US1343980A - Controlling mechanism for internal-combustion engines - Google Patents

Description

C. A. MULLER.

CONTROLUNG MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR. 3. 191]. RENEWED OCT. 31, 1919.

1,343,980. Patented June 22, 1920.

V 3 SHEETSSHEET I.

INVENTOR CHARLES A. 471/LL/? ATTORNEYS WITNESSES.

C. A. MULLER.

CONTROLLING MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED MAR. 3. 1917. RENEWED OCT. 3|, 1919.

1 ,3 43, 980. Patented June 22, 1920.

W/TNESSES. INVENTOR.

C. A. MULLER.

CONTROLLING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR. 3, 1911. RENEWED OCT. 31. 1919.

1,343,980. Patented June 22, 1920.

3 SHEETS-SHEET 3.

WITNESSES INVENTOI? UNITED STATES PATENT OFFICE. Y

. CHARLES A. MULLER; OF 'ISLIP, NEW YORK, ASSIGNOR TO ATJ'GI TSTMIETZ CORPORA TION, OF..NEW YORK, N. Y., A CORPORATION OF NEW YORK.

(CONTROLLING MECHANISM FOR INTEENaL-ooMBUsTioN ENGINES.

' Application filed March a, 1917, Serial No. 152,296. Renewed October 31, 1919. Seriallio. $534,821.

To all whom it may concern:

Be it known that I, CHARLES A. MULLER, a citizen of Switzerland, and resident of Islip, county of Suffolk, city and State of New York, have invented certain new and useful Improvements in Controlling Mechanisms for Internal-Combustion Engines, of which the following is a specification.

My; inventiongrelates to controlling mechanism for internal combustion engines and more particularly to that type thereof commonly known as oil engines in which the initial motive power at the starting of the engine in many forms'of this engine is compressed air. In such engines after a suflicient momentum has been obtained under the in-- fluence of said compressed airthe supply of the latter to the combustion chamber of the engine is cut oil and the usual explosive mixture consisting of oil and air is substituted as a motive force, it being understood that in some cases the introduction of the oil may commence before the compressed air has been finally cut oil". My improvement has for its object the provision of a simple mechanism whereby such engines may at all times be efliciently controlled and more particularly contemplates an improved and simplified arra gement whereby said engines may be quic and positively reversed when necessary or esired. Other objects of my invention will appear from the description .hereinafter and the features of novelty will be pointed out in the appended claims- In theaccompanying drawings I have diagrammatically shown an example of my invention for the purpose of illustration and description. 'In said drawings Figure 1 is a diagrammatic view showing an engine cylinder and, its cooperating parts in operative combination with my improvement; Fig. 2 is a view of the operating dial with reference to which my controller is operated; Fig. 3 is a view, part section and part elevation, on an enlarged scale showing the details of construction of my improved control valve and gine.

of the mechanism y which it operated; Fig. 4 is a section along the line 4-4 of Fig. 3; and Fig. 5 is an elevation, of diagrammatic character, showing the applica tion of my invention to a three cylinder en- As shown in'the drawings 5 represents the cylinder of an engine in which the custom- Specification oi Letters Patent. Patented June 22 1920.

ary piston 6 reciprocates, the latter being for instance an igniter tube 11.is located in the combustion chamber in the well known manner. The engine may in addition comprise any suitable construction, while the shaft 9 may be operatively connectedwith any desired or known mechanism to impart motion thereto as will be readily understood.

As shown diagrammatically the combus-' tion chamber 5 of the cylinder 5 is connected by means of a pipe 12 with an annular chamber 13 forming part of a valve cylinder 14 and communicating with the interior thereof through an annular slot 15, the cylinder 14 in turn being connected by means of a pipe 16 with a sourceof compressed air.

Thecommunication between the interior of the valve, cylinder 14 and the annular chamber 13 and-consequently the communication between the pipes 12 and 16 is controllecl' by means ofv a suitable valve 17 slidably mounted in said cylinder 14.

As shown in the illustrated examplethe valve 17 is provided with annular flanges 18 forming an intermediate annular space 19 and is further constructed with one or more channels 20 extending through said valve in an axial direction. establish communication between those parts of the cylinder 14 located upon opposite sides of said valve whereby equalization of pressure and perfect balance is secured. The valve 17 in the illustration is carried by a hollow stem or sleeve 21 slidably mounted upon a tubular rod 22 depending from the.upper portion of the valve cylin- The said channels 20 der 14 and communicating with the atmosphere through the outlets 23 formed in said valve cylinder. The tubular rod 22 is provided. with a plurality .of slots 24 so located as to be intersected by the plane of the annular slot 15 of the cylinder 14, the hol1ow10'5 provided with a plurality of radially extending passages 26 corresponding in number to the slots 25 and establishing communication between said slots and the annular space 19 for the purpose to be more fully de scribed hereinafter. The valve stem 21 ex tends 'exteriorly beyond the oneend of the cylinder 14 through a suitable "stufling box or thelike 27, it being understood that in some cases, the stem 21 or its equivalent may also extend through the opposite end of said cylinder for guiding purposes instead of becross-head 28, the latter being pivotally connected at 29 with one end of a link 30, the other end of which is pivotally connected at 31 with a second link 32. The latter in turn is pivotally connected at 33 with an arm 34 rigidly secured either directly to a toothed segment 35 or to a shaft 36 upon which said segment 35 in such case is also rigidly mounted, it being understood that in either case the point 36 represents a pivot journaled in suitable stationary bearings. The segment 35 is in mesh with a pinion 37 carried by a rod 38 rotatably mounted in suitable stationary bearings and provided at one end with an actuating means which as shown may consist of a crank 39 provided with a pointer 40 at its free end. The said actuating means of whatever nature it may be is preferably located in close proximity to the one face. of a stationary indicating plate 41 suitably sup ported and provided'upon said face with suitable designations 42, 42, 42 42 and 42 located in coiiperative relation to said pointer 40, a stop 43 being provided upon said plate 41 to arrest the movement of the crank 39 as will be more fully described hereinafter.

In addition to the above, a third link 44 has, its one end pivotally connected at 31 with the links 30 and 32 and its other end operatively secured for instance to a crank 45 forming part of or secured upon a counter shaft 46 journaled in suitable stationary bearings. The counter shaft 46 is operatively connected with the main shaft9 in any suitable manner so as to operate in harmony therewith or at the same speed and as shown carries a bevel pinion 47 in mesh with a bevel pinion 48 mounted upon an auxiliary shaft 49. The latter is journaled in suitable stationary bearings and in the diagrammatic illustration is provided with a gear 50 which meshes with a gear 51 secured upon the main shaft 9 to rotate therewith. The connection between the combustion chamber 5 of the cylinder 5 and the pipe 10 is controlled by means of a valve 52 which ispositively operated in a direction to open it in any suitable manner and as shown is carried by a stem 53 which is sli'dably mounted in suitable stationary bearings and is controlled and operated for instance by means of a cam 54 rigidly mounted upon the rod 38; a spring 52 or any other the pipe 55 is atomized or scattered throughout said combustion chamber to form an explosive mixture. The injection of the fuel into the combustion chamber 5 may for instance be accomplished by means of a fuel pump 56 located at a convenient point in e the pipe 55 and controlled and operated in any suitable manner as by being operatively connected with an eccentric 57 located upon the main shaft 9. In addition to this the arrangement includes aby-pass 58 connected at its opposite ends with the pipe 55 and forming therewith a by-pass circuit at some point between the source of fuel supply and the cylinder 5. The by-pass 58 may be controlled in any suitable manner as by means details may be such as to meet any desired 8 requirements and further that the specifically indicated parts may be replaced by equivalent elements without in any way affecting the operation and efliciency of my improvement. By way of example it may be mentioned that the cranks specifically shown and described may be replaced by eccentrics, cams or other equivalent devices whereby the intended operation of the parts is secured.

In practice the links 30 and 32 must be of substantially the same length, while the parts of my improved construction are so arranged with respect to each other that the pivotal point 33 may be adjusted with respect to the axial center line of the valve 17 and cylinder 14.

The operation of my invention, referring especially to Figs. 1 to 4 inclusive, is as follows:

Assuming the engine to be at rest with the pointer 40 at stop (42) and it is de: l

sired to start the engine in a direction which for convenience I w1ll designate as ahead the crank 39 in the illustrated example is 42 on the plate 41. As the crank 39 is thus operated the rod 38 will be rocked in itswill actuate the segment 35 upon the pivot 36 andthus swing thearm 34 to the right in Figs.'1 and 2. In this manner the pivot 33 is moved out of registry with the axial center line of the valve 17 and its cylinder and also to the right and the valve 17'is actuated to open communication between the pipes 12 and 16 through the cylinder 14 and its annular chamber 13 whereby compressed air is admitted to the combustion chamber 5 and thus drives the piston 6 downwardly. This brings about an actuation of the crank 8 and main shaft 9 and also, through the medium of the gears 51 and 50, the auxiliary shaft 49' and the bevel gears 48 and 47, causes the counter shaft 46 to be rotated. Through the medium of the crank 45 and link 44 this actuation of the counter shaft 46 causes the link 32 to oscillate on the pivot 33 and thus by means of the link 30 and stem 28 operates the valve 17 in such .amanner that the compressed air is cut off from the combustion chamber 5 at the proper instant so as not to interfere with the upward movement of the piston 6 under momentum. As the counter shaft 46 continues to operate in the manner described the link 32 will continue to be oscillated on the pivot 33 whereby the valve 17 will be reciprocated in the cylinder 13 to periodically admit compressed air to the combustion chamber '5 and to cut it off therefrom at the proper instant to cause the engine to continue to. operate in the direction it started or in other words ahead. As the rod 38 is rocked through the actuation of the crank 39 as described the cam 54 will also be'actuated an will exert a pressure upon the stem 53 toward the left whereby the valve 52 will be opened against the tension of the spring 52 and will thus open the communication between the combustion chamber 5 and the pipe 12. The cam 54 which positively controls said valve 52 is thus coincidentally operated with the other parts of the controlling mechanism so that said valve 52 does not interfere with the communication between the combustion chamber and the source of compressed air when such communication is required in the operation of the engine. During theoperation of the engine on air ahead the roller 61 of the valve stem will be located in the notch 63 of the disk 62 which is actuated coincidentally with the rod 38 so the engine is in motion will simply pump the oil through the by-pass circuit and back 65 to the pipe 55. In consequence of this operation no oil or other fuel is delivered to the combustion chamber 5 as long as the parts are in the positions described.

As soon as the engine 1s running smoothly or has reached a predetermined momentum the crank 39 is moved back from the position in which its pointer 40 registers with the designation 42 until said pointer registers with the designation 42 on the plate 41. This will rotate the rod 38, pinion 37 and segment 35 in the reverse direction and will swing the arm 34 toward the left and so as to bring the pivot 33 into substantial registry with the axial center line of the valve 17 and cylinder 14. Withthe parts in this position the links 30 and 32 are simply oscillated or swung back and forth on the pivots 29 and 33 as the crank 45 and counter shaft 46 are actuated, without having an appreciable effect upon the valve 17. The operation of the parts is due to the fact that the pivots 29 and 33 are in approximate registry with each other. At the same time the described reverse rotation of the rod 38 has moved the cam 54-to a position in which it releases the valve '52 which accordingly closes under the action of the spring 52 and under the force exerted by the air which is compressed in the c linder 5 by the piston 6. The force exerted by the explosions of the fuel in the combustion chamber 5 also tend to force the valve 52 into firm engagement with its seat as will be readily appar- I ent. In this manner communication between the pipe 12 and the cylinder 14is cut off regardless of whether or not the pipes 12 and 14 are in communication with each other. The operation of the rod 38 will also bring abouta rotation'of the disk 62 and will cause the roller 61 to pass out of the notch 63 whereby a downward pressure will be exerted uponthe'stem 60 and the valve 59 will be closed. As the oil or other. fuel can now no longer pass through the by-pass58 it will be injected into the combustion chamber 5 by the pump56 and there converted into an explosive mixture and ignited in the usual manner. The engine at this stage is therefore being operated on oil, the direction of operation being ahead or in the samedirection as when started; in other words the engine may be said to be in ordinary operation. I

If; whilethe engine is running ahead occasion should arise making it necessary or desirable to reverse the engine, the crank 39 is moved from the designation 42 to the left in the arc of a circleuntil it again engages the stop 43 and its pointer 40 registers with the designation 42 on the plate 41. This operatlon again rotates the rod 38 and with -it the disk 62, the movement being almost opened. The oil or other fuel will thus again be pumped through the by-pass 58. by the pump 56 and will no longer be injected into the combustion chamber 5 0f the cylinder 5. At the same time through the medium of the rod 38, pinion 37 and segment 35 the arm 34 will be swung downwardly from its previous position whereby the pivot 33 and links 32 and 30 aresimilarly moved and the valve 17 is drawn downwardly in its cylinder 14. In this manner communication between the pipes 12 and 16 is again established but'this time in a different relation fromthat previously mentioned. In other words with the crank 39 set at the point 42 the lower end of the valve 17 controls this communication, the compressed air passing, through the channel or channels .20, while with the crank 39 set at the point 42 the upper end of said valve represents the effective controlling medinm. At the same time the actuation of the cam 54 as the rod 38 is rotated as described will again open the valve 52 so that the combustion chamber 5 is in free communication with the pipe 12. The operation of the valve 17 with the parts in this position is such that the initial blast of compressed air will be admitted into the cylinder 5 at the proper instant to bring about a reversal of the direction of movement of the engine. Through the medium of the crank 45 and link 44 the link 32 will, at this stage, be also oscillated and thus by means of the link 30 cause the valve 17 to be reciprocated in the cylinder 14 in the same way as before. The compressed air is thus again supplied to and cut off from the combustion chamber 5 at the proper instant to maintain the reverse direction in the enginein the same way as described with respect to the forward movement of the engine. As soon as the latter is running smoothly or has reached the required momentum upon reverse, the crank 39 is moved back until its pointer 40 registers with'the designation 42 on the plate 41. This causes the rod 38 to be again actuated and operates the disk 62 to close the valve 59 and the cam 54 to close the valve 52 and at the same time rotates the pinion 37 and segment 35 to move the arm 34 in a reverse direction until the pivot 33 is again in substantial registr with the axial center line of the valve 1 and cylinder 14. At the same time the cam .54 is again actuated to release the valve 52 which is accordingly again closed under the influence of the spring 52 and by the action of the air which is compressed in the cylinder by the piston 6 whereby the supply of com ressed air from the pipe 12 is again out o regardless of whether or not the connection between the pipes 12 and 16 is open. At this stage the links 30 and 32 are agaln simply oscillated concurrently without producing any With the parts in the described position oil or other fuel is now again injected into the combustion chamber 5 by the pump 56 and there again converted into explosivemixtures which replace the compressed air as a motive force and continue to operate the en ine in a reverse direction.

f after the engine has been reversed it is desired to again operate the same ahead the crank --39 is moved from the designation 42 to'the designation 42 which again cuts the compressed air cohnection will again be closed and fuel supplied to the chamber 5 the operation of the parts being also the same as previously described.

If the initial operation of the engine is to be in the direction herein indicated as reverse the crank 39 is first moved to the designation 42 and subsequently back to the designation 42 wherebv the desired operation of the engine will be eflected in the manner hereinbefore described.

It is to be understood that the parts may be so arranged that the introduction of the oil or similar fuel into the combustion cham her or chambers of the engine, commences before the compressed air has been finally and completely cut oil therefrom, without affecting the efliciency of my improved construction. j

If it is desired to stop the engine, either when running ahead or on reverse, the crank 39 is moved until its pointer 40 registers with the designation 42 on the plate 41. This operation again actuates the rod 38 and disk 62 and moves ,the notch 64 thereof into'registry with the roller 61 so that the valve 59 is again opened and the supply of fuel to the combustion chamber 5 cut off, thereby stoppin the engine. a In other words, the oil nds its way back 'to the pump 56 and thus does not reach the combustion chamber 5 through the spra ing nozzle. At the same, time the pinion 3 onthe same rod 38 has been actuated so as to move the sector 35 and arm 34 in such a manner that the pivot 33 is located at a point between the upper and lower points at which said pivot 33 registers with'the axial center line of the valve 17 and cylinder 14. At this stage the intermediate annular space 19 of the valve 17 is in registry with the annular slot 15 and is thus in communication with the annular chamber 13 and pipe 12 leading to the cylinder 5, while the radial passages26 andslots 25 are in registry with the-slots 24 of the tubular rod 22. In addition the cam 54 exerts a pressure'upon the appreciable operative effect on the valve 17. rod 53 whereby the valve 52 is maintained in its open position.v With the parts in this position any pressure remaining in the cylinder whether caused by the operation of the engine on compressed air or on oil is freely released through the pipe 12, space 1 19, passage 26, slots 25 and 24 and passes out to the atmosphere through the tubular rod 22 and outlets 23.

From this it will-be obvious "that when the engine is to be again started, the action of the compressed air which represents the initial motive force, will not be hindered by any resistance due to pressure in the cylinder 5. Furthermore when passing qulckly from ahead running of the engine to, the astern motion thereof, the same release of pressure takes place, so that the absence of'a retarding resistance will insure a positive and quick reversal of the engine.

The valve 1.7 may be. so constructed'that the fianges 18 thereof will uncover the aunular slot 15 and bring it into commuriica tion' wit the annular ,spaee 19 while the valve is n motion during either ahead or astern running of the engine under the ac-' tion of the compressed air. Byproperly proportioning these flanges 18 the described opening of the slot 15 takes place as the piston 6 is moving upwardly inthe cylinder 5; with this arrangement compression by the upwardly moving'piston 6 of any air contained in the cylinder is prevented. In.

other words asv the piston rises it forces the airin the cylinder, through to the atmos-v phere in the manner hereinbefore described so that a resistance to the upward movement of the piston is removed. Thepurpose of the described arrangement is to impart to the enginelasufli cient momentum under the action of the operating compressed air before'the full reactiondue to the compression with eac h individual starting unit as to act of air b the piston in the cylinder takes place. t will be obvious'that with this arrangementlit is possible for a high compres sion engine to receive suflicient momentum under the action of'low compression air; the

benefits and advantages are obvious and evident.

It willbe der engine the crank 39 may be'so connected in successive'steps or stages. In this way it is possible to have a. number of cylinders fully working under air at the time another cylinder isalready in ordinary operation under oil. .As soon as it is apparent that this particular cyli'nder'is workin properly,

t' into orthe other cylinders may be broug dinary operation in the same way.

By providing: the valve 52 and by ii ashtive y controlling the same, the air valve 17 and its cylinderl are efiiciently protected from the effects of the explosions in the combustion chamber 5 and at the same time the 'fulFforce of said explosions is confined inapparent that in a multi-cylin said combustion chamber and. utilized to operate the piston. The life of'the air valve I 17 and its cylinder 14 is thus prolonged and the efl iciency of the engine is increased to a maximum extent.

It will of course be understood that the form shown diagramatically in the drawings has been selected merely for illustrative and descriptive purposes and that'the same is not arbitrary and further that my improved arrangement is equally well adapted for use in connection with engines.

of more than one cylinder. The arrangement provides most satisfactory and efficient results with engines of more than one cylinder. The construction comprises a minimum of parts, is simple and at the same time serves to positively and efliciently control the engine. It will further be apparent that the air valve 17 always operates in predetermined harmony with the piston 6 andthat the timing of said valve 17 with re spect to said piston 6 is changed by changing the angular position of the arm 34.

he preceding description of the operation of my invention has referred only to its combination with, or application to, a single cylinder engine; Undersuchconditions it its obvious that the engine can never be" started in a given direction at will from a previous state of rest unless the engine pis- (or greater number) eylinder engine, as,

shown in Fig. ,5, for example, it is always possible to immediately start on air, either ton and crank are in a positionsuch. that ahead or reverse, regardless of where the I pistons were when the engine stopped, since the cranks and pistons being 120 a art there will always be one iston upon w ich the air can act and whic ated with respect to the phase of its piston as to turn the engine in the desired direction. I

Various changes in' the specific form shown and described -may be made within from the spirit of my invention.

Iclainyj H I. I 1. In a controlling device for internal combustion engines operated initially means wher y the com ressed air 18 controlled, means for actuat ng-said controlling means to permit air, to enter the will be so. actuthe scope of J the claims without departing b compressed air and subsequently by inch iii) engine cylinder, and means adjustable to different stationary positions and providing, in all of said positions, a stationary means whereby the operationpf said controlling means and the relation of the air impulses to the engine piston is predetermined.

2. In a controlling device for. internal combustion engines operated initially by compressed air and subsequently by a fue a slide valve whereby the compressed air is controlled, means for operating said valve to permit air impulses to enter the cylinder I and for shifting said valve to change the relation between the air impulses and the piston whereby said engine may be reversed, said means being adjustable to a neutral is controlled, a link pivotally connected with said valve, a second link pivotall connected with said first link and of Sn stantially the same length, an arm pivotally connected with said second link and forming a support on which said second link swings, means for actuating said links whereby said valve is operated to permit air impulses to enter the cylinder and means for adjusting the position of said arm whereby the position of said second link is adjusted to shift saidvalve and itsoperation to ch nge the relation between the air impulses and the piston whereby the engine may be reversed.

" 4. The combination of a cylinder, a piston movable therein, alcrank shaft operatively connected with said piston, a compressed air connection leading. to said cylinder, a fuel connection leading to said cylinder, a counter shaft operatively connected with said I crank shaft, an air cylinder in said air connection, a slide valve movable in said cylinder for controlling the air connection, a valve controlling the oil connection, a first link pivotally connected with said air valve, a second link pivotally connected at one end with said first link, an operative connection a from said links to said counter shaft, an armpivotally connected with the other end of said second link, a segment connected to move with said arm, an operating rod,' a pinion carried thereby in mesh with said segment, a device on said rod operatively.

I combined with said oil valve, an engine valve controlling the connection between a said air cylinder and the engine cylinder, means on said rod for operating said engine valve, and means for operating said rod to change theposition of said second link with respect to the first link whereby the position of said slide valve and its operation is ad justed to change the relation between the air impulses and the piston, the operation of said rod coincidentally operating the oil valve to control the oil connection and actuating said engine valve.

5. In an internal combustion engine of the kind described an air cylinder connected with a source of compressed air, a connection from said air cylinder tothe engine cylinder, a slide valve in said air cylinder for controlling the air connection, means for actuating and adjusting'said slide valve to change the relation betweenthe air impulses and the engine piston whereby said engine may be reversed, an engine valve controlling the connection between the air cylinder and engine cylinder whereby the air cylinder is protected from the effects of explosions in said engine cylinder, and means for actuating said engine valve and for maintaining it in a stationary open position, said last named means being operatively connected with the means for actuating and adjusting the slide valve;

6. In a controlling device for internal combustion engines operated initially by.

compressed air and subsequently by fuel, a valve for controlling the compressed air, valve actuating means, valve shifting means, means connecting said valve and said valve shifting means with said valve actuating means at a common point and mechanism for adjusting said valve shifting means to vary the'relation of said connecting means to each other whereby the operative relation between said valve and said valve actuating means is changed.

7. In a controlling device for internal combustion engines operated initially by compressed air and subsequently by fuel, a valve for controlling the compressed air, means for actuating said valve to ermit air impulses to enterv the engine cy inder, an engine valve controlling the connection between said air controlling valve and the engine cylinder and means for changing the zone of operation of said .air controlling valve relatively to said actuating mechanism and for coincidentally shifting said engine valve to a stationary open position.

8. In a controlling devlce for internal combustion engines operated initially by compressed air and subsequently by fuel, a valve for controlling the compressed air, valve actuating means, means connecting said actuating meanswith said valvewhereby the latter isoperated to permit air impulses to enter the engine cylinder and. means for adjusting said connectlng means to neutralize. its efl'ect upon said valve whereby the latter is rendered substantially inactive and the compressed air connection to the engine cylinder is closed.

9. In a controlling device for internal combustion engines operated initially by compressed air and subsequently by fuel, a valve controlling the compressed air, actuating means, a connection from said valve to said actuating means whereby said valve is operated to permit air impulses to enter the engine cylinder, a supporting member,

a connection from said supporting member to said actuating means whereby theiopera-- J tive relation of the latter to said valve and of the air impulses to the engine plston is predetermined and means for adjusting said supporting member to difi'erent stationa'r positions whereby said relation is change 10. In a controlling device for internal combustion engines operated initially by compressed air and subsequently by fuel, a valve controlling the compressed air, actuating means, asupporting member, links connected with said valve and with said supporting member and connected at a common point with'said actuating mechanism, one of said links oscillating on said member whereby the valve is operated to permit air impulses tb enter the engine cylinder, and means for adjusting said supporting member to bring the links into approximate registry with each other whereby the valve is shifted to cut'ofl the supply of compressed air to the engine cylinder and the action of said oscillating link upon said valve is neutralized.

11.. In a controlling. device for internal combustion engines operated initially by compressed air and subsequently by fuel, a valve cylinder connectedwith theengine cylinder and with a source of compressed air, a valve slidable in said cylinder and provided with a passage extending'lengtha wise therethrough and constituting a portion of the compressed air conduit in one position of said valve, means for continu- 5o -ously actuating said valve when the engine is in operation to permit air impulses to enter said engine cylinder and means for shift ing said valve in-said air cylinder to change the relation between the air impulses and the piston whereby said engine may be re versed.

12. In a controlling device for internal combustion engines operated initially by compressed air and subsequently by fuel,",

said vvalve when in its substantially inactive position. v

13. In a controlling device for internal combustion engines operated initially by compressed air and subsequently by fuel, a valve cylinder connected with the engine cylinder and with a source-of compressed air, a stationary tubular rod in said air cylinder communicating with the exterior thereof and provided with a slot, a valve slidably mounted upon said rod for controlling the compressed air, said valve having a radially extending passage adapted to register with said slot when the valve is in its closed position whereby pressure in the engine cylinder is relieved, and means whereby said valve is actuated to permit air impulses to enter the engine cylinder.

14. In a controlling device for internal combustion engines operated .initially by an air cylinder connected with a source of compressed air and provided with an annular chamber and an annular slot communicating with said chamber and said cylinder, a connection from said annular 'chamber'to the engine cylinder, a tubular rod depending from the upper end of said aircylinder and provided with a plurality of slots intersected by the plane of the annular slot, said rod communicating with the exterior ofsaid air cylinder, a valve slidably mounted on 'said rod, means for actuating said valve relatively to said annular slot to admit air impulses to the engine cylinder, and for shifting it to a position in which the air connection to the engine cylinder is closed,

said valve being provided with a plurality .of radial passages adapted in the closed.

position of the valve to register with the slots in said rod and with said annular slot whereb pressure in the engine cylinder is relieved:

' In testimony whereof, I have hereunto set my hand.

. CHARLES A. M Ln R.

- compressed air and subsequently by fuel,

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