is shown with the said port in position to connect the source oi compressed air with the cylinder 5, through the duct .3, so that when pressure is admitted-to the chamber below the valve, by opening the stop valve on, Fig.3, the piston in cylinder 5 will be forced downward to start the engine ahead. The downward movement of the piston in cylinder 5 turns the crank shaft in the forward direction, the piston in cylinder 3 then completing its compression stroke while the travelin valve i moves in thcdirccl'ion indicated by the arrow shown in full lines. to a position in which the port comes in line with the duct 3 leading to th: cylinder ing valve i which is [n'ovidcd with the port 3, that the compressed air is admitted to the said cylinder,

During the outward movement of the piston lIl cylinder 3, the piston in cylinder 6 has come to the end of its instroke ready for operation when the port 2' reaches the duct (9 leading to the said cylinden As will be seen from the diagram, the air is distributed to the cylinders in the proper sequence to produce the continuous operation of the en-- gine. If the engine is to be reversed, the reversing member of the start-mg device is moved so that the port i is placed in the relation to the distributing ports indicated by the dotted lines, so that when the stop valve m is opened, the cylinder 3 will be in communication with the source of com-' pressed air, thus starting the engine in the reverse direction and producing the rotation of the member 2' in the direction of the dotted arrow. The cylinder 5 thus receives the next impulse, and is followed in turn by cylinders 1, 4c, 2, 6, which is the reverse -of the sequence named as the firing sequence to start it in the reverse direction.

While the specific construction and arrangement of the electrical timer is not essential in the broader functions included in the present invention, and is fully described in the prior application above cited, it may be briefly stated that the distributing member I) which carries the contacts 1*, 2 &c., up to 6 is provided with a main operating handle 6 which has a pivotal conncction with the member 6, and is adapted to close the'electrical circuit at either one of the contacts 6 by a. rocking movement on said pivotal connection, it being'impossible to impart such rocking movement to the handle, except when the distributing member Z1 is in the proper initial position for starting ahead or starting in a reverse di-' rection.

Under normal conditions, the engine will start on the spark, it being necessary only to move the handle 6 to one or the other of its extreme positions, one movement causing the engine to start ahead, and the other causing the engine to start in reverse direction. At the end of such movement, the rocking movement of the handle is possible owing to the location of the slots or openings 6 at the ends of the guide tongue 0" which prevents such rocking movement when the handle b s In any intermediate position. .Jlhe rocking movement of the handle 6 closes the electrical contact at 1', so that the current through thesystem pro.- duces a spark .in either cylinder or cylinder 3, in accordance with the position of the handle; assuming, of course, that the engine has come to restin the position indicated in the diagram, which position is I the equivalent for any position in which the engine can come to rest so far as relates to the cycle of operations controlled by the sparking timer or the air valve. A spark will, therefore, be made in the right cylinder to start theengine,and the engine will start if ignition takes place; If, however, for any reason, such as an imperfectmixture, or leakage, or. failure of the sparkplug in the starting cylinder, ignition does not take place, it is necessary tostart the engine by fluid pressure.

In order that the auxiliary starting device 7 may be properly positioned to startrthe engine, the said starting device is arranged to be operated by the handle 6 soas tobeset in the ahead or reverse position by the same movement which 'setsthe electrical timer. For this purpose, the reversing member of' the said device, which will hereinafter be described in detail, is connected means of a link is with a radial arm connectedwith the supporting member or sleeveb which carries the distributing member I) of the electrical timer. Thus, the movement of the handle-b -which places the engine in condition to start, correspondingly sets the -r eversing member of the auxiliary starting devicefso that when the stopvalve m is opened, the engine will run underthe action of the compressed air, this operation taking however, without interfering with.- the normal operation which will be. taken up as soon as a charge ignites in any cylinder.

' The stop-valve m is interposed between the compressed air mlet m and the 1'6C61V1Tlg' chamber of the air distributing valve. This valve m is shown as mounted on a plunger m and normally held seated bymeans of a spring m, the air pressure also tending to llpold the valve seated, as best indicated in The stem m is located under an operating lever m pivoted at m", and arranged to bear upon the stem m so that by depressing the said lever, the pressure will be turned on, the valve being self seating, as soon as the. lever m has been released. In operating the engine, therefore, it is necessary only to move the handle to either of its extreme positions according to the direction in which the engine is to be started, and, if the engine fails to start upon oompletlon'of the circuit, the lever m may then be depressed,- whereupon the engine will start under the action of the compressed air. and continue to operate by compressed air as long as the valve is held open. As soon as ignition takes place in any cylinder, the engine will operate in the normal way.

In connection with the starting and reversing mechanism above described, it is also necessary to reverse the operation of the valve cams in accordance with the direction of movement of the engine. For this purpose, the inlet cams on the cam shaft 7L2 and the exhaust cams on the cam shaft (Z are arranged in pairs, there being two for each cylinder indicated as the inlet cams h, if", and the exhaust cams (Z d These cams are so arranged that a longitudinal movement. of the cam shafts brings one set or the other into p ositionto engage thevalve stems, so that when the engine is to be reversed, it is necessary only to produce a longitudinal movement of each camshaft. It is obvious that if the engine is equipped with automatic inlet valves, 2'. 6., check valves, it will be necessary to operate but one cam shaft, namely the one controlling the exhaust valves. To produce such longi- 1 tudinal movement, the cam shafts are ar-- ranged to be actuated through the agency of the handle 6 the supporting member or sleeve 1) being connected by means of a link 6 with a lever which is pivotally supported between cam shafts d and 72, This lever is provided at opposite ends with l-shaped recesses 72 and b which 'operate respectively upon pins (Z and 7: formed on sleeves connected with the cam shaftslso far as relates to. longitiulinal movement, but arranged so that the earn shaft can rotate tin-rein. 'As best shown in Fig; 8, therefore, the swinging movement of the lever produces a corresponding longitudinal movement of each cam shaft, the movements be ing in opposite directions, and the cams being arranged accordingly. In order to provide for such longitiulinal movement with out disconnecting the cam shafts from the gears by which they are driven,ihesaid. cam shafts are shown as provided with squared ends, and,;for convenil ncc, the. construct-ion'of the can: shaft (Z only will be specifically referred to, since that of the cam shaft 72. is substantially the same. Said cam shaft d is provided with a squared end' (i which enters a correspondingly shaped socket in the gear I], which gear is provided with a suitable hearing and arranged, as previously stated, to make one rotation for ,each

two rotations of the crank shaft. The longitudinal movementof the cam shaft d3, therefore, does not interfere with or prevent the normal rotary movement. thereof in the operation of the engine.

It is necessary, for proper, timing, that the travelingvalve i should travel or rotate continuously, although, in the normal operation of the engine, this member performs no useful function. It is desirable, therefore, that the valve should be so arranged as to operate freely and without friction or wear, although it is necessary, when the valve is in use, to have tight joints in order to produce the proper distribution of the air without leakage and loss of pressure. To this end, the construction of the device is such that'the traveling valve 'is out of contact with the stationary parts, except when the air pressure is turned on, but is so arranged as to be seated firmly by the air pressure while it is in actual operation.

Referring to Figs. 3 and'6," the valve 6 consists of a disk which'i's loosely'eonnected with the rotating shaft driven by a bevel gear'h connected with the gear h, the said shaft being the same in construction as the shaft which operates the rotating member of the electrical timer. The said valve 6 is provided witha hub i having slots in which fits loosely a transverse pin 2' driven. through the shaft i so that while the disk 71 is rotated by the shaft 2' it is free to move longitudinally with relation thereto.

The distributing ports 1, 2, 3, P, 5 and 6 are formed in the stationary distributing memberf-i p these ports, opening externally, as indicated at 7 to receive the pipes leading to the several-cylinders. Each of the distributing ducts is provided with a checkvalve. I between the valve and the cylinder.

The member a. is provided with a series of pockets m each pocket conununieating with an inlet portion 11, formed in the lower surface of the member a, said inlet portions being arranged in a circle so as to be consecutively lit-(night into communicationwith the air inlet through the traveling port 2 leach oi the pockets a is of suthcicnt length to admitof the necessary reversing movement without losing communication through the duct to which it belongs. This member n-is provided also with a stem 91* having a radial arm n which is connected with the linklc, so thatthe oscillating movement is imparted thereto by the action of the handle I) previously described as the ope 'ating or reversing leverfor the engine. In order. to

.reduce the size or the starting device, as a whole, as well as the area of the movable parts, the. ducts inthe stationary member are arranged in two concentric circles, and the pockets in thelrever'sing member are arranged in' thejsa'me way.' By this construe tion, the ports directly controlled by the the parts.

lowe -see a valve can" be arranged in a comparatively small circle, while the pockets which 06mmunicate with theseveral ducts can overlap, as best shown in Fig; 5, so that the whole device may be relatively small in diameter.

Referring to Figs. 4 and 5, it will be seen that, in Fig. 4, the port 2' is in position to open communication between the source of compressed air and the pocket at which communicates with the outlet passage 5 leading to cylinder 5. Upon starting the engine, communication will successively be opened to cylinders 3, 6, 2, 4 andiifas shown in the diagram, Fig. 2. To reverse the engine, the member a is shifted in the direction of the arrow to the position shown'inFig. 5, so that the-pocket n in the member n which'is in communication with'the duct leading to cylinder 3 is brought into communication with the duct 2'", so that communication is opened with cylinder 8. This starts the engine in 1 the reverse direction, the sequence following in the reverse of that above set forth, 2'. 6., 3, 5, 1, 4, 2, 6. In the construction shown, the port in the valve is so proportioned with reference to the distributing ports, that commu= nication is established with a following cylinder in the sequence before it is cut off from the p-rior cylinder, so that it is impossible for the engine to stop in such a position that it will not start when the stop valve m is opened. The arm n is so/proportioned that the movement of, the operating-lever b to either starting position, correspondingly setstheauxiliary starting device for the nec-- essary operation by fluid pressure, if necessai 30th the member amend the member 71 are loosely mounted, and it is obvious that the air pressure will tend to press the said member 11 against the lower surfacepf the member n, thereby tightly sealing the joint between the two. This excess pressure is new sufficient .to lift the member a into engagement with} the upper surface of the casin thereby resulting in the tight sealing of aI In the normal position shown in Fig.- 6,-

' the member a, which is normally stationary,

rests upon a portion ofthe casing and is-free from engagement with the upper surface 27,

, so that it affords no resistance to the shifting operation inv starting the engine, and ,the member a, which is continually rotating, is out of engagementwith the member a, and simply rests looselyai'pon a portion of the casing, or on the endl'of the shaft 2' so that no unnecessary friction is generated. The only time that any frictional resistance is 'ens countered is when the air is turned on, andas this is only done in starting the engine, and usually not maintained for-more than one or two strokes, there is very little wear on the parts. w Each one of the air ducts leading from the stationary or distributing member i of the air valve isprovided with a checlovalve, and the fluid pressure usedis preferably somewhat lower than the expansive pri ssure caused by; the exploding gases, so that, as soon asexplosion takes place in any cylinder, the air pressure is cut off by the check valve, there being, therefore, no unnecessary waste of compressed air, and no discharge of burned orburning gases into the source of compressed air.'

The operation of the device embodying the invention as follows: To start the engine the lever Z is moved from the posi tion shown in the drawings to one or the other of the notches b to-set the ignition timer, the auxiliary starting device and the valve cams according to the direction in which the engine is to run. The said handle is then raised to close the circuit, and if colnbustion takes place,'the engine will start without the use of the auxiliary starting device. The initial movement of the handle 6 however, has set the exhaust cams in the proper position to operate the valves for ahead or reverse movement, as the case may be, as well as the inlet valves, if mechanical inlet valves are used.- This 1novement has also properly set the reversing member of the auxiliary starting device, and if the engine fails to start after the circuit has been closed by raising the handle 6 the operator depresses the handle an to open the stop valvem, whereupon the fluid pressure is' admitted to the right cylinder to start the engine in the direction desired. This starting operation does not in any way interfere with the normal operation of the engine under its own combustion, so that, ordinarily the fluid pressure need be applied only for one or two strokes. It is not intended tolimit theinventi'on to the specific construction and arrangement of the several instrumentalities which shine to form a complete starting mechanism, since modifications may obviously be made,

. without departing from the invention.

' Claims. v

l. In a multi-cylinder internal combust on engine. the combination with an ignition timer having a traveling contact member;

and a distributing member of an actuating device for shifting said distributing member to time the ignition for operationdn either direction; a source of'fluid pressure;

a distributing device having a stationary" member provided with ports leading to the several cylinders, and a traveling valve hav .ing :;means. for opening said distributing portssuccessively means for, changing the relation between-said traveling valve and the 'distribut' 1 .ports to correspond to the change in the glectrical timer; and connect ing mechanism between Said electrical timer and said traveling valve ,whereby said parts timer and the distributing member of said pressure distributing means in unison for reversing the operation of the engine; exhaust-valves; means for opening said exhaust valves substantially at the end of the stroke during which the ignition timer and the pressure distributing means have operated; and shifting devices for the exhaust valve operating means actuated by themeans for shifting the distributing members aforesaid.

3. In an internal combustion engine the combination with an ignition timer; of an actuating member for the distributing device of the ignition timer whereby said dis tributing member can be set to start the engine ahead, or in a reverse direction; a source of fluid pressure; a traveling valve; a stationary distributing member; a reversing member connected with the distributing member of the ignition timer so as to be operated in unison therewith; and means whereby the traveling member of the ignition timer and the traveling valve also operate in unison, substantially as described.

4. The combination with the ignition timer having a traveling contact and relatively stationary distributing contacts; of a source of fluid pressure; a traveling valve operating in unison with the traveling mem-. ber of the ignition timer; distributing ports successively opened by said valve, common means for shifting the order of operation of said distributing ports and that of the distributing contacts of the ignition timer; and a stop-valve to control the fluid pressure supply. i

5. In a multi-cylinder internal combustion engine a source of fluid pressure, and

means for controlling the operation of said pressure comprising a stationary distributing member provided with ports leading respectively to the cylinders, said ports being provided with check valves; a rotary valve provided with a single port arranged to open communication successlvely through the distributing ports; a reversing member provided with ports adapted to shift the communication between the port in the rotating member and consecutive distributing ports; and means for shifting the position of said in termediate member.

-6. In a fluid-pressure starting-device for,

internal combustion engines, the combina-- tion with a stationary distributing member provided with ports leading to the several cylinders; a traveling valve operatmg in unison with the half time shaft and provided with a single port, said valve being located above'the air inlet and vertically movable within the valve casing; a reversmg member for shifting the relation between the portin the rotary member and the distributing ports, said reversing member being also vertically movable in the easing; and means \for oscillating said reversing member, substantially as and for the purpose described.

7. In an internal combustion engine having a plurality of cylinders, an exhaust valve for each cylinder; a longitudinally movable cam shaft provided with two cams differently positioned for each exhaust valve; means for moving said cam shaft longitudinally to bring one or the other of the sets of cams into operative position; an actuating device for producing the longitndi-' nal movement of said cam shaft; an ignition timer provided with a distributing member capable of being-shifted to admit. of the reversal of the engine; an auxlliary fluid pressure starting device also having reversmember adapted to move said member from one position to another to time the engine for operation in either direction; a source of fluid pressure; a traveling valve operating in unison with the timer to distribute the fluid pressure to the cylinders; a reversing member cooperating with said valve, and connected with the actuating device for the distributin member of the ignition timer; and a longitudinally movable cam shaft also connected with said actuating device and provided with two differently arranged cams forthe valve of each cylinder.

9. In an internal combustion engine, an

auxiliary starting device comprising a source of fluid pressure; a distributing member having ports consecutively arranged and communicating with the several cylinders, the port in the traveling valve having a suflicicnt area to lap consecutive ports in the distributing member; and a reversing member adapted to shift the communication through the traveling valve from one distributing port to another.

10. In a starting device for internal combustion engines, the combination with a stationary distributing member having two sets of ports arranged in concentric circles; a reversing member capable of oscillating movement and having pocket-s also arranged in concentric circles and adapted to lap adjacent ports in the stationary distributing member, and also" being provided with 'inlets leading to said pockets, said inlets being arranged in a circle; and arotating valve provided with a single port of sufficient length to lap adjacent inlet ports in the intermediate member.

11. In an internal combustion engine, an ignition timer having a plurality f distributing contacts, and means for shifting the position thereof toreverse the engine; a reversing cam shaft; an auxiliary fluid pressure startingdevice provided with reversing means; an actuating device; connecting mechanism-whereby said actuating device is caused to operate said ignition timer,- said cam shaft and the re'versingmeans of the auxiliary startingdevice; and a separately operated stop valve for controlling the fluid pressure.

12. In an internal combustion engine, a

reversing ignition timer; a reversing cam,

shaft; an auxiliary fluid pressure starting device provided with reversing means; a circuit closer for the ignition circuit; a common actuating device for said ignition timer,

said cam shaft, and the'ii'eversingmeans for the auxlliary startlng device; and means whereby said actuating device is caused to operate said circuit controller at the end ing. means for the auxiliary starting device;

and means whereby said actuating device causes the operation of the igniting devices after the movement which operates the reversing mechanism has been completed.

In testimony whereof, we have signed our names to this specification in the presence of two subscribing witnesses.

WILLIAM BURROUGIIS SMITH VYHALEY. EDWARD P. ROBINSON. lVitnesses:

' JAMES J. MALoNEY,

M. E. OOVENEY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. G.

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