US1048482A

US1048482A - Internal-combustion engine.

Info

Publication number: US1048482A
Application number: US35184907A
Authority: US
Inventors: William O Barnes
Original assignee: Individual
Current assignee: Individual
Priority date: 1907-01-11
Filing date: 1907-01-11
Publication date: 1912-12-31
Anticipated expiration: 1929-12-31

Description

W. O. BARNES. INTERNAL COMBUSTION ENGINE. APPLICATION FILED JAN.11, i907.

.Patented Dec. 31, 1912.

5 SHEETS-SHEET 1.

1&045482.

W; o. BARNES. INTERNAL COMBUSTION ENGINE.

PPLIOATION IILBD JAN.11, 1907.

9M l. 9 1 l, 3 e D .m Lm a P 5 SHEETS-SHEET 2.

W. 0. BRNES. INTERNAL COMBUSTION ENGINE. l VAPPLIMJION FILED JAN.11, 1907.

Patented Deo. 31, 1912.

- 5 sHBETs-sHBET 3. l B N W. 0. BARNES. INTERNAL COMBUSTION ENGINE. APPLICATION FILED JAN.11. 1907.

Patented Dec. 81, 1912.

5 SHEETS-SHEET 4.

w n Lw m a @m L m. www nww W@ l@ W. 0. BARNES.

INTERNAL GOMBUSTION ENGINE.

APPLIGATION FILED 1511.11, 1907.

1,048,482, Patented Deo. 31, 191

5 SHEETS-SHEET 5 QM M Wmmm 0.13am

WILLIAM: O. BARNES,' OF PHILADELPHIA, PENNSYLVAlNIA.

Lois-182.

-Specification of Letters Patent.

Patented'Dec.-s1,1e12.

Application filed January 11, 1907. Serial No. 351,849.

To all whom 'it may concern:

Be it known that I, l/VILLIAM O. BARNES,

a citizen of the United States, and resident of Philadelphia, State of Pennsylvania, post-oflice address 4642 Penn street, F rankford, Philadelphia, Pennsylvania, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a full, clear, and exact specification.

This invention relates to internal combustion engines,'and is herein-shown and described as being embodied in a three-cylinder compound engine, although obviously some of its features are susceptible of use in single engines or in non-compound multiple cylinder engines.

Figure 1 of the drawings is a side View in section taken along the line l-l of Fig. 3. Fig. 2 is an end view looking from the Yleft in Fig. 1. Fig. 3 is a plan View. F ig. 4 is an end view of the circuit closer in section taken on the line 4-4 of Fig. 5. Fig. 5 is a side vieiv in section taken on the line 5-5 ofl Fig. 3. Fig. 6 is a side view in enlarged scale in section taken through the line \,6 of Fig. 2, showing the carbureter and parts of the induction pipes leading to the high pressure cylinders. Fig. 7 is a profile view of one of the cams controlling one of the induction valves of the high4 pressure cylinder. Fig. 8 is a profile View of the cam'- controlling the movement of the exhaust valve of the lovv pressure cylinder; Fig. 9 is a profile view of one of the cams controlling the valves between the high and low pressurev cylinders. Fig. 10 is a diagrammatic view of a suitable electric circuit to be employed in starting the engine.

The frame or body of the engine is shown as a single casting comprising the three cylinders al, a?, c3 and the crank case a4.

C is the crank shaft supported for notation in bearings b1, b2 which are bolted to and form the ends of the crank case a4, and also in suitable bearings?,3 and b4 which are securely bolted to the inside of the crank case a4. The crank shaft is formed with three cranks c, ci' and c3, the two outside cranks being placed 180 degrees from the inside or middle crank. Crank c1 is connec-ted by means of connecting rod 1'8 and wrist pin q1 with piston f1 which is closely tted in cylinder a and reciprocates therein.- Crank c2 is connected by means of connectzgrod 7' and '.vrisf nim ff \vith.Diston f2 which. isclosely fitted and reciproca-tes in cylinder a2, Crank c3 is connected by means 'of connecting rod r1 and a Wrist pin similar to q1 with piston f3 which is closely fitted and reciprocates in the cylinder as. A sin'- gle casting D is bolted to the top of the cylinders and formsa cover for all the cylinders. Gear gl is mounted on the crank shaft so as to rot-atetherewith and meshes into and drivesthe idler gear gzwhich ismountmeshes into and drives the gea-r g5. Gear g3 is securely fastened on the sleeve al, one end ofwhich turns in a ,suitablebearing in the .Cover plate b5. and is preventedfrom moving longitudinally in the plate.` by gear g3 and the collar s2 which issuitably fastened to the sleeve. Thegear's ,q1-andy are so proportioned that g3 will makejust half the The valve cam` shaft .s passes through sleeve s1 and 'is' madeto revolve with sleeve s1 by means of the lscrew .pin s, .which projects into the spiral or helical groove a6 formed in shaft s. Circuit closer-sleeve s7 is mounted on theother end of shaft s* vand is made to revolve with the shaft by the pin sa, whichis securely v fastened in the sleeve and entersfthe helical groove 8 formed in the shaft s. Circuit closer sleeve s is preventedv from moving longitudinally Ainsaid bearing -by the riiange 81 and the circuit closer s, which is securely fastened to the sleeve s". Sleeve s vis mounted on shaft s* and is made to revolve with the same by means of pin s which is securely fastened in the sleeve and' enters the helical groove s formed inshaft 8*. Longitudinal movementof sleeve s is prevented by the threaded end of s which is screwed intocthe threaded end of sleeve 87. Sha-ft s* is also supported by bearings 67 and bs, which are suit-ably secured to crank case a. Securely fastened to shaft s* are the two single lobed cams S15-and s1, and the twolobed cam s. The cam s is mounted on'sleeve s1 and is made. to rotate with the sleeve by the pin s1 which is securely fastened in cam s and proects Ainto the helical groove s3 formed on 'slee e s1. Lateral movement of cam s on shaft s* is prevented by the threaded part of shaft sfwhich is screwed into a corresponding thread in cam sm. The one lobed cam s2 is mountedcn sleeve-s1 and is made to number of revolutions made by the gear g1.

rotatelvvi'th sleeve s by the pins21 which is securely fastened in 82 and projects into a ed in a suitable bearing in b1 andv in turn -enlarged portions s' helical groove s2? formed on the outside of.

the sleeve S12.' .The cams als and 82 are provided at the center of their length with enlarged portions s (see Figs. 5 and 7) and 5 both ends of those cams are 'provided with 5 and s2, the Vportions ofthe cams intervening between the said enlarged portions and upon which the roller k1 'is shown to be rest-ing in Fig. 5, being designated by the numeralsszfand s, respectively.,

Theenlarged middle portions s are for the r' `purpose of openlng the valves o* and r1, re-

`spectively, to relieve the compression below the ignition point when the lever L1 is at its middle or stopping position. The enlarged portions S25 and 826 are forA the purpose of opening -tlie same valves to relieve the compression when .thelever L1 is moved to its extreme positions for startingihe engine.

The lever .L1 is suitably fulcrumed on cover plate'b5 to swing in the notched or recessed side of the bar en. vThe segmental .gear L2 which is fastened to lever L1v meshes into the annular rack-like grooves formed near the end of shaft s* so that thc longitudinal posit-ion of shaft s4 is determined by` the position of lever L1.

The circuit closer su 1s 'composed' of a` metallic portion subtending about L80 degrees of its circumference which -is in electricalY connection with thefcir- 'cuit closer sleeve and hepge with the frame of the engine, and. of an insulating portion's'ubtending the .rest of thecirc'umference;

Two brushes m1 and mi of metal oother suitable material are mounted and suitably secured 4to insulating block e10 and bear against circuit closer s at diametrically'opp'ositepoints; 4but are capable 4o of adjustment-so that if necessary an allowance can be made -or variations in generat- Aing the secondary current which have been found to. exist iii-induction coils.

N is a 'suitable cover -r box' which is 4 5 bolted to .coverl plate be and incloses the circuit closer and brushes.

The induction' passage p1 leading to cylinder ai1 is"closed at its outer .endby' check valye o1, Fig. 6, contained in valve body or carburet'en'o1 andjis normally kept on its seat by` the spring t3. The induction passage p2 leading to cylinder a3 is also closed at its outer end by the check valve 'v2 which is'normally kept on its seat by the spring t".

Valve body 0 1. is provided with-a gasolene' orpetrolA passage o2 to' which tpetrol is brought from 'a suitable source of supply by the pipe o5. The passage o2 communicates with -the small passages o8 and 0*, which piercethe seats'of valves -vl and o2. The

supplyl'ofgasolene to the passages o3 and 04 is contrlled by the needle valve es. The construction is such that when rarefaction takes place in one of the induction passagesA the valve o1 or 'v2 covering that passage will lift ott its seat and a quantity of air and gasolene will enter said induction passage. By.throttling the supply of gasolene tothe passages 0E and o4 the quality of the mixture of air and gasolene supplied to the induction passages can be varied.

A valve body or plug 0?' is tit-ted into a' hole passing through the cylinder cover 'and i is seated gastight against a conical shoulder d1 in the cylinder cover. vThe uwper ed of :o6 isr chamfered or beveled 'an a ring 4o',

of. soft copper or. other suit-able material is 0. The follower o5' is screwed into the cylinder cover D so as to force packing ring' o7 into intimate'contactzwith o6 and cover D and form a gas tight joint' between the cover ring and valve plug and at the 'Sametime i securely hold 'plug o6 in contact with' its seat d1. A port p8 vformed in'fvalve plug-'0? connects cy-linder alfwith induction passage pi. A puppet valve seated' in o(s controls the communicationbetween cylinder a" .and

port p1. AThe stenrof valve l11i-extends up- ,ward through a lsuitable guide .and stuiiing box in-oe. .A crosshead g4 is secured to the head of the stem ofvalve lo* and is jointed or pivoted to lever L3 by means of pin il..

'Lever L3 is' ulcrumed onv pm '2 .which is held in suitable bracket f* secured Eto the cylinder cover. The valve o* is.normally kept on its seat by the lspring t1, one end of wlnch i s secured 'to lever Laand the other end to the cylinder cover D. The upper emi -of rod 11v bears against the lever La and its lower end'rests -ina depression in the cam fllower'l.' Follower 11.1 slides Pfreely carries at its-lower end the roller h1, The construction is such that when thef'cam .15

`in a suitable guide 'ingtherengine frame and i l is-'revolving'fthe valve will be alternatelv opened and closed 4by means ofthe roller k1, cam follower k1, valve -rod r1 lever L3, crosshead g4, pin 1 and spring t1.

V alves v5 and o are of similar construction and control the passage 0j.: gas between cyl. inders al Aand a2 by wayof .the ports p4, p5

-and p, land are operated by cam .s16 acting through roller k2, cam follower JL?, valve and a2 is controlled by valves 'Us and 'n1 which are of similar constructionto .valye's 'v5 and e and vare loperated by cani4 through similarmechanism Jas f'thatv ployed top-transmit motion to valves' je@ e6 from cam S15. Communication-between; the cylinder va2 an'd .the exhaust port p71 is controlled by valve '01 Whichs operated by cam s1" through similar mechanism as that employed to transmit motion from cam' s to valve o,

The action of the engine is as ollowsz- I f the p arts are in the positions shown. in Fig. l and a charge of gas and air filling the space in cylinder a1 above piston f1, the pressure due to the ignition will cause piston f1 to descend and the crank shaft will rotate, consequently piston f2 will ascend and the contents of cylinder d2 will be pushed into the exhaust port and from thence into the exterior air through the exhaust pipe p8. Piston f3 moving in unison with piston f1 will lin descendingr cause a rarefaction in a3 and p2 and consequently valve e2 will open and a mixture of gas and air will enter p? and a?. Piston a3 having completed its downward stroke and valve 117 having seated while the piston was at the end of its downward stroke, the charge of air and gas confined in a3 will be compressed by the piston 01.3 during its upward stroke. The proportions of the cylinder are'such that the compression will be carried to such anextent that the heat developed by the compression will be suilicient to ignite the charge of mingled gas and air when the piston is near the end ot its upward stroke. The'expansion of the ignited charge will drive piston f3 downward on its next course. When piston f3 reaches the end of its next downward stroke valves v8 and o9 open, establishing communication between cylinders'a3 and a, and valves if, fr and o7 being shut the pressure acting on the larger piston f2 will force that piston downward expanding the chargest-ill further and compelling the. piston/f3 to rise. ll'hen piston has reached the end of its downward stroke and piston f3 the endof its upward stroke valves u" and v9 close and valves u1 and Iv7 open. Meanwhile piston f1 moving in unison with piston f3 will have cmnpressed to the point of ignition a charge of gas and air in cylinder al. The ignited 4charge in a will expand and drive piston a1 ^,.n its next downward stroke and during that stroke pistonj'2 will rise and expel the con- -tehs of a2 through valve 'uw which opens for piston f2. The cam shaft is so geared to the crank shaft and the relations of theparts are such that when lever L1 rests against one side 0f the notch in .the bar e the valve cams are in the proper position so that the engine will run in one direction, butif the lever L1 be moved so that it rests against the other side of the notch in the bar e the pitch and direction of the spiral grooves s3, s, s9 and s-Mare such that the longitudinal movement ofcam shaft s4 due to such moves, s1 and s to be advanced 90 degrees, and the cams s and s2 to be retarded 90 degrees or any other suitable extent so that the cams ,will operate the' valves in the proper manf ner when the engine is running in the oppositev direction. These circumferential advancing and retarding movements of the said cams are accomplished by the action ot the spiral grooves s, s3, s and s. As the shafts* is moved longitudinally to the left from the position shown in Fig. 5, for example, the'groove s6 engaging with the stationary pin si determines the direction and extent of rotation of theshaft s4. In the arv rangement illustrated in the drawings, the groove s, being a left hand spiral, the top of the shaft s* will be turned toward the observer, viewed as in Fig. 5, carrying with it the cams s, .sm-and s". -The groove s, near the opposite end of the shaft coincides in contour with the groove s, so that the shaft practically unscrews through thc sleeves s1 and s, wnzhout changing the rela tive rotary positions'of these'two sleeves. But this endwise movement of the shaft s4 carries the cams s and- 820 lengthwise with the shaft, the rotary positions of those cams being, however, determined by the direction of the grooves .si8 and S22, with which these cams are in engagemenhby means of the pins s1 and s, respectively. As illustrated in the drawings, these grooves s3 and S22 are shown as forming right hand spiral paths, so that in this instance the tops of these cams s and .92 wouldbe turned away from the observer, as viewed in Fig. 5, which is a direction opposite to the rotary movement of the shaft s4. The threaded connect-ion be:

permits the rotary movement of that shaft and those cams relative to each other. Obviousl these grooves s, .s3 s land s may be straight, or varied in direction and extent of spiral, so as to rotate theea'ms in the same direction or in opposite directions, to any desired position. The circuit closer s is at the same time and by the longitudinal movesition' relative to that shaft and to the valve cams, by means of the pin sS engaging in the groove s", so as to bring the ignition period int-o proper relation to the reverse direction of running. The degree and direction of spiral may obviously be modified to adaptit to various conditions. If the engine be running in either direction and the lever L1 be Aaoved to middle position in the notch in l bar e, the cams s and 82 are moved longiment of L1 will cause the cam shaft and cams` ment of theshaft s* rotated to its proper po-` tween the shaft s* and the cams s1s and s2 india-ally so that their enlarged middle porburnt charge gine will come to rest with all the cylinders'.. lfilled with an explosive mixture-of air and tain reasonable etliciency in the engine it istlons s bear against rollers of the corresponding cam followers causing the valves r@tand ci to remain open during part of the compression stroke of pistons f1 and f3, thereby reducing the amount of compression in the cylinders a1 and of below the point of self-ignition, consequently the engine will come to rest. The last revolutions of the engine taking place without ignition, the

will be exhausted and the cn` gas.

l have found it to be perfectly feasible' to retain for days an explosive mixture in the c y-'linders of an' internal combustion-engine. On the other hand in order to Iol)- essential that when running the .explosive must be compressed a considerable .amount before ignition as usually constructed the amount of power consumed in compressing a charge is greater than the am'jount of power that can .bedeveloped'f'romthe expansion cfa charge ignited l`at atmospheric pressure. Consequently the starting'of an internal combustion engine in which the compression is carried to an economical degree is usually attended with more or less difiiculty. Inorder to overcome 'all difficulty in starting I increase the compression space during thel first few strokes to such an extent that the degree of compression is so reducedthat the power developed from the 'irst charge; ignited at atmospheric pressure inyone 'of the cylinders al or a3 is amply .sutiicient to startthe engineand effect the reduced compression in the other cylinder. I'prefer to so proportion the'conipression'spaces lthat thel power developed by the expansion vof a charge ignited at this reducedcompression 1n the other cylinder is'amplyf sufficient to turn the engine and effect thehigher normal compression of the next charge in the first lcylinder; but this is not essential as the surplus energy of each sueeding charge will"A bestoredup in the rgtating parts of the engine until sufficient has been accumulated to effect the normal compression.

If the engine is at rest and' thelev'er L1 be sprung sidewise out of the notch in bar eu and placed insucha position that it makes electrical connection with oneiof the studs e1 and -e' an electrical current will-flow from battery et through the frame oftheengine circuit closer s, brush m1 or m2 and the primary of the inductioncoil e5 0r eYand this` current will be rapidly broken and restablished by the vibrator e7 or e". Consequently a 'spark,.due to thefinduccd current in the secondary of the induction coil, will be made to jump-across the terminals of the spark plug e3 or .14, Fig. G, igniting takes place, and inen'gines Ain the reverse direction.

the gas in the proper cylinderto effect rotation of the crank shaft in the required direction, determined by the position o' lever 1 being in contact with stud e1 or .62.

the notch in bar e in order to make contact Ywith one 'of the studs el or e2 the enlarged end portions S25, .s2B .of the cams s. Vand .x20 will be moved longitudinally underneath the rollers attached to the cam follawers'? and consequently the valves of and v7 will be kept open during the entire rotation of the cam shaft s, thus adding passages p1 and p2 to the compression spaces ofA the cylinders a1 and a3 and thereby 80 reducing the amount of compression to the required degree for starting. When the crank sha-ft has rotated so far that the first ignited charge begins to exhaust through valve 'v10 t-hemetallifc surfaceof the circuit 85 closer will have moved so'far as to j coni'e in contact with'the other brush, thereby' 'caus ing the charge in the other high pressure cylinder, which has meanwhile been par-v 'tially compressed, to be ignited. Thus the 90 charges in 4a1 and awill be alternately electrically 4ignited until the engine has gained s uiiicient' headway to enable it to effect the;

normal' compression. lVhcn such headway has been gained the lever L1 is to be moved away from the stud e1 or e2 and allowed to spring'into -the nearest end of the notch in. the bar e?, and since the primary circuitsare no longer completed through the frame of the engine; the sparking at the plugs es 101K,

and e* will cease. The rollers attached to the cam followers It land h5 will be' acted upon by -one of the reduced portions s", s of 'the' cams s ands, whereby the valves @tand a will be-properly seated and closed 105 fat' all times except during` the admission strokes of the respective pistons. Cerise-, qnently the compression spaces of the cylinders. a1 and a3 will be reduced to normal dimensions and the charges will be selfignited bythe heat of compression. If the engine is running in one direction and the, lever L1 be pushed to the other end of the notch in bar e the ignition will cease in..

cylinders al anda8 While the lever is passing 115,

across the notch and consequently allthree cylinders will become lled with zin-explosive mixture'of air and gas, it being remembered that the shaft and cams are thusl set for running .in one direction, while the 12o engine continues by its momentum to. run

' When lever L1 reaches the other end of the notch themovements of the. various valves are such that the contents of cylinder a2 into one of the cylinders a1 or a3 and 0n the ascent of the piston in a1 or a3 the con-A tents of the cylinder will be ignited by the heat of compression before the piston has reached the end of its -upward stroke. 1 130 W'hen leverL1 is moved beyond the end of 70 will be compressed prefer to so proportion the parts of the engine that the energy stored up in the rotating parts shall be entirely absorbed by the said compression ofthe ignited charge in cylinder a? or L3 and consequently the engine will come to rest and will start to rotate in the opposite direction on .accountof the pressure exerted by the ignited charge in 'a1 or a3 on piston f1 or f3. i It will be observed that the 4cams s and aware set opposite to cach other. That is,

..,... their corresponding working parts are 180 degrees apart, relative to the shaft s4, se that the cylinders@1 and as alternate in their cycles of operations; As illustrated in Figs. l, 2 and 5, the explosion has just taken place in the cylinder a1. The cylinder a,3 is being filled with fuel drawn through the open valve o", while the waste gases are being expelled from the cylinder a2 through the open valve v10, Upon the next up stroke of the pistons f1 and f3 the former will push its waste gases into the cylinder a?, while the latter will compress the gases in the cylinder a? and explode at the top of the stroke; thus the cylinders a,1 and a3 alternately draw in, compress and explode their respective charges, and exhaust them into .the cylinder a2, which thus receives an impulse at each downward stroke, first from a1 and then from a?. 'lhe reversing operation. by'means of the lever L1, reverses the order of alternate action of the cylinders a1 and a? by reversing the leads of the respective valves. The advance of the 2-lobe exhaust cam s brings it in proper position for releasing the opening at the lower end of the stroke of the piston f2; since, as will be seen by reference to Fig. 8, the releasing portions of. the cam 40 s are 90 degrees apart, viz., at the beginnings of the respective -rises ofthe cams.

The diagram shown in Fig. 10 illustrates a suitable arrangement of the auxiliary circuits; and the relation of the contacts e] and e2 to the lever L1, which serves as a switch for closing the circuit between the engine frame and one or the other of those contacts which was otherwise insulated Afrom the frame, whereas the lever L1 being' pivoted upon the frame is in electrical communicacording as the one or the other of the:

brushes m1 or mi are -in electric contact with so the circuit controller sn.'

It will be understood that in moving Jfrom the contact e1 to the contact fe? and vice versa,

the combined switch lever L1 by moving-the cam shaft s* longitudinally alters the\pos iI tion of the various camsand of the circuit closer, adjusting them into proper relation for running the engine in the forward and reverse directions, respectively.A

It'will be understood that the embodiment of my invention herein shown may be and should be modified in various ways to suit thediiierentconditions under which it is to be employed.

I claim as my invention 1. The combination, in'an internal com- 75 bustion engine, ot means for effecting compression to thc point Aof self-ignition, an auxiliary space 4for relieving the compression below the point o self-ignition, valve mechanism. including a valve for controlling communication between the internal combustion chamber of the engine and said auxiliary space, and cams for operating said valve mechanism, provided with a portion tor operating the said valve, when the compression is to be reduced below the point of self-ignition. Y A

^ 2. The combination, in an internal combustion engine, of -means for effecting conipression to the point of self-ignition, means for releasing the compression below the point of self-ignition, an electric ignition circuit for igniting the charge' under the lower compression, and means combined with the compression releasing means for concurrently closing the said circuit.

3. The combination, in an internal combustion engine, of means for eii'ecting compression tothe point of self-ignition, means for releasing the compression below the point of self-ignition, an auxiliary electric circuit for igniting the charge under the reuced compression, means for switching the ,said circuit in and out of operation, and means for cordinating the pressure -reducing means and the switching means whereby they are operated'concurrently. 4. The combination, in an internal combustion engine, of a cylinder proportioned to compress theeharge to the point of selfignition, an inlet passage, an inlet valve for said passage, a cam provided with means for opening or closing the said valve during the compressing stroke of the engine, and means for shiftingthe cam to bring either its openingv or its closing means into operation upon said valve.

5. The combination in an internal combustion engine, of compression space proportiored to compress the normal charge to the point of self-ignition, a valve, an induction port leading to an inductionpassage, and means for interrupting the self-ignition to stop the engine, including means for opening the'said valve to extend the compression 125 space into the said induction passage, and thereby reduce the compression below the point. of self-ignition.

6. The combination in an internal combustion engine, of compression space propor- 1a.@

'tioned 'to normally compress its explosive charges to the point of self-ignition, an induction port and passage, a valve controlling the said port and normally serving as a check valve for the automaticdrawing-in of the charge, and means for stopping the engine by reducing the compression below the point of self-ignition, including a cam, and means under the -control of the operator for establishing operative relation between l the said cam and the said valve to open said 'valve during the compressionperiod, and

thereby extend the compression space into the induction passage.

7'. fllie combination, in an'internal conibustion engine, 'of a. cylinder proportioned to compress the charge to the point ot'selfignition,an inlet passage, an inlet valve for said passage, a cam provided with different port-ions :t'or controlling thevalve, one portion for closing the valve during the com-l pressing st-roke of the engine to effect selfigniting compression, and the other portion for opening the valve during the said Stroke for reducing the compression below self-i nition, and means for moving the said-valve to bring either ot the said valve operating portions into operation' upon the valve.

8. The combination, in an internal com` bustion engine, of a cylinder proportioned 'to compress the charge to the point of selfignition, an inlet passage, a valve for said passage, a cont-rolling cam for said valve' provided with different operating portions, one portion for closing the valve during the compressing stroke of the engine, to/eii'ect self-igniting compression, and the other portion for opening the valve duriii the said stroke to reduce the compression low the igniting point, an electric ignition circuit-'for 'igniting reduced compression charges, and

means .tor moving the cam to bring its said different portions into operation and to concurrently open and close the said sparking circuit.

9. The combina-tion, in an internal combustion engine, of a. cylinder proportioned to compress the charge to the .point of selfignitionl an inlet passage, a valve for said passage, a controlling cam for the valve provided with a portion for closing the valve -uring the compression stroke of the engine to effect self-igniting compression, and with another portion for opening the valve during said stroke to reduce the compression below self-ignition, an electric ignition circuit for igniting low compression charges, and ineans for concurrently moving the .-yalve toits compression releasingposition,

and concurrently closing the said ignition circuit.

10. The combination, in an internal combustion engine of-a com ression c linder an auxiliary pressure reducing space, a valve controlling communication between said cylinder and said space, valve mechanisin, including a cam provided ,with a plurality' of operating portions at different longitudinal positions of the-cam, including a portion for opening the said valve during the compressing stroke of the engine, and meansA for moving the said cam longitudinally toits dii'erent operating positions.

11. The combination inl an internal combustion engine arranged for compressing a. chai-ge to the point of self-ignition, vali-ic mechanism for holding the said self-igniting compression and also for releasin the compression below the point of self-ignition, and an electric ignition circuit provided with a.switch and a timing circuit breaker ccperably connected with the valve mecha- .nisni` whereby they are operated in conjunction for effecting the reversal ofthe engine. 12. The combination with an internal combust-ion engine, and means for compressing af charge' to the point of self ignition of pressure releasing and restarting devices, including an auxiliary sparking circuit, a switch ad'apted'to adjust-the said'circuit for forward and reverse. running, respectively, and means operable with the switch in moving from one of its circuit closing positions tothe other, for changing the sparking time of the circgit and relieving the compression below the point of self ignition.

-13. The combination, in an internal combustion engine, provided with induction and exh-.iqst ports of means for compressing a charge to the point of self ignition for the full speed operationof the engine, and starting and reversing devices therefor including an auxiliaryignition circuit, a switch for ladjusting the -circuit for forward and' re-v verse runningr positions respectively of the engine, valves for closing the induction and exhaust ports of the engine, ignition del vices in the circuit, and means operable withthe switch in moving it from one circuit adjusting-'p'osition to the other for changin to suit the forward and reverse operations of the engine.

14. The combination, in an internal coffibustion engine, of means for compressing a charge to the-point of self ignition, ineluding a valve for holding or relieving the pressure, a cam controlling the operation of the valve, provided with-ditferentportions for the said holding and relieving positionsA of the valve, means for rotating the cam, land means for making the said different portions of the cam operative upon the Valve.

15. The combination, in an internal combustion engine, of means for compressing a charge to the point of self ignition, including a valve for holding or relieving the pressure, a-cam for operating the`valve, having different portions for determining the holding relieving positions of the valve. an

2, 1i Y1the said valves ind thesaid ignition devices l a .n I n l n 4 l 4 n auxiliary ignition circuit, means for adjust- In testimony whereof I have signed my lng the sald circuit to suit the forward and naine to this spemfcatlon 1n the presence of 10 reverse running of the engine,and means tivo subscribing Witnesses.

vlnryvable with the circuit adjusting means for moving the said cani to make its respec- VVHJL'IAM .0 BARNES' tive portions operative upon the valve'i'o Witnesses:

Suit the desired running direction of the FREI) B. Fortuny, engine.4 H. S. QUARTY.