US1102455A

US1102455A - Starting and controlling explosive-engines.

Info

Publication number: US1102455A
Application number: US51074209A
Authority: US
Inventors: August Sundh
Original assignee: Otis Elevator Co
Current assignee: Otis Elevator Co
Priority date: 1909-08-02
Filing date: 1909-08-02
Publication date: 1914-07-07
Anticipated expiration: 1931-07-07

Description

A. $UNDH. STARTING AND CONTROLLING EXPLOSIVE ENGINES.

Patented July 7, 1914.

APPLICATION FILED AUG.2, 1909. LJLOQAEE.

3 SHEETS-SHEET 1.

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A. SUNDH. STARTING AND GONTROLLING BXPLOSIVE ENGINES.

APPLIOATION FILED AUG. 2, 1909.

1,102,455, Patented July 7, 1914.

3 SHEETSSHEET 2.

8 vwe whoa:

v @Hozum A. SUNDH. STARTING AND CONTROLLING EXPLOSIVE ENGINES.

APPLICATION FILED AUG. 2, 1909.

1,102,455. Patented July 7,1914.

3 SHEETSSHEET 3.

UNITED STATES PATENT oEEIoE.

AUGUST SUNDH, OF YONKERS, NEW YORK, ASSIGNOR '10 OTIS ELEVATOR COMPANY, 0]? J EBSEY CITY, NEW JERSEY, ACORPORATIQN OF NEW JERSEY.

Specification. of Letters Patent.

Patented July '7', 191d.

Application filed August 2, 191119. SerialNo. 510,742.

To all whom it may concern Be it known that I, AUGUST SUNDH, a citizen of the United States, residing at Yonkers, in the county of VVestchester and State of New York, have invented a new and useful Improvement in the Starting and Controlling of Explosive-Engines, of which the following is a specification.

lviy invention relates to means for starting and controlling the operation of an ex-- plosive engine and power transmission mechanism associated with the engine.

The invention broadly comprises a main explosive engine, an auxiliary explosive engine for starting the main engine, a motor for operating the auxiliary engine, a storage battery for supplying power to the motor, variable speed powertransmitting mechanism, and a system of electrical control associated with said parts.

An object of the invention is to provide a reliable and effective device for starting and controlling an explosive, engine and as scciated power transmitting mechanism, and which device may be controlled with a mini mum of manual labor.

Other objects of the invention, and the exact nature of the same will fully appear hereinafter; the scope of the invention and the novel combinations of elements being set forth in the appended claims.

in the accompanying drawings which illustrate an embodiment of the invention, Figure 1 is a side elevation of an internal combustion engine and associated mechanismas used in carrying out my invention, and showing diagrammatically, the system of electrical circuits and various electrical devices employed; Figs. 1 and 1 are sectional views of the controller taken substantially as indicated by the lines ll and 1 1 respectively of, Fig. 1, Fig. 1 also showing a stop device for the controller lever; Fig. 2 is a side elevation partly in section, showing some of the magnetic clutch devices and brake mechanism associated therewith; Fig. 3 is a sectional elevation view of the brake mechanism, the section being taken substantially on the line of Fig. 2'; F 4: is a sectional side elevation view of one of the clutches and its connected parts; Fig. is an end view of a clutchshown in Fig. 4:; Fig. 6 is a sectional elevation on a larger scale,. of the top of one of the engine cylinders, and showing in. detail,

the sparking mechanism; Fig. 7 is a fragmentary side elevation partly in. section of the sparking mechanism; Fig" 8 is a plan view of one of the details of the sparking mechanism; Fig, 9 is a side elevation partly 1n sect1on of a throttle or regulating valve together with: some of its connected. parts; Fig. 10 is an elevation view of one of, the switch mechanisms; Fig. 11 is a modification. showing speed reducing gearing between the two engines.

The main engine E, the auxiliary engine A, the generator G, and the power transmitting mechanism are all preferably mounted upon the same base or bed. plate 1. The engine E. may beof any preferred type or form, and. in the present case is shown as a three-cylinder two-cycle gasolene engine having an intake or supply pipe 2, and an outlet or exhaust pipe A gasolene supply tank i is connected by a pipe 5 with a carbureter 6, and the latter is connected with the intake pipe 2 through a regulating or throttle valve V. The throttle valve V as shown in detail in Fig, 9, controls a passage 7 leading from the carburetor G to the intake pipe 2. The piston valve 8 is held in its left-hand position, as shown, by a compression spring 9 hearing at one end against the valve casing, and at its opposite end against the flange 10 on the valve. lVith the valvein this position, the passage 7 is partially closed. A rod 11 is ivoted at one end to the valve member 8, and at its opposite end is formed with a slot 12 forming a lost motion connection with the vertical arm of a bell-crank lever 13. The latter is pivoted at 14 to the engine frame, and has a horizontal arm connected at 15 to a centrifugal speed governor K. The latter is mounted on a vertical shaft 16 which is driven by the engine shaft 17 through bevel gears 18. The upper end of the rod 16 is connected through gears'19 with a horizontal shaft 20 for actuating the sparking mechanism.

As shown in Fig. 7, a sleeve 21 is splined on the shaft 20 so as to rotate therewith, but may. be moved longitudinally on the shaft by means of a. lever 22. A sleeve 23-is loosely mounted on the outer end of the shaft 20 and extends over the end of the sleeve 21.. A pin 2 1 carried by the sleeve 21 extends through. a cam slot 25 in the .sl eeve 23. The sleeve 23 carries a cam 26 which is arranged. to actuate a sparking device such as shown in Fig. 6, for one of the engine cylinders. Similar cams 27 and 28 are mechanical] connected to the sleeve 23 through a shaft 29 for operating the sparking mechanisms on the other engine cylinders. As this sparking mechanism is well known in the art, a further description thereof in this place is unnecessary. v

The lever 22 is operated by a T-lever 30. Electromagnets 31 and 32- are connected to operate the T-lever in opposite directions, and springs 33 return said lever to central osition when the magnets are deenergized. f the magnet 31, for example, is excited, it will operate through the T, -lever to swing the lever 22 to the right, carrying with it the sleeve 21 and pin 24; the latter, by rotating the sleeve 23 on the shaft 20, effects an advance in the sparking in a well understood manner. The magnet 32 serves to advance the spark when the engine is run in a reverse direction.

A counter-shaft 35 is supported by standards 36 mounted on their base 1. This shaft is positively driven from the engine shaft 17 by means of a sprocket chain 37 running over the sprocket wheel 38 keyed to the engine shaft, and over a similar sprocket wheel on the counter-shaft. The sprocket wheel 38 may be a part of a member .40 which forms a fly wheel for the engine, and also apart of a clutch, as hereinafter explained.

Sprocket wheels

41, 42, 43 and 44 of different sizes are rigidly mounted on the counter-shaft 35 and connected by

sprocket chains

41', 42, 43 and 44 to sprocket wheels 45 keyed to magnetic clutch members 46 loosely mounted on the shaft 47, as shown in Fig. 2. The clutches on the shaft 47 are designated respectively, A, B, C and D. As shown in Fig. 2, each of these clutches comprises a member 50 keyed to the shaft and carrying a magnet coil 51. \Vhen the latter is excited, the clutch member 46 is drawn into frictional engagement with the member 50, so that motion is transmitted to. the shaft 47 from the counter-shaft 35. The terminals of magnet coils 51- are connected to collector rings 52 against which bear the contact brushes 53. The clutches A, B, C and D are adapted to be operated successively, as will appear later, and owing to the difference in diameters of the

sprocket wheels

41, 42, 43 and 44, the speed of the driven shaft 47 will be gradually accelerated. The shaft 47 may be connected to any mechanism which it is desired to operate by power supplied from the engine. As here shown, this shaft forms a propeller shaft for a boat.

The brake mechanism comprises a brake pulley 55 secured to the shaft 47 so as to rotate therewith. Brake shoes 56 are arranged to bear upon the brake pulley. These brake shoes are pivoted at 57 to brake levers 58; the latter are pivoted at 59 to arms 60 extending from the standard 36. An electro-magnet 61 when energized, lifts the brake shoes, and when the eleotro-ma net is deenergized, brake springs 62 appfy the brake shoes to the pulley 55.

In Figs. 4 and 5 is shown the clutch for connecting the engine shaft 17 directly with the driven shaft 47. This clutch comprises the driving member 40, before referred to, which is keyed to the engine shaft 17 and is made heavy in order to form a fly wheel for the engine. The driven member 63 of the clutch is keyed to the shaft 47, and comprises clutch shoes 64 pivoted at 65 to the body ortion of the driven member. A stud shaft 66 is journaled in the clutch member 63 and carries a. crank arm 67 connected by links 68 to the clutch shoes 64. An arm 69 alsokeyed to the shaft 66 extends into osition to be engaged by a cam surface ormed upon the collar, 70. The latter is adapted to be moved longitudinally of the shaft 47 by means of a lever 71 pivoted at 72 to the standard 36. An electro-magnet 73 has its core connected at 74 to the lever 71. When the electro-magnet 73 is energized, it operates to move the collar to the right, thereby rotating the stud shaft 66, and through the arm 67 and links 68 expands the brake shoes to frictionally engage them with the driving member. When the magnet is deenergized, the spring 75 serves to effect a disengagement of the clutch members.

The switch I, shown in Fig. 10, comprises a weighted arm 76 pivoted at 77 to a bracket '78. A bell-crank lever 79 also pivoted at 77 has an arm 80 movable into engagement with

lugs

81 and 82 formed on the arm 76. A switch arm 83 also pivoted at 77 is adapted to be engaged by adjustable set screws 84 in the lugs 82. The switch arm 83 carries contact plates 85 and 86 movable into engagement with the stationary contacts carried by the bracket 78. A vertical rod 87 is pivoted at its upper end to the bell-crank lever 79, and at its lower end to the bellcrank lever 13. When the governor K operates to lift the rod 87, the switch arm 83 is carried to the left, and the contact plate 86 is brought into engagement with the stationary contacts 88 and 90. \Vhen the speed of the governor K falls below a predetermined value, or when the governor is at rest, the weight of the parts carries the weighted arm 76 to the right, and the contact plate 85 is moved into engagement with the stationary contacts 91 and 92.

The auxiliary engine A is adapted to be connected with the engine E through an electro-magnetic clutch comprising a driving member 93 keyed to the shaft of the engine A, and a driven member 94 splined on the main engine shaft 17. This clutch is 2 excited by means of a ma net coil 95. Fuel is supplied to the engine from the tank 4,

through the pipe=5 and a-pipe 5' leading to I the carbureter 6 of the engine A. A switch lever H is connected through a link 95' and bell-crank lever 96 to the governor K"'of the engine A. The governor K also controls a throttle valve V for the engine/A; this iglve being similar to that of the en-' 6 U I a An-electro-dynamic machine G is connect- ;ed to the auxiliary engine for starting the ter comprises a switch lever having an upper contact arm 101, a lower contactarm 102, and an operating handle. 100. When the handle 100 is moved to the right, the upper contact arm is adapted to engage stationary contact strips 103 to 111 inclusive. This movement of the lever also engages the lower switch arm 102 with the contact strip 103". The movement of the handle 100 to theleft brings the contact arm 101 into engagement with the contact stri s 103,'104, 105,106 and 107' to 111' inc usive. The lower arm also engages the contact strip 103. The switch arm 101 bears continuously on a contact ring 112, and the arm 102 likewise has permanent connection with the contact ring 113. The arm 101' is insulated 'from the ring 113, as shown, and the arm 102 is likewise insulated from all the contacts except the ring 113 and the outermost contact strips 103 and 103.

@The operation of the invention will be understood from the following description:When the controller lever is in central position, as shown, the parts are at rest;

thecircuit for the battery M being open at the controller L. If the handle 100 is now moved to the right, for example, to bring the switch arm 101 into engagement with the contact strips 103 and l04,'the' lower arm 102 will also engage contact strip 103, and circuits will be closed to the motor G. The circuit for the motor armature maybe traced from the positive terminal of the storage battery, through conductors 115,116, contact ring 113, switch arm 102, contact strip 103, conductor 117 ,to the brush 118, and from the op osite brush 119 through the conductor 120, contact strip 103, switch. arm 101, contact ring 112 and conductor 121 to the negative terminal of the battery. The contact rings 113 and 112 being connected respectively to the positive and negative ter- Ininals of the battery may be called positive and negative rings. The

switch'aims

102 and 101 may likewise be called positive and negative arms.

A circuit for the field coil of the motor may be traced through the

conductors

115, 122, field coil 123, conductor 124, contact strip 104 to the negative arm 101, and from thence to the negative terminal of the battery. A circuit 15 also estab 'lished which may be traced from the positive conductor "122, through a conductor 125, a timer 126, and sparking plugs 12] for the engine A, and from thence through a spark coil 128, pilot 129,

conductors

130, and 131 to the negative wire 124. As the motor G now receives current, it will be started and also startlhe'en'gine 'A. The latter being go i started 0' crates 1n the usual way to draw in fuel w ich is ignited by the spark plugs, so that the engine'A will be run by its own pow'er.""As the engine A accelerates, the governor K will operate the switch lever 35 'H to close switches a, b and 0, thereby establishing'a circuit for clutch magnet coil 95, a circuit for'the sparking mechanism of theinain engine E, "and a circuit for a potential magnet coil 150. The circuit for the clutch magnet coil may be traced from the positive conductor 122 through conduc tors 125 135, switch contacts 91, 85, 92, con-. ductor 134, switch a, magnet coilfl95, and i from the latter through

conductors

132 and ,96 131 tothe negative conductor 124. 'A circuit mayalsoibe traced from the positive conductor 122, through

conductors

125, 135, switch I), fthro'ugh' conductor 137 to the sparking plugs of the engine E, and from thence through the sparking coil 138 and conductor 131 to the negative conductor 124. The magnet coil being energized, the clutch member 94 will be drawn into frictional contact with the clutch member 93, thereby connecting the two engines. The

.engine E will therefore, be started bythe auxiliary engine A, and as the speed increases, it will be driven by its own power generated in the combustion chambers of the engine. As the engine approaches its normal speed, the governor K will operate the switch I, and move the contact plate'86 into engagement with the stationary contacts 88 and 90. The contact plate 85 is at I the same time withdrawn from the stationary contacts 91 and 92, thereby opening the circuit for'the clutch mechanism, and disconnecting the engines. As the movement of the controller arm 101 to the right is 0011- tinued, it'engages the contact strips 105 and 106. The strip 105 controls the circuit for the brake magnet 61, which circuit may be traced from the positive wire 122, through conductors125, 135, to the

contacts

90, 86, 88 of the switch I, and from thence through conductor 140, to the brake magnet; and from thence through conductor 141 and contact strip 105 to the negativeswitch arm 101. The brake shoes ,are therefore lifted to perto connect the countershaft 35,

mit the shaft 47 to be driven. The contact strip 106 controls the circuit for the magnet 32, which circuit may be traced from the positive wire 122, through

conductors

125, 135 to the

contacts

90, 86, 88 of theswitch I, and from thence through the magnet coil 32, conductor 142, to the contact strip 106 and negative switch arm 101. The magnet 32 being energized, the T-lever 30 is rotated about its pivot and operates the spark advancer for the engine E. The latter may now accelerate to full normal speed.

In order to prevent any of the clutches A, B, G or D from being operated to connect the engine E to the driven shaft before the brake has been released, the stop mechanism shown in Fig. 1 is provided. This mechanism comprises

stops

8 and 8 extending into the path of the controller lever, and adapted to be withdrawn by an electro-magnet 89. The latter is in a branch circuit in parallel with the brake magnet circuit from the junction 140 through conductor 141 and windings of the stop magnet 89 to the contact strip 105. It will be noted that the brake magnet 61, the stop magnet 89, and the

magnets

31 and 32 for the spark advancer are all controlled by the automatic switch I. The movement of the controller lever onto the

contacts

105, 106 will therefore have no effect on the mechanism until the speed of the engine E is suflicient to operate the automatic switch I. The stops prevent the controller lever at this time from being moved beyond the position shown in dotted lines. When the engine E has accelerated sufliciently to operate the switch I, the spark advancer is operated, the brake released, and the stop magnet energized to withdraw the stops 8 and s. The movement of the con troller lever may now be continued. As the switch arm 101 engages the contact 107, a circuit is closed through the magnet coil of the first clutch A. This circuit is traced from the positive pole of the battery, through

conductors

115, 144, to one terminal of the magnet coil of the clutch A.

From the opposite terminal, the circuit is completed through conductor 145, contact 107, switch arm 101, ring 112, and conductor 121. The clutch A is therefore operated through the sprocket wheels 41 and 45, and sprocket chain 41, to the driven shaft 47, to operate the latter at slow speed. As the switch arm 101 engages the contact 108, a circuit is closed through the magnet coil of the clutch B. The latter is operated to connect the countershaft to the driven shaft for rotation at a higher speed, the circuit for the magnet""A being broken as the circuit for the clutch B is completed. In like manner, the clutches C and D are operated in succession to further increase the speed of the driven shaft. When the switch lever 1,01 reaches .sired intermediate the contact 111, a circuit is. completed by way of

conductors

115 and 144, to the magnet coil 73, and from thence through a conductor 146, contactlll, switch arm 101, and to the negative tcrmlnal of the battery. The ma et 73 being energized, operates the clutc comprising the member 40, thereby connecting the engine shaft 17 directly to the driven shaft 47. A rod 160 operated by the lever 71 when the magnet 73 is energized, moves the valve member 8 to central position, the slot 12 permittin such movement without interfering with t e operation of the governor K. If the speed of the engine becomes excessive, the governor moves the valve beyond a central position and throttles the supply of fuel. Any despeed may be maintained by holding the controller lever stationary in a corresponding position. As the controller lever is moved back toward initial position, the clutches D, C, B and A are successively operated to reduce the speed of the driven member. As the controller lever leaves the

contacts

105 and 106, the brake magnet coil is denergized and the brake applied. The circuit for the magnet 32 is broken and the spark advancing mechanism brought to initial position. When the controller lever is brought to initial position, the circuits leading from the battery M are opened and the mechanism brought to rest. If the controller lever is moved to the left from central position, the

switch arms

101 and 102 engage the contact strips 103 and 103, respectively, thereby connecting the armature brushes 118 and 119, respectively, with the negative and positive terminals of the battery. The current through the armature being reversed, the motor will operate in the reverse direction. The various steps in the acceleration of the mechanism are substantially the same as those already described. .It will be noted however, thatwhen the switch arm 101 engages the contact strip 106, a circuit will be completed in this instance through the magnet coil 31, so that the spark advancer for the engine E will be operated in a direction corresponding to the reverse operation of the engine. a

A switch 148 is provided for closing a circuit through the clutch magnet coil 95 independently of the switches H and I. This enables the operator to connect the two engines together, and maintain them connected independently of the speed of the engines. This ma be desirable in case the auxiliary engine fails to operate properly, and it is desired to start the main engine by power supplied directly from th'eelectric motor G. It is also sometimes desirable to run the auxiliary engine and motor G at the normal speed of the engine E. In this case, the machine G may act as a generator,

' titie it iil eurrentto recharge the storage A potential switch 149 in the circuit of the storage battery is adapted to be opened by a magnet coil 150. The circuit for the coil 150 may be traced from the conductor 122 through

conductors

125, 135, switch a, conductor 133, and coil 150 to the battery. The magnet 150 is designed to open the switch 149 when the storage battery has been charged to a predetermined voltage, thereby opening the armature circuit of the machine G. As the circuit for the potential switch magnet includes the switch o, the potential switch will always be closed when the en ine A is not running, so that the machine d may always receive current to start the engine A. The battery M may be used to supply current to electric lamps 151, or other electro-responsive devices, which may be employed on boats, automobiles, or other appliances with which the present invention is used. In some cases, it may also be desirable to run the motor G and auxiliary engine A when the main engine E is at rest. To enable this to be done, a switch 152 is provided in the circuit which controls the magnetic clutch between the en gines and the sparking mechanism of the main engine. By opening this switch, the motor and the auxiliary engine may be run continuously without affecting the main engine. This arrangement permits the auxiliary engine A to be used for running the machine G as a generator to charge the storage battery. I

Fig. 11 shows a modified form of connection between the auxiliarv and main engines. In this arrangement, speed reducing gearing is employed, comprising a driving pinion 155 on the shaft of the auxiliary engine, and meshing with a gear wheel 156 on a shaft 157 in alinement with the main enine shaft 17. The magnetic clutch member 93 'is carried by the shaft 157. With this,

arrangement, the auxiliary engine will be run at a much higher speed as compared with the main engine.

The present invention is adapted for use in many installations, such as railway trains, elevators, motor-boats,automobiles, trucks, and other appliances, where explosiveengines might be employed, and owing to the simplicity and ease with which the engine may be controlled, the invention is adapted for a large field of uses Where heretofore it has been impractical or impossible to employ explosive engines.

Although a storage battery is employed to supply power for operating the generator G, any other convenient source of electrical power might be utilized. The storage battery, however, when charged, is sufficientto effect the starting of the auxiliary explosive engine; and as this battery may be recharged by power supplied from either.

the main engine or the auxiliary engine, no other source of electric power is necessarv. The storage battery may also serve to equalizethe electric pressure for power or light which may be supplied from the machine G operating as a generator.

Although, for the purpose of illustration, a two-cycle engine is herein shown, there are many other forms of explosive engines which might be started and controlled in accordance with the principles of my invention, and it .is within the province of mechanics skilled in the art to adapt the invention to many forms of engines. Other forms of transmission mechanism, magnetic clutches, etc., might be employed within the scope of this invention. I wish further not to be limited to the particular arrangements of parts or details of construction herein.

disclosed, as various changes might be made without departing from the spirit or scope of the invention. 1

What I claim as new and desire to secure by Letters Patent of the United States, is

1. The combination with internal combustion engines, each comprising a rotatable shaft, of means for connecting the engines through said shafts, means for starting one of the engines, and means for automatically disconnecting the engines when they have accelerated to a predetermined speed.

2. The combination with a main and an auxiliary internal combustion engine, means for starting the auxiliary engine, means for automatically connecting the engines when the auxiliary engine has attained a predetermined speed, and means for automatically disconnecting the engines when the main engine has accelerated to a predetermined speed.

3. The combination of an explosive engine, an auxiliary starting engine, an electromagnetic clutch for connecting the engines together, and means controlled by the speed of said explosive engine to automatically cause the operation of said clutch to disconnect the engines when the said explosive engine has attained sufiicient speed to operate independently of the auxiliary engine.

4. The combination with an explosive engine, of an auxiliary starting engine, clutch mechanism for connecting the engines, means for automatically operating the clutch mechanism to connect the engines when the auxiliary engine has attained a predeter mined speed, and means for automatically operating the clutch mechanism to disconnect the engines when said explosive engine has attained a predetermined speed.

clutch mechanism between the engines, electrical means operated by the auxiliary en- 5. The combination with a main explosive engine and an auxiliary starting engine, of

gine to efiect the operation of the clutch mechanism and connect the engines, and means operated by the main engine for effecting a disconnection of the engines.

6. The combination with a main explosive engine and an auxiliary starting engine, of an electro-magnetic clutch having its clutch members connected respectively to said engines, and switches controlling the magnetic clutch, said switchesbeing controlled respectively by the speed of the two engfnes.

7. The combination with an explosive engine, of an auxiliary engine, an electromagnetic clutch for connecting said engines, a switch in the electric circuit for said clutch, a speed governor operated by the auxiliary engine, and connections between said speed governor and switch for operating the latter when the auxiliary engine has accelerated to a predeterm ned speed.

8. The combination with a main explosive engine and an auxiliary starting engine, of an electro-magnetic clutch between the engines, a switch in the electric circuit for said clutch, a speed governonoperated by the main engine, and connect ons between said governor and switch for operating the latter when the main engine reaches a predetermined speed.

9. The combination with a main engine and an auxiliary engine, of an electro-magnetic clutch between said engines, a switch in the circuit for the clutch. magnet winding and open when the auxiliary engine is at rest, a speed governor connected to the auxil iary engine, connections between said governor and switch for closing the latter when the auxiliary engine reaches a predetermined speed, a second switch in said circuit and closed when the main engineis at rest, a governor connected to the main engine, and connections between said last named governor and switch for opening the latter when the main engine reaches a predetermined speed.

10. The combination with a main ex 10- sive engine and an auxiliary explosive engine, of a clutch between the engines, automatic means for operating the clutch to connect the engines, and automatic means for establishing a circuit for the sparking mechanism of the main engine when the engines are connected. I

11. The combination with an internal combustion engine, of power transmission mechanism associated therewith, mechanism for controlling said power transmission mechanism, an auxiliary internal combustion en ine, and? means for operating said contro-l ing mechanism by power generated by the auxiliary engine.

12. In combination, a main internal combustion engine, controlling apparatus therefor, an auxiliary internal combustion engine, connections between said engines for transmitting power for starting the main engine, and a generator driven by said aux ihary eng ne and supplying power for operatln said controlllng apparatus.

13. n combination, aninternal combustion engine, a driven element, variable speed and power transmission mechanism between the engine and driven clement, controlling apparatus for said mechanism, a second inconnecting said engines, and means for starting said second engine in either direction, said means being operated by power generatedby the second engine after it has reached a given speed.

15. The combination with an internal combustion engine, of an auxiliary internal combustion engine adapted to be connected thereto for starting the first named engine, and means located at a distance fromthe engines for controlling them by erated by the auxiliary engine) 16. In combination, an internal combustion engine, a driven member, variable speed power transmission mechanism interposed between said engine and driven member, an auxiliary engine, devices for controlling said power transmission mechanism, devices for controlling the operation of said internal combustion engine, means for connecting said auxiliary engine to said internal combustion engine to start the latter, and means for utilizing and applyin power generated by the auxiliary engine o controlling devices.

17. The combination with main and auxiliary reversible explosive engines, means for starting the auxiliary engine in either direction, and means for coupling the engines together to start the main engine after the auxiliary engine has started.

18. The comb nation with main and auxiliary internal combustion engines, a reversible electric motor connected to the auxiliary engine andoperable to start the latter in either direction, said electric motor being operable as a generator to generate current when running in either direction, and electro-receptive means to receive said cur-rent.

19. The combination with an internal combustion engine, of a driven member, an electro-magnetic brake therefor, electromagnetic clutch mechanism interposed between the driven member and the engine, means for starting the engine, means for prevent,- ing the operation of the brake to release the driven member befiore the engine hal r operatingsaid power genreached a predetermined speed, a manually operable device for controlling the clrcuits to the brake and clutch mechanism, and

means to prevent said device from being operated into position to effect the operation of the clutch mechanism before the brake has beentreleased.

20. The combination with a main and an auxiliary internal combustion engine, of clutch mechanism between the engines, means for automatically operating the clutch mechanism to disconnect the engines when the main engine has speeded up, and a manually operable device for rendering said last named means inefi'ective, whereby the engines may be run together at full speed.

21. The combination with an internal combustion engine, of an auxiliary engine, an electro-magnetic clutch between the engines, a switch in the electric circuit for the clutch magnet normally open when the auxiliary engine is at rest, means for closing said switch when the auxiliary engine has been accelerated to a given speed, a second switch in said circuit normally closed when the said internal combustion engine is at rest, means for openmg said second swltch and disconnecting the engines when said internal combustion engine has been accelerated to a predetermined speed, and a third switch controlling the clutch magnet circuit and operable to maintain said circuit independently of the speed of the engines.

22. The combination with a main internal combustion engine, of an auxiliary engine, an electric motor connected to the auxiliary engine, means for automatically connecting and disconnecting said engines, and a device for rendering said last named means mefiective.

23. The combination of an internal com-- 'tery has been recharged to a predetermined voltage, and a device controlled by the engine for rendering said disconnecting means ineffective While the engine is at rest.

24. The combination of a main explosi e engine, a pilot explosive engine, each comprising a continuously rotatable member, means for connecting said members together, and means dependent upon the speed of the engines for automatically disconnecting them when the main explosive engine has attained sufficient speed to operate independently of the pilot engine.

In testimony whereof, I have signed my name to this specification in the presence of two subscribing witnesses.

THEODORE E. TERRELL, BESSIE WATSON.