US1378072A - Internal-combustion engine - Google Patents

Description

W..B. S. WHALEY. INTERNAL COMBUSTION ENGINE. APPLICATION map JAN. 21, 1911.

Patented May 17, 1921.

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7 II N Mm N R a m m N o m m H H Lvvewron, William lifimillz Zl/Zalg r gwzx Arty,

W. B. S. WHALEY.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAN. 27, 1917.

Patented May 17, 1921'.

5 SHEETS-SHEET 3.

v DUI JANE/Won, n'z 55722176 ma A rry W. B. S. WHALEY.

INTERNAL COMBUSTlON ENGINE.

APPLICATION FILED JAN. 27. 1911.

1,378,072 Patented May 17,1921.

5 SHEETSSHEET 4.

w., B. s. WHA-LEY. I INTERNAL comsusnou ENGINE.

7 'APPLICATION FILED mun. 1911. 1,378,072. Patented May 17, 1921.

s SHEETS-SHEET 5- Army.

UNITED STATES PATENT OFFICE.

winnmivi 13. SMITH wHALnx n MALDEN, MASSACHUSETTS, ASSIGN'OR To AMERI- GANWHALEY ENGINE COMPANY, or BOSTON, MASSACHUSETTS, A CORPORATION OF MASSACHUSETTS.

1 INTERNAL-COMBUSTION ENGINE.

Patented May 17, 1921.

Application filed January 27, 1917. Serial at. 144,970.

' T all to hom it may concern Be it known that I, WILLTAM B. SMITH WHALEY, a citizen of the United States, re-

siding at Malden, in the county of Middlesex and State of Massachusetts, have invented a new and useful Improvement in Internal-Combustion Engines, of which the following is a specification. V

My invention relates to operating gears for internal combustion engines, by means of which gears the engine may be manipu-x lated and controlled so far as the operations of the valves and ignition apparatus coupled with the engine and operated by said gears are concerned, and is more particularly intended, but without limitationthereto, to' be used in connection with internal combustion engines operating on my improved retarded combustion cycle described in my co-pending application entitled Internal combustion engines, filed December 21', 1916, Serial No.-

138,207, which requires the use of an auxiliary valve, the ofiice of which isto introduce and time the admission into the cylinder of compressed air for self-starting, combustion supporting, and stratifying purposes.

The object of this invention is to provide an operating gear for controlling and operating the valve or ignition mechanisms of internal combustion engines, or both, and is especially applicable in connection with Said auxiliary valves employed in engines op- I manipulation of the engine.

It will be here noted-that the accompanying five (5) sheets of drawings disclose but one specific embodiment of the invention, the same being coupled with the threecylinder, self-starting and reversing vertical type of internal combustion engine operating on my above referred to improved retarded combustion cycle, butI do not wish to limit the invention thereto, since the same may be applicable with engines having one or more cylinders, whetherof the reversing or non-reversing types, horizontal or vertical, and whether operating on my improved retarded combustion cycle or not.

Referring to the accompanying five (5) sheets ofdrawings:

Figure 1 represents an elevational and diagrammatic View of a three-cylinder vertical reversing internal combustion engine embodying my invention, showing the Same coupled with the auxiliary air-valves of the different cylinders of the engine and also with two independent ignition systems namely, an ignitenand a magneto system.

Fig. 2 represents an enlarged view of the indicator and circuit closing member of the operating-gear.

Fig. 3 represents a diagrammatic view of the magneto system as employed and shown inFig.l., V,

Fig. 4 represents a cross-sectional view rection .of the arrows, showing the middle piston operating therein in the head-deadcenter position.

Fig. 5 represents an end View of an igniter shown in Fig. 1, showing the same partly sectioned withthe operating member thereof engaged with the armature member and in the act of raising the same to the sparking position.

Fig. 6 represents a part view of Fig. 5 but shows the. armature of the igniter disengaged from the operating memberthereof and in the act of dropping to its normal position, during which return period the spark is generated.

Fig; 7 represents apart Sectional view taken through the operating gear, showing the same set in the neutral position which is'the esting position of the engine.

Fig. 8 represents the same view as Fig. 7 but shows the gear set in the full forward running position, when the crankshaft of the engine rotates in the direction of the arrow marked F.

Fig. 9 represents the same view as Fig.

. cylinder of the engine in section, with the 2 V i,37s,072

Fig. 14: represents a sectional view taken on line let-14: Fig.7 looking in the direction of the arrows.

15 Fig. 15 represents a sectional View taken on line 15-15 Fig. 7 looking in the direction of the arrows.

Fig. 16 represents a diagrammaticview showing the relative positions of the oper- -20 ating-gear-eccentrics, operating the auxiliary air-valve and the igniter'mechanism, for the left end cylinder of the engine shown in Fig. 1, corresponding to the neutral setting of the operating-gear for that particular cylinder, when the piston and crank thereof are positioned as shown Fig. 17 represents a similar diagrammatic view to that'shown in Fig. 16 but represents the middle cylinder of the engine and shows the neutral setting of the operat ngeci centrics for the auxiliary valve and igniter mechanisms thereof.

Fig. 18 represents a similar diagrammatic view to Figs. 16 and 17 but shows the neutral setting of the operating memhers for the right end cylinder of the engine "shown in 1. p

Fig. 19 representsa diagrammatic view similar to Fig. 16 but shows the operating- 40 gear mechanism shifted to the full forward position which corresponds to the position of the operating-gear shown in Fig. 8. V

Fig.20 represents a similar view to Fig. 17 but shows the operating-gear mechanism shifted to the full forward position, corresponding to the setting of the operatinggear'shown in Fig. 8. .7 Fig. 21 represents a similar view to 18 but shows the operating gear mechanism shifted to f full forward position, corresponding to the position of the operatinggearshown in Fig. 8.

Fig. 22' represents a similar view to Fig. 16 but shows-the operatinggear mechanism I shifted to the full reverse position, corresponding to the setting of the operatinggear shown in Fig. 9.

Fig. 23 represents a similar view to Fig. 17 but shows the operating-gear mechanism shiftedto the full reverse position corresponding to the setting of the operatinggear shown in Fig. 9.

Fig. 24 represents a similar view to Fig. 18 but shows the operating-gear mechanism shifted to full reverse position corresponding to the setting of the operatinggear shown in Fig. 9.

Fig. 25 represents theoperating-gear end view of the engine shown'in Fig. 1. Fig. 26 represents a diagrammatic view of the setting of the crank-shaft of the engine, corresponding to the position as sumed thereby, as shown in Figs. 1 and 25.

Fig. 26 represents another of the possible balancing positions of the crank-shaft of a three-cylinder engine. 7

Fig. 27 represents a Similar view to Fig. 20, which represents the middle cylinder of the engine, but shows the operating gear mechanism, when the engine is running full forward, set at-the closing position of the auxiliary air-valve, which, as is shown, occurs when the crank is but a few degrees away froin' the exhaust position of the cylinder.

Fig. 28 represents a similar view to 27 but shows the engine running full reverse, also showing the operating-gear mechanism set to the closing positionof the auxiliary air-valve which occurs just previous to the reaching of the exhaust position of the engine. 7

Fig. 29 represents a sectional view taken on lines 29-29 Figs. 4 and 25, looking in 90 the direction of the arrows.

30 represents a sectional view taken on line 30-30 Fig. 29 looking in the direction of the arrows.

The terms employed herein are used in the generic and descriptive sense, and therefore are not intended primarilyas terms of limitation.

Like numerals refer to like parts throughout the several views of the drawings. The numeral 1 represents an engine bed in the bearings of which the crank-shaft 2 operates, which shaft is provided withthe cranks 3, t and 5 for the cylinders 6, 7 and 8, respectively, which are duplicate cylinders of the double-ended-valveless two-cycle type, as shown in Fig. 4, and within which operatethe ported and skirted type of pistons 9, which are provided with the piston-rods 10 and are coupled with the cross-heads 11, or as is shown in Fig. 1 in the case of the left end cylinder, with the piston type of coinpressor cross-head 12, the latter operating in the air-compressing-cylinder 13 provided therefor in the frame 1 1 which supports the cylinder 8 and which is secured to the engine bed 1 in any suitable manner, or made integral therewith, if desired. The crossheads 11 operate in the cross-head-guides 15 provided therefor in the frame-members 16. The cross-head's 11 and the compressor crosshead 12 of the cylinders 6, 7 and 8 are coupled with the cranks 3, 4 and 5 of the crankshaft 2 by the connecting-rods. 17, 18

and 19, respectively. 20 represents the ex haust-port of the cylinder, 21 a regulatable transfer valve, 22 the fuel-proportioningvalve which discharges into the intake manifold 23 and enters into the pre-compression end 24 of the cylinder through the ports 25.

The combustion ends 26 of the cylinders are provided each with the spark-plugs 27 which may be connected with the respective .igniters of the cylinders, andv other sparkplugs which may be connected with the mag,

neto as shown in Fig. 3; and the automatic co-acting' valves 29 which are slidably supported, as shown in the discharge member 30, which is open to and communicates with the receiving chamber 31 of the auxiliary valve member 32 within the bore 33 of which is preferably fitted the ported-sleeve-member 34. The latter is secured in position with said auxiliary valve casing 32 by means of the flange 35 which closes the lower end thereof, as shown in Fig. 30, while the upper end 36 is open to the compressed air-distributing-pipe 37. Within the ported-sleevemember 34 operates the auxiliary reciprocating valve 38 which is perforated, as shown, to allow for balancing conditions of thevalve, and is provided with the valvestem 39 which preferably connects with the cross-head 40, "as shown in Fig. 25, and which crosshead slidably operates on the guides 41 provided therefor.

42 represents an ordinaryhigh tension igniter of the common type, as for example, the so-called .Wico igniter which is adapted in its operation to magnetize and suddenly demagnetize one or more magnetic V coils positioned within a permanent magnet1c field, or in other words, to suddenly i'demagnetize the magnetic core of said coil as distinguished from the make and break and direct induction systems and devices and is operated by a reciprocating action, it being here noted that my operating gear will perform with other types of igniters to equal advantage, as for example, with the so-calledtBosch igniter which operates on an oscillating stroke instead. of a recipro- V eating stroke, and which with but little modification may be coupled with the operating-gear herein shown to be operated I thereby.

43 represents the slidable igniter operatlng bar which carries the pivoted latch 44 and engages in the up-stroke thereof by isallowed to drop and in so doing generates the current which causes the sparking of the spark-plug in the cylinder. The timingwedge 46, as may be observed, is slidably fitted within the igniter and is forced against the adjusting-timing-quadrant 47 by the action of the expansion spring 48. The timing-quadrant 47 is pivotally secured to the igniter at 49 and is provided with the graduated cam-sections 50 which sections offer a range of adjustment for the timing-wedge 46. The timing-wedge 46 maybe positioned, through the manipulation of the timing-quadrant 47, to assume any position within the range provided by the cam sections of the quadrant.

The crank-shaft 2 is preferably provided with the spiral gear 51 which drives the gear 52, which rotatesthe gear 53 through the shaft 54 to which the gears 52 and 53 are secured. 55 represents the base-frame which'is rigidly secured to the engine bed 1,. as shown in Fig. 1, and forms the bearing for the shaft. 54, as shown in Fig. 25, andthe operating shaft 56 which carries the gear 57 and which gear is rigidly secured thereto. The shaft 56 is preferably provided with the pin 58 and is partly housed in the upright-stand 59 which is preferably secured to the base-frame 55, as shown in Figs. 1 and 25. Secured to the up-right stand 59 is a threaded collar 60 which is preferably provided with the friction pins 61 shown in Figs. 7, 8 and 9. 62 represents the operating and gear-shifting screw which is coupled with, or made integral with the operating-wheel 63 to rotate therewith as shown in Fig. 7, and which freely permits the shaft 56 to rotate therein. The hand wheel 63 is provided with the coupling-end'64 which houses the couplingcollar 65 of the spiral-gear-sleeve-member 66, which slidably fits said shaft56. Said the pins 72 which permit the. sleeve-member 66 to rotate within said collar 71 independent of the same, but, however, causes the collar 71 to travel axially with the sleevemember as shown in Figs. 7 to 9 inclusive, and to which collar 71 is secured the main air-va1ve spindle 73. The coupling-collar 71 is preferably provided with the contact indicator springs 74 which are fixed to said collar 71 and project through the slot 75 provided therefor in the igniter-circuit-closing-member 76 which carries the slotted insulating panel 77 to which are secured the forward and reverse contact- members 78 and 79, respectively, which connect with the common binding post 80, as shown in Fig. 2, to which the ground wire 81 of the igniters 42 are preferably coupled. The ighousing member 82, which in turn is sup-' ported on the lower gear housing member 83; said members when coupled to-- gether preferablv form the bearings for the spiral-gear-sleeve-member 66 as well as house the timing-shaft-gear 84 which is secured to rotate with the timing-shaft 85, Fig. 8. The igniter-circuit-closingmember 76 supports the mainair-valvecasing 86 which is provided with-the annular recess 87 having the outlet 88." The bore of said main air-valve casing 86 is preferably provided with the ported sleeve 89 which ports with the recess 87 through-the ports 90, Fig. 10; said ported sleeve member 89 is held in position with said valve-cas ing 86 by means of the cap 91 through which cap the compressed air from the compressed air system of the engine communicates with the valve 92, through the pipe'93 which is coupled with the compressed air-receivingtank 94 and which tank is preferably supplied with compressed air by the compressor cylinder 13 through the pipe 95. The

valve 92 fits within the ported cylinder member 89 and is adapted to slide within the same as indicated in the Figs; 7, 8 and 9, the Valve being provided with the perforations 96 in the partition thereof, as-shown in Fig.10 for allowing the compressed air to flow through and into the lower end of the valve, as isnecessary when the valve 92 is positioned as shown in Fig. 9. r

.The timing-shaft 85 (Fig. 1), which in the case of the type of engine shown in the V drawings is timed to run at the same speed as the crank-shaft of the engine, is supported Y in suitable bearings 97 provided therefor, and may be provided with carnsor cranks if desired for actuating the operating members of the auxiliary air-valves and igniters. In the drawings, however, the timing-shaft 85 is shown provided with the airvalve eccentrics 98, 99 andlOO for the cylinders 6, 7 and 8, respectively, and the igniter. eccentrics 101, 102 and 103 for the ignition apparatus of the cylinders 6, 7 and 8, respectively; the air-valve- eccentrics 98, 99 and 100 being coupled with their respective auxiliary air-valves of the cylinders 6, 7 and 8 through the eccentric- rods 104, 105 and 106, respectively, while the igniter eccentrics 101, 102 and 103 are coupled with their respective igniters of the cylinders 6, 7 and 8 by the eccentric- rods 107, 108 and 109 respectively, Fig. 1. V

In the drawing, as shown in Fig. 1, the timing-shaft 85 is coupled with the magneto 110 for driving the same, said magneto being provided (Fig. 3) with the contacts 111, 112 and 113 which connect with the sparkplugs 114, 115 and 116 operating in thecylinders 6, 7 and 8, respectively; 117, Fig.3,

shown a double ignition system, namely, the

igniter-system and the magneto-system, it being here understood that both systems may be coupled to operate simultaneously with the engine, oreither one or the other of the two Systems may be operated at any time independent of the other according as may be desired, also that the engine may be equipped with both systems or with either one of said systems alone if desired, or the engine may be equipped with an ordinary battery and timing system, in which case the timer may be operated by said timing-shaft 85 and thus be controlled by the within operating gear.

Having thus described the parts of my invention in detail, the manner in which the same may be employed is as follows:

First, it will be observed that in the neutral position of the operating-gear, as in dicated in Fig. 7, the electric circuits for the igniters 412' as well as for the magneto 110, are open since the contact springs 74 for the igniter circuit are in the neutral position, as shown in Fig. 2, and are disengaged from the forward and re verse contact- plates 78 and 79, respectively, and the rotatable wipingcontact 117 of the magneto 110 is disengaged from the contactmembers, as shown in Fig. 3; also the main I air-valve 92 assumes the position in which no air can pass from the receiver 9 1 to the auxiliary air-valves of the engine, since the ports 90 are covered as shown in Fig. 7. The length of the ports 90 may be made to suit conditions, it being understood that the longer the same are made to extend beyond the neutral center thereof the earlier will be the period of opening of the valve; also, on the other hand the length of the valve 92 may be dimensioned to suit the required conditions in reference to the time of opening or closing. of the valve. The time of opening of said auxiliary airvalves (as indicated by the dotted circle marked a shown on the crank circle c Fig. 27) is preferably designed to be at a point about 5 beyond the head-dead-center 5 position of the crank for the particular cylinder, and the time of closing of said valve is preferably designed to be as indicated in said Fig. 27 and Fig. 28 by the full circle 1,-which is but-a few degrees, as 7 for ex- 120 ample, before the point of exhaust, which is preferably designed to be about 85 from the crank-end-deadcenter position of the crank;

- thus the range of opening of the auxiliary is preferably timed to occur on the headdead-center position of the crank for the particular cylinder, so that the auxiliary airvalve for each cylinder is allowed to open the arrow marked F represents the forward direction of rotation of the crankshaft of the engine, while the arrow marked R represents the reverse direction of rotation of said crank-shaft, that since the I middle cylinder 4 is on head end-dead-center ready to go down on the firing stroke, that in a three-cylinder engine it will be ready to assume that firing stroke whether the engine will turn in the direction of the arrow marked F or R, but it becomes necessary, however, if desiring to operate the engine in the direction marked F to start the-crank 3 in that direction so that the crank 4 will be carried beyond the headdead-center position when the same will pro ceed on its firing stroke; while to operate the engine in the reverse direction it is necessary to start the opposite crank 5 in the reverse direction so that the crank 4 will tions of the crank-shaft for a three-cylinder.-

engine wherein, one of said cranks is positioned in the crank-end-dead-center as against the head-end-dead-center shown in Fig. 26, that for the forward running of the engine it will be necessary to start the crank X first, when the crank Y will follow and assume its firing stroke as it passes the head-dead-center position in that direction, or for reverse running of the engine it will be necessary to start crank Y in the reverse direction when crank X will follow on the working stroke when passing the head-dead-center position in that reverse direction. Thus it willbe observed that for a three-cylinder engine, or for engines in multiples of three, at all times the crank-shaft will position itself when the engine is at rest so that certain of the cranks will vcarry the same in one direction for starting purposes, while others will take it in the reverse direction for starting purposes. A similar condition may be had in the case of a four-cylinder engine with cranks set 90 apart or with 'of the engine.

'gngines having cylinders in multiples of our.

To start the engine in the forward direction, the engineer or operator manipulates the hand-wheel 63 so that the shifting screw 62 feeds downward, as shown in Fig. 8, when it will be observed that the spiralgear-sleeve-member 66 is forced downward therewith, and in so doing causes the timingshaft-gear 84, which meshes with the spiral gear 67, to be'turned through an angular distance of approximately 90, and thus results in advancingly shifting the eccentrics carried secured to said shaft from the positions indicated-in the neutral diagrams 16,17 and 18 to the positions indicated in the full forward corresponding diagrams 19, 20 and 21 advancing the eccentrics, as may be observed, say 90 from the neutral position in the forward running direction, indicated by the arrow marked f, of the timing-shaft 84. 7

With the shifting of the spiral-gear-membre 6% downward, the contact members 74 are brought into engaging position with the forward contact plate 78, as indicated by the dotted positions shown in Fi 2,, and thus close the circuit for the igniters 42; andalso the main valve 92 is shifted to a position wherein the portsv 90 arefree to permit the. passing of the compressed air from the compressed air system of the engine to enter'into the distributing pipe 37 which discharges into the auxiliary valves As previously explained, for the forward running of the engine, it is necessary. to start the crank 3 in the F direction, and it will be observed by referring to the diagram Figs. 16 and 19 which correspond to the cylinder 6 which is operated by the crank 3, that in shifting the timingshaft 85 from the neutral position indicated in Fig. 16 to the full forward position indicated in 19, that the igniter eccentric 101 is first forced upward when the same engages with thearmature of the igniter and disengages therefrom and causes the generation of the spark for that cylinder; and also that the auxiliary air-valve 38 for that cylinder opens to admit the air therethrough, as shown in Fig. 19 which positively forces the piston in said cylinder 6 downward, when immediately upon the starting of said crank 8 the i niter eccentrio 102 for the cylinder 7 starts to travel upward as indicated in Fig. 20 and generates the spark in said cylinder 7, forcing the piston operating therein down on its working stroke. The left end cylinder 8 in the meantime is compressing, as shown in Fig. 21, when no sparking can be had from the igniter members thereof and when the valve 38 therefor is traveling upward and is closed as shown in said Fig. 21.

a After the piston in said cylinder reaches the head-dead-center position, the performance "ofthe previous cylinders will be duplicated therein, and so the engine will continue running in the forward direction, fOllOWmg' the crank sequence 3, 4, 5,3,

4, 5, etc.

Ina similar manner the angular turning of the timing-shaft 85 caused by the shifting of the spiral-gear'67 through the manipulation of the hand-wheel 63, as hereinabove suggested, results in turning the rotatable wiping contact 117 of the magneto (Fig. 3) in the direction of the arrow marked F r may be adjusted to spark the same cylinders 25.

[may be understood that both of said systems may-be employed to operate simultaneously at practically the same intervals. Thus it with the engine if desired, or that either one or the otherof the two systems may be employed alone. when the engine is equipped 'with both of, them; Also, the engine may 7 beequipped with but one of said ignition systems, it being understood'that for smaller engines the ordinary battery and timing systems may be employed to good advan tage (themagneto system being the most preferable however), while for larger types of engines although the high tension igniter system is the most preferred, it is commonly found that both the igniter and magneto are employed,one or the other serving'as an auxiliary ignition system for the engine. 7

It will be here understood in starting the engine from cold, when there-may not be any mixture in the cylinders to ignite, or when there is no compression in the cylinders, or

-when the engine does not ordinarily start on the spark for any other reason, that as soon as the operating-gear is manipulated to start the engine, the operating-gear-air-valve opens the main compressed air supply to the engine; therefore, the cylinder or cylinders havingits crank or cranks lying in the open range of the auxiliary air-valves (as for example for forward running of the en gine), the cylinder 6, which is operated by the crank3, Figs. 1, 25 and 26, will be charged with compressedair from the compressedair system ofthe engine, the pressure of which may be appreciable, say 114.?

"lbs. -ab., whereupon the piston therein will :be forced torstart. on its working stroke. Similarly, thereafter, if the following cylin- 65.

der, as 7 which is operated by the crank 4,

does not ignite when the crank 4 comes into the open range of the auxiliary valve for that cylinder, the compressed air from the air system will enter therein and the piston thereof will also be forced to assume its working stroke, and so on, when the following crank 5 (which has been compressing) comes into the open range of the auxiliary air valve for its respective cylinder, if for any reason the same does not operate on its spark the compressed air from the air system will enter into it and force its piston to operate on its working stroke, and so on. Thus when the engine insuch a case is turned over a few times on the air as suggested, it soon picks up on its own working medium and assumes its normal working functions, whereupon, in the case of an engine operating on my improved retarded combustion cycle, the auxiliary valves continue thereafter to first, admit compressed air for completing-the combustion within the cylinders of the remaining unburnt carboniferous'productsof the initial mixtures, and then secondly, to stratify the burnt gases in the cylinders. In a similar manner the engine may be forced to start in the reverse direction by the medium of the compressed air when for any reason the spark fails to start the same.

It will also be understood that as soon as the crank-shaft of the engine is caused to rotate, that the shaft 56, which may be coupled therewith in any suitable manner, as for example, by means of the gearing shown in Fig. 25, is rotated therewith and will therefore continue to rotate the timing-shaft which is driven thereby as long as the crank-shaft keeps rotating.

Now for causing the engme'to operate 1n the reverse directlon, the hand-wheel 63 r is manipulated in the opposite direction to that for the forward running of the engine hereinabove explained, and therefore forces the spiral gear 67 to move upward, said gear 67 when the engine is at rest being limited to a sliding motion only, while when the engine is operating is both rotatable and slidable, as may be understood from the manner in whlch the same is coupled with the otherworking parts of the operating-gear.. This upward movement of the'spiral gear 67 now causes the timingshaft-gear 84: to be angularly shifted approximately in'the opposite direction the engine are shifted and positioned just opposite to the positions shown in the full the engine. Also, the main air-valve 92 is this timeshifted in the up-position as indieated in Fig.9, when the bottom thereof unports the ports 90 and the compressed air' admitted into the valve from the com pressed air system of the engine is permitted to pass through said ports and into the distributing-pipe 37 which communicates with the auxiliary air-valves 38 of the engine. In thisreverse manipulation of the operating-gear it will be observed that the shifting of the operating eccentrics will cause a'sparking to occur in cylinder 8 which corresponds to crank 5 Fig. 26 and will also open the auxiliary air-valve 38 for that cylinder, as shown in Fig.24, when the middle cylinder will immediately generate a spark onthe head-dead-center position of the crank and 5 after passing the same in the reverse direction when carried by the first operating crank 5 in the reverse direction will admit the air into the cylinder through the auxiliary air-valve 38 for that cylinder if necessary, and so on, the sequence of operation of the cranks in the reverse direction being 5, 4, 35, 1, 3, etc., instead of 3, 4c, 5, etc.

It will be here noted that an engine of the type herein shown, described'as operating on my improved retarded combustion cycle hereinabove mentioned, relies upon the introduction of a fuel constituent (as compressed air) during the working stroke of the piston for each cylinder for the purpose of supportingcombustion to complete the combustion of the residual unburnt fuel constituents remaining for the initial mixture therein, and to further introduce compressed air, after completed combustion occurs, for stratifying the burnt gases in the combustion-chamber in the cylinders, continuing with said stratifying operation'to a point just previous to the opening of the exhaust for the cylinder as is fully explained in my aforesaid application,-the self-starting function of the valve herein ex- 'plained being but secondary to the two functions just mentioned, namely, the introducing of compressed air for completing combustion during a certain period of the working stroke of the cylinder, and then the stratifying the burnt gases of the cylinder.

with compressed air between the point of said completed combustion and a point just previous to the reaching of the exhaust.

It will be observed that the automatic coacting valves 29 of the auxiliary valves 38 will automatically open when the pressure of the compressed air passing through the valves 38 into the chambers 30 behind them exceeds the pressurewithin the combustion chambers of the cylinders in which the same operate, and will be seated, as shown in full in Fig. 30, when the pressure within the neutral position indicated in Fig. 7 and the full forward position indicated in Fig. 8, or the full reverse position indi-' cated in Fig. 9, it being understood that by raising or lowering the position of the operating hand-wheel 63 from the neutral position shown in Fig. 7, that all the operating members as the timing-shaft 85 which is angularly controlled by the positioning of said operating hand-wheel, will be relatively adjusted, according as the distance through which the operating hand-wheel 63 is moved for either the forward or reverse directions of operation of the engine, and will thus'vary the performance of the mechanisms associated therewith and controlled thereby, and therefore, by properly positioning the hand-wheel 63 in the required position either one side or the other of the neutral position, according as to whether forward or reverse .running of the engine is required, any range 'of'speed for the engine may be had as desired, in

either one direction or the other; and that the gear affords a simple and reliable means for positively varying the speed of the engine in either direction, or for shifting the engine from one direct on of rotation to the other, producing thereby a flexible manipulating means for controlling and governing the working operations of an internal combustion engine, especially such as may be operating on my improved retarded combustion cycle hereinabove referred to and dis-" closed fullyin my aforesaid applieation,

of igniters and auxiliary airvalves I do not wish to be limited against employing cams or cranks for actuating said mechanisms in place of the eccentrics as shown.

' It mayalso be observed that as soon as the engine starts rotating the shaft 56' will rotate therewith and will carry the spiral-gearsleeve-member 66 therewith, which will ro- ;tate the timing-shaft 85 through the gear 84 it being understood that the mere sliding 7 action of the spiral-gear 67 without any rotation thereto will also cause the timing-gear 84 to rotate but through an angular distance,

the spiral gear 67 when thus sliding serving V -and rotatable action, as described; the cou- V pling collar 71 is limited, however, to but the sliding action imparted thereto by the shifting of the operating-gearifrom-the neutral position thereof; therefore, the

0 main air-timing-valve 92 which is coupled with said coupling member 71 is also limited to the sliding or reciprocating action which is imparted to said spiral-gear-sleeve-member 66 when the same is shifted to operate 5 the engine in either one of its working directions.

It will thus be observed that the invention affords a simple operating-gear for internal combustion engines which is equally applicable, with little modification; to re ve'rsing as well as non-reversing engines, and provides a readymeansv for manipulating the engine so that the same will be flexible and variable in the working operations thereof, according as may be desired. The

gear may be built horizontal or vertical, depending upon the type of engine with which the same is employed, and substantial ac- .cording as the size of the engine requires;

5 and is applicable for small types of engines as well as large being at all times absolutely reliable inits operation; simple in con struction, and affords every advantage possiblefor ordinary gas engine'work, especially so for manipulating the auxiliary mechanisms required in an engine operating 'on my improved retarded combustion cycle.

Claims.

1. An operating gear of the character clescribed for internal combustion engines operating on the retarded combustion cycle,

comprising means for actuating the auxil- V iary valves thereof; means for operating sa1d actuating means for sa1d auxiliary valves; meansfor varying the working operations of said auxiliary valve actuating means; and means for holding said valve actuating varying means in set position with the engine; and means cooperating with the I shifting means for opening the supply of the medium to betransferred through said aux- .iliary valves.

- tion cycle, comprising means for actuating the auxiliary valves thereof; means for'operatlng sa1d actuating means; means for reversing sa1d actuating means; means for regulating said actuating means; means for' holding sa1d regulating means 1n set posi-- tion with the engine; and means connected 'withthe actuating means for opening the supply of the medium to be transferred through said auxiliary valves.

3. An operating gear of the character described for internal combustion engines operating on the retarded combustion cycle, comprising means for actuating the auxiliary valves and the ignition apparatus thereof; means for operating said actuating means for said auxiliary valves and said ignition apparatus; means for varying the time of'operation of said auxiliary valves and ignition apparatus actuating means; means for holding said varying timing means in set position; means for closing the ignition circuit for the engine; and means cooperating with the shifting means for opening the supply of the medium to be transferred through said auxiliary valves.

4. An operating gear of the character described for reversing internal combustion engines operating on the retarded combustion cycle, comprising means for actuating the auxiliary valves and ignition apparatus thereof; means for reversing said actuating means; means for regulating the timing of said actuating means in either of the operating directions thereof; means for holding said regulating means in the required position; means for closing the ignition circuit for the engine; and means connected with the latter means for opening the supply of the medium to be transferred through said auxiliary valves.

5. An operating gear of the character described comprising a main shaft adapted to be operated by the crankshaft of the engine; a telescoping shaft provided with a spiral-gear and adapted to slidably fit said main shaft for sliding purposes and to normally rotate therewith; a timing-shaft provided with a gear engaging with said spiralgear and adapted to be angularly advanced thereby by the sliding action thereof and to normally rotate therewith; means provided on said timing-shaftfor actuating the valve mechanism and the i nition apparatus of the engine; means for s. idably regulating and setting said telescoping shaft; and means connected with the telescopic shaft for closing the circuit for said ignition apparatus.

6. An operating gear of the character described, comprising a main shaft adapted to be operated by the crank-shaft of the engine; a telescoping shaft provided with a spiralear and adapted to slidably fit said main s aft for sliding purposesand to normally rotate therewith; a timing-shaft provided with a gear engaging with said spiralgear and adapted to be angularly advanced thereby by the sliding action thereof and to normally rotate therewith; means provided on said timing-shaft for actuating the auxiliary valve mechanism and the ignition apparatus of the engine; means for slidably regulating and setting said telescoping shaft; and means connected with the telescoping shaft for opening the main air supply to said auxiliary valve mechanism.

7 An operating gear of the characterdescribed, comprising a main shaft adapted to be operated by the crank-shaft of the engine; a telescoping shaft provided with a spiralgear and adapted to slidably fit said main shaft for sliding purposes and to normally rotate therewith; a timing-shaft provided with a gear engaging with said spiral gear and adapted to be angularly advanced thereby by the sliding action thereof and to normally rotate therewith; means provided on said timing-shaft for actuating the auxiliary valve mechanism and the ignition apparatus of the engine; means for slidably regulating and setting said telescoping shaft; means connected with the latter for closing the circuit for said ignition apparatus; and means for opening the main air supply to said auxiliary valve mechanisms.

8. An operating gear of the character described, comprising a main shaft adapted to be operated by the crank-shaft of the engine; a telescoping shaft provided with a spiralgear, adapted to slidably fit and slide on said main shaft and to normally rotate with said main shaft; a timing-shaft operated by said spiral-gear of said telescoping member; means provided on said timing-shaft adapted to operate the ignition apparatus coupled with the engine; means coupled with said telescoping shaft adapted to axially operate therewith for closing the electric circuit for the ignition apparatus of the engine; means for shifting and setting said telescoping shaft in the required position with said operating gear; and means for supporting said means of said operating gear in working relationship with the engine.

9. An operating gear of the character described, comprising a main shaft adapted to be operated by the crank-shaft of the engine; a telescoping member, provided with a spiral-gear, adapted to slidably fit said main shaft, to axially move thereupon and to normally rotate therewith; a timing-shaft operated by said spiral-gear of said telescoping member; means provided on said timingshaft adapted to operate the ignition apparatus and the auxiliary compressed air-valve mechanisms employed with said engine; means for shifting and setting said telescoping member for varying the angular setting of said timing-shaft; means coupled with said telescoping member adapted to open and close the ignition circuit of the engine; means coupled with said telescoping member adapted to open and to cut off the main compressed air supply of the engine; and means for supporting and coupling the aforesaid operating gear means in working relationship with the engine.

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

WILLIAM B. SMITH VVHALEY.

. Witnesses:

REUBEN BRooKs, B. H. Cmnrron.

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