US1460462A - System of control for the carbureting and igniting devices of internalcombustion engines - Google Patents

Description

July 3, 1923. I 1,460,462

W. 6. WELL SYSTEM OF CONTROL FOR THE CARBURETING AND IGNI'IING DEVICES OF INTERNAL COMBUSTION ENGINES Filed July 19. 1918 2 Sheets-Sheet 1 INVENTOR ATTORNEY \July 3, 1923. 1,460,462

G WlLL SYSTEM OF CONTROL FOR THE CARBURETING AND IGNI-TING DEVICES OF INTERNAL COMBUSTION ENGINES Filed July 19. 1918 I 2 Sheets-Sheet 2- INVENTOR 1 WW a" S. I I Q I I I BY #12 wv ATTo EY Patented Jul 3, 1923.

UNITED STATES PATENT OFFICE. 1

WILLIAM G. wILL, or rnmvmw, ILLINOIS.

SYSTEM OF CONTROL FOR THE CARBURETING AND IGNITING DEV ICES OF INTERNAL- COMBUSTION ENGINES.

Application filed July 19,

To all'whomitma concern:

Be it known t at I, WILLIAM G. \VILL,

a citizen of the United States, residing at Fairview, in the county of Fulton and State of Illinois, have invented :certain new and useful Improvements in a System of Control for the Carbureting and I iting Devices of Internal-Combustion ngines, of which the following is a specification.

This invention is a system of control for the carbureting. and igniting devices of internal combustion engines, and is more particularly adapted for use upon self p-ropelled vehicles wherein mixture adjustments and ignition changes are made automatically with the movement of the clutch as during the shifting of the gears in the transmis sion, or when the movable member of the clutch is operating at speeds diflering from that of its housing and of the fly wheel.

One object of the invention is to provide a fly wheel with a rotatably mounted element that is adapted to cooperate with the fly wheel and the movable member of the clutch so that speed variations between said member and fly wheel will cause the element to' rotate clock-wise, and counter clock-wise, or remaining stationary if the speeds be alike in number; I

Another obiect of the invention is to provide a plura it of spaced and insulated electrica ly con ucting rings carried by the fly wheel and concentric to the shaft and the periphery of the fly wheel, one of said rings belng constantly in engagement with a contact carried by the rotatable member,

I and the other rings being adapted for enagement with a contact switch arm carried y the 'fly wheel element for controlling electric circuits by speed variations.

.A further object of the invention is to provide electric circuitsconnected with the 1 in and operating means.

rings, the switcharm and a source of electric energy, and having therein suitable electrdmagnetic. devices serving to control subsidiary or auxiliary circuits including switchof this invention is to provide an electromagnetic control for the valve of the carbureter forautomatically varyin the mixture passing to an internal com ustion engine to make the same richer-or thinner and to ,also. vary the still further ob'ect 1918. Serial No. 245,788.

volume of the mixture, depending upon the throttle opening.

One purpose of the invention is to provide electromagnetic switching devices for controlling the primary circuit of an ignition system in accordance with the clutch speed variations relative to crank shaft speeds.

Broadly stated, the system of control comprises a plurality of spaced and insulated rings concentrically arranged, a rotatable element provided with a contact and a contact switch arm adapted to move over and selectively contact with each of said rings,

said contact being constantly in contact engagement with one of the rings, electric circuits including a source of energy connected with said rings, an electro-ma'gnetic switching device controlled by the movement of the arm, said devices in turn controlling the primary circuit of the ignition system, and

clutch to engage and thus rotaterthe cylindrical member and its arm.

One practical form of construction with a flywheel and clutch assembly and one circuiting arrangement for control will be described and illustrated in the accompanying drawings. in which Figure 1 is a vertical sectional view through a conventional fly wheel and disk clutch showing the rotatable member and the rings operatively assembled.

Fi re 2 is an enlarged longitudinal section view of the rotatable member carried by the fly wheel,

- Figure 3 is a sectional view on the line 33 of Figure 2, and Y Figure 4 is a diagrammatic view illustratin one circuit arrangement.

In t e preferred embodiment of elements about to be described there is illustrated tional form and provided with the web 6.

. As shown in this figure there is mounted a d ary ousing 7 connected with the'fiywheel and having its movable .member 8 adapted to be moved upon the shaft 9 which carries the flywheel 5 as shown. The movable member 8 of the clutch may be operated in any usual way and the spring 10 serves to press the driving and driven disks tother as is usual. The description of the ywheel and clutch is given for illustrative purposes so that the following specification will indicate how the system and the elements thereof are applied and operated. f

The web 6 is provided with a hole that passes transversely therethrough in a lane parallel to the longitudinal axis 0 the shaft 9. As shown this hole is adapted to receive a cylindrical casing 11. The outer end of this casing may be provided with a reduced portion 12 and between this reduced portion 12 and in the body ortion 11 there is formed a shoulder 13. The reduced end 12 is adapted to have secured thereon a ring like member 14. The outside diameter of this ring is slightly greater than that of the cylindrical casing 11. The ring 14 is preferably so secured on the reduced end 12 that it may have a slight rotary motion relative to the reduced end. Extending from this ring 14 there is provided a resilient member 15 that has its other end secured to the flywheel in any suitable manner.

This member 15 serves to secure the easing' and its other parts in alinement. The function will be more clearly seen hereafter. The reduced end 12 of the cylindrical ,casing 11 is provided centrally with a hole that is adapted to receive a'shaft 16. This shaft is adapted to slide in this hole which serves as a bearing for the shaft for both its rotary and sliding motions. The shaft 16 is provided with a reduced section 17 that lies within the casing 11. The shaft is further' provided with a reduced section 18 that is of less diameter than the section 17. The section 18 rotates and slides in a hole formed in the rear wall 19. This wall-or partition may be secured in the end of the cylindrical casing in, any suitable manner.

Surrounding the section 17 of the shaft is a helical spring- 20 that has one of its ends connected with the spring retainer 21 which retainer is secured to the shaft section 17. As shown in Figure 2 this spring is provided at its other end with a clutch member 22, which clutch member may be provlded with suitable teeth to engage with complementary recesses formed in the end of the cylindrical casing 11.. The teeth for the clutch member 22 being indicated at plate diskclutch having its station- 23 and the recesses therefor being indicated at 24. This clutching arrangement is purely conventional and any other type maIy. be employed.

he outer end of the shaft 16 is rovided Witha disk 25. As shown in igure 2 this disk 25 is provided with the beveled edges 26 and 27 so that it is sub stantially V-shaped in cross motion through the periphery. The cylindrical casing 11 hasprovided at its-extreme rear end a flange 28 which flange is spaced from the back wall or partition 19. The end of the reduced shaft section 18 normally lies spaced a sli ht distance away from this flange 28. The casing may be provided with openings between the wall 19 and the flange 28, one side of each of the openings being indicated at 29 and 30.

Secured upon the flange 28, which is preferably circular, is a disk 31 formed of insulating material. Secured to the'insulating disk 31 there is another disk 32 that may be formed of metal. Any usual means ma be employed for securing the disks toget er one of which is indicated by the pins 33. Extending from the disk 33 there is a sleeve 34 having thereon a collar 35. In the sleeve 34 there is mounted a shaft 36 that may be formed integrally with the disk 32. Mounted on the shaft 36 is a switch arm 37 having a contact point 38 at its outer end. As shown in Figure 2 the inner end of the arm 37 preferably lies in contact with the collar 35.

. Extending outwardly from the arm 37 there is provided a cup-like member 39 that encloses the outer end of the shaft 36. As the cylindrical casing 11 is adapted to be mounted in the flywheel 5 it is also adapted to have a rotary motion in this hole. In order to restrict excessive rotation the casing.11 is provided with a lug 41 that projects radially between the two ends of the springs 42 and 43. These springs are helically formed and are preferably arranged circumferentially as shown in F igure 3. Between the other ends of the springs there is provided a curved brace 44 having the flanges 45 and 46 at its end. These flanges 45 and 46 serve as abutments for the ends of the springs 42 and 43.

The movable member 8 of the clutch is provided interiorly with a V-shaped groove cylindrical casing 11. The general assembly of this casing may be designated A in order to avoid confusion. The resilient memed at 52. These conducting rings and their,

insulating rings ma be mounted and secured in the flywhee in any approved manner.

As shown in Fi ure 1 these rings are arranged concentricafiy to the shaft 9 as well as to the periphery of the flywheel 5. The contact member 39 has a substantially constant engagement with the conducting ring as indicated at 40 in Figure 2. This is shown more particularly in Figure 1 and in the diagrammatic view Figure 4.

At a suitable point the ring 50 may be connected with a'source of electric ener y such as is indicated by the battery 53 by means of the conductor 54. The otherterminal of the battery 53 has connected to it a conductor 55 that is provided with the branches 56 and 57. At a suitable point the conductor 55 is provided with a switch 58. The branch conductor 56 connects with one terminal of the electro-magnet B and the conductor '59 connects with the other terminal and with the ring 49. The branch conductor 57 connects with one terminal of the electro-magnet C and the; conductor con? nects with the other terminal with this electro-magnet and with the ring 51.

The point of connection for the conductors 54, 59 and 60 with the rings 49, 50, and 51 may be brushes 61, 62, and 63' if desired. Any usualmeans may be employed. The conductor 55 has connected to it at 64 a Jumper 65 that connects with the conductors 66 and 67. The conductor 66 leads to the terminal 68 for the primary side of the induction coil or other transforming device D. The terminal 69 of this coil has connected to it the conductor 70 that has its other end connected with a contact point 71. A jumper 73' connects at 73 with the conductor 70 and with the contact 74 that engages the ring 48. The contact 71 is spaced from the contact 72 and these contacts are bridged by a switch arm 7 5. The

switch arm 7 5 is mounted upon a cruciform assembly that is pivotally mounted at 76. This assembly is provided with the arms 77, 78, 79, and 80 radiating from the pivot point 76. The arm 78 carries at its outer end an armature 81 that is adapted to cooperate with the core of the accelerating electro-magnet B. p

The arm 80 is also provided with an armatpre 82 that is adapted to cooperate with the corefof the de accelerating electr c-mag,-

net C. The arm 79 is so arranged that its end is interposed between the springs 83 and 84 that have their other ends secured in the abutments 85 and 86. These springs 83 and 84 are preferably of the same resiliency so that the several arms of the assembly are maintained normall in position shown in the diagrammatic Figure 4. The outer end of the arm 82 is provided with a brid ing contact 87. This contact is preferab y insulated from the arm 80 and as shown is approximately U-shaped to engage with the contact points 88 and 89. The contact 88 has connected to it one end of the conductor 67. The point 89 has connected to it the conductor 90 that connects with one terminal of the electro-magnet E. The other terminal of this magnet has connected to it a conductor 91 that connects with the conductor 54 at the point indicated at 92.

The conductor 91 has connected to it at 93 a conductor 94 that connectswith the contact point 72. The electro-magnet E may be mounted in any suitable manner so that it will cooperate with the armature 95. One method of mounting the electro-magnet E so that it may be operatively connected with the carbureter F is shown by the arm 96 secured to the carbureter. The armature 95 is carried at the end of an arm 97 that projects from a pivotally mounted sector gear 98, the pivotal mounting bein indicated at 99. This gear 98 is adapte to cooperate with a pinion 100 mounted upon the throttle valve shaft 101.

A clutch engaging mechanism which holds the clutch out until the right instant and then allows it to engage, as shown diagrammatically in Figure 4. The shaft 76 upon which the cruciform assembly is rigidly mounted has also a cam 102 so shaped that it raises pivoted lever 103 when arm 81 is attracted by accelerating magnet B; the cam, however, being of such a character as not to lift the lever when the opposite arm 80 is attracted by de-accelerating magnet C. Lever 103 has a raised portion 103 which hooks over a sector element 104. This sector depends from the clutch yoke 105 to which the usual clutch pedal is attached: the sector being rigid with the yoke and movable therewith when the pedal is operated to engage or disengage the clutch when shifting gears. When disengaging the clutch,,the sector moves to the right, in F igure 4, and this movement is necessary to permit the end of lever 103 to hook over the sector for the purpose of holding the clutch disengaged as long as magnet B is energized. The clutch engaging mechanism is operable, therefore, only when, or after the clutch has first been'disengaged. When magnet B is de-energized lever 103 drops by spring pressure and releases sector-104, per- Assumingthe pedal of clutch yoke 105 to have been shifted to move clutch member 8 outwardly for disengaging the clutch, It will be seen that, as the clutch is disengaged,

- wheel is pulled to the right in Figure 2,

engaging positive jaw clutch 22 with casing 11, causing the latter to rotate with left which releases jaw-clutch 22; casing 11,

turning back by pressure of circular sprin 42 or 43 so that switch-arm 37 is at o position. This 'jaw-clutch is necessary to I prevent opposite solenoid from acting after clutch is engaged. It also prevents automatic device from affecting engine speed, if a faulty clutch slips, et cetera. When the clutch is fully engaged and fly-wheel 5 and member 8 rotate at the same speed, wheel 25 is acted upon equally by both, and,.consequently, is not rotated. At thls time the swltch 1s open; switch arm 37 remains, therefore, at its normal position in engagement with ring 50 and none of the several circuits are closed. But when shifting gears the clutch changes its rate of speed and, in order to provide for a smooth engagement of the clutch and engine, the engine must be accelerated or tle-accelerated to correspond with the change, Iii this connection, it is to be noted that by reason ofthe manner in which wheel 25 is su ported betweenclutch member 8 and fly-w eel 5 the position of switch arm 37 with respect to, the conducting rings will change whenever the respective speeds of the fly-wheel and the clutch member differ the fractional part of a revolution. Consequently, when the lever is moved from first to second speed position, the clutch is disengaged by the side-thrust of the lever and its rate of speed changed to that of corresponding gear. Movable member 8 is then rotating at a slower speed than fly-wheel 5 and, hence disc 25 is caused to turn slightly in an opposite direction from the way fly-wheel is turning. Also it will be noted that at this time the switch 58 is closed. This turning movement shifts the switch-arm 37 until contact 38 engages ring 51 which closes the circuit to the de-accelerating magnet C; the current, being traced from one pole of battery 53 through conductor 54 and brush 61 to ring 50 from whence it passes into the switch arm 37 through contact 58, passing from the contact 38 of the arm to ring 51 and thence throu h brush 63 and conductor 60 to magfrom which it returns to the other.

net pole of the battery through conductors 57 and 55, thereby completing the circuit and energizing the magnet. Armature 82 is attracted b the energized magnet, causing the cruci orm member to pivot against tension of s rin 83 so that arm 80 moves downwa y, ringing the U-shaped contact member 87 into en gement with contacts 88 and 89 I This 0 osesthe electro-magnet circuit which includes .contact 89, conductor circuit. This circuit includes contact 71,

conductor 70, terminals 69 and 68 of the coil,

conductor 66, jumper 65, conductor 55, battery 53, conductors 54, 91, 94 and contact 72, and switch arm 75.

It is thus seen that the breaking of the primary circuit and the closing of the throttle or magnet circuit E is instantly effected upon the energizing of the de-accelerating magnet C. On the other hand,'when the clutch in shifting gears is caused to rotate faster than the fly-wheel, the speed of'the englne is accordingly accelerated to correspond therewith by the energizing of the accelerating magnet B, effected in the following manner: switch arm 37 is moved outward toward rings 48 and 49 by reason of the faster speed of the clutch member as compared with fly-wheel 5. It will first contact with ring 49, closing the circuit through brush 62, conductor 59, magnet B, conductors 56 and .55, battery 53, conductor 64, brush 61', ring 50 and switch arm 37; thus energizin magnet B, and attracting armature 81. his causes arm 78 to move dowrn ward and arm 80 to move upward, disenengaging contacts 88 and 89 and de-energizing ma et E, permitting the parts controlled t ereby to return to normal position. .At the same time, switch-7 5 is moved to the left in Figure 4 temporarily forming an electrical connection between contacts 71 and 72 and closing the primary circuit for an instant only, thereby producing a spark. However, since switch arm 37 en ages contact D of ring 48 shortly after it engages ring 49, it may be seen that the primary circuit of the coil is thereby changed and may be traced from terminal 69 through jumper 72 and brush 74 to the contact C of ring 48, then through switch arm 37, rin 50, brush 61, conductor-54, battery 53, an conductor 55 to jumper 65, andthence back to terminal 68 of the coil, by .way of conductor 66. The primary circuit is thus maintained even though contacts 71 and 72 areelectrically disconnected. This circuit is practically ashu'nt from B-magnet circuit and the current will therefore be divided in proportiori to their respective resistances. The con- I and ring 49; thereby breaking, in the first instance, the primary circuit of the coil, since switch 75 is likewise ofi' contact at such time, and, in the second instance, breaking the circuit of magnet B and releasing arm .78,. If the variation in the speed is great enough and, it will be practically, arm 37 is immediately moved in contact with ring 51, energizing magnet C so that arm 78 when released by magnet B will not drop in normal position but will continue upward as arm 80 is pulled down by magnet B. Atthe instant it passes beyond normal, a spark will occur in the primary circuit caused by 7 switch arm 75 momentarily completing the circuit at contacts 71 and 72. In this connection it may be pointed out that the primary reason for the employment of ring 48 is because of the counter electromotive force of the rimary coil and magnet B; the idea being t at the spark above referred to will not be as destructive if connection between contacttZ and contact 38 is broken an in stant before the connection is broken between ring 49 and switch arm 37. Otherwise three'rings are all that are necessary and brush 74 would, then, be on ring 49. At the same time that the released arm 78 is movin upward and attracted arm 80 is moving ownward, lever 103 drops from engagement with yoke-sector 104, allowing the latter to be moved forwardly and consequentl permitting the clutch-to be engaged t rough the rotation of yoke-105 in the usual manner. As the clutch is engaged, shaft '16, it is to'be recalled, moves inwardly of the casing 11 thereby disengaging jaw clutch 22 and releasing the casing which is turned by either spring 42 or 43, asthe case may be, to replace the switch arm 37 in its normal position that is, in alignment with sprin re-closing the primar 50 and out of contact with ring 51.

ring 0 Per This breaks the circuit of magnet mitting the tnrottlevalve of shaft 101 to be again opened and the arm 77 of the cruci form-to be normally located, by action of 83 and 84, with the switch arm-75 bridging contacts 71 and 72, and thereby circuit at such points.

These movements wi take place in a very short interval of time but each movement exact precedencefover' the other: the ob ect being to allow the disengaged clutch member by the foot whenever shiftin to engage the face of the fly-wheel at an instant when no power is applied from within the engine cylinders, thus eliminating jar to car-mechanism if speed differed to an extent that would cause jar otherwise. In order to understand this, it is necessary to consider the time during which the various units act, since gear changing must be as rapid as conventional practice has determined and must be without jar. In shiftin from a low to a higher gear, assuming t e engine to be running at a given rate of speed, for example 600 R. P. M., it is obvious that when the master clutch is disengaged therefrom the speed of the clutch becomes less than that of the engine. The instant the clutch starts to turn slower than the flywheel however, the de-accelerating magnet C is energized and the engine speed thereby de-accelerated at a constant rate between any given number of R. P. M. When the engine speed has dropped to a point corresponding to the clutch speed the circuit through the magnet will be broken and it is to be noted that the clutch is held out for a short time I from a low to a higher gear. If the foot is kept on the clutch too long and the engine runs slower than the clutch the switch arm moves to close the circuit throu h the magnet B. If now the foot be raise from the clutch pedal the clutch will not go in being held out by the lug 103' until the engine has speeded up to its proper speed. Also, the engine lags a certain time before gas is vaporized and drawn into the cylinders.

As previously mentioned, the operation of de-accelerating magnet C does not affect sector 104 and consequently the clutch is not held out at such time but may be engaged by side thrust of the clutch lever in the usual way; the circuit of the magnet being broken by the disengagement of aw clutch 22 andv the consequent release of casing 3 ich carries switch arm 37. If the power is shut ofi when the clutch is engaged the only factor causing jar is energy stored in the flywheel which is, however, being braked by compression. This does not 'ar the car if lever is not moved rapidly. n shifting from a high to a lower gear, the clutch turns at a greater speed and the switch arm 37 is shifted to actuate the accelerating magnet B for increasing the speed of the en ine a corresponding extent and likewise liftlng letime, so rotated wheel' 25 that the arm 27 has 5 been moved through an arc sufiicientlyeat to bring it in contact with contact Z, t ereby abrldging the primary circuit throu h jumper 73', as previously described. T e arm remains in this position until the speed of the engine or fly-wheel has'been accelerated to'ex'ceed the speed of the clutch, in

at contacts 71 .and 72. In the interval of' time during which magnet B de-magnetizes and the clutch engages, n spark is producedin the engine cylinders and consequently there is no acceleration. The curve of enine. acceleration will possibly cease at the instant the ,clutch changes and while flywheel will be rotated slightly faster than the clutch member, as it should be, to prevent a too rapid de-acceleration of engine. As soon as the clutch is engaged, the magnetr circuit is then broken by actuation of jaw clutch 22 as before pointed out.

The foregoing description and the drawings have reference to what may be considered the preferred, or approved, form of my invention. I It is to be understood that may make such changes in construction and arrangement and combination of parts, materials, dimensions, et .cetera, as may prove expedient and fall within the scope of the applended claims. I

avin this fully described my invention, what I c aim'as new and desire to secure by Letters Patentis: v 1., A system for automatically controlling the ignition and fuel of an internal combustion engine, which comprises a fly wheel having a rotatableelement mounted transversely thereof,- a contact and a switch armcarried by said member, a plurality of spaced and insulated rings on said fly wheel andengageable by the switch'a-rm, said contact engaging constantly with one of the rings, electric circuits including a source of electric energy connected with-the rings,

means for operating said member and there-' from the switch, and electro-magnetic devices for automatically controlling the ignitioncircuit and the valve of the carbureter.

2. A system for automatically controlling the ignition and fuel of an internal combusf tion engine, which comprises a rotatable e1e-.

ment mounted in a'fly wheel and having rotatable and slidable shafttherein, a, plurality of. spaced and insulating rings arranged concentrically to each other, said'element being provided with acontact for constantly engaging with a ring and a switch arm adapted to selectively engage with the rings, elec-, tric circuits including a source of energy connected to said rings, an electromagnetic switching meansv controlled by the movement of the switch arm with the .rings, said switching means controlling an electro-magnet adapted to actuate a carbureter valve.

3. A system'for automatically controlling the ignition and fuel of an internal combustion engine, which comprises a rotatable element mounted transversely of a fly wheel, and a rotatable and. slidable shaft therein, one end of the shaft projecting from the element and provided with a disk ada ted to cooperate with the movable mem r of a clutch, said shaft being flexibly connected with the element, means for clutching the shaft to the element upon slidably moving the shaft, one of the elements being ro-, vided with a contact and switch armrbot of which are insulated from the element, a plurality of spaced and insulated rings carried by the fly wheelof an engine and concentrically arranged thereon, electric circuits including a source of electric energy connected to said rings, said contact being in constant engagement with one of the rings, and the switch arm being adapted to selectively engage with the rings upon rotation of the fly wheel carried element, electric circuits including a source of energy connected to said rings, electro-magnetic switching devices 1 controlled by the switch arm and rings, said devices serving to control a carbureter valve and the primary circuit of an ignition system. t

4:. A system for automatically controlling the ignition and fuel of an internal combustion engine, which comprises a plurality of electric circuits including a source of electric energy, means carried by the fly wheel and controlled by the movement of the movable member of a clutch by the variations in speed between said flywheel and clutch member, and electromagnetic means in the circuits and controlling the primary of the i ition circuit and the actuation of the t rottle valve of the carbureter.

5 A system for automatically controlling the ignition and fuel of an internal combustion engine, which comprises a plurality of spaced and insulated electric conducting rings mounted in one lateral face of a fly wheel, a rotatable element having a c lindrical 'body and a longitudinally exten ing rotatable and slidable shaft, said shaft being surroundedby a helical'sprin one end of which is connected with the 's aft and the other end to a clutch member, the other clutch member bein carried in and by the body, a bevelled e ge disk carried on the end of the shaft and adapted to roll in a V- shaped groove formed in the inner periphcry of the movable member of a clutch, meansfor retaining the element in position,

electric circuits connected with said rings,

,and means carried by the element for controlling the circuits. I 1 6. A system for automaticallycontrolling the ignition and fuel of an internal com-. I

member of a clutch, electric circuits including a source of energy connected with the switching device, a plurality of electro-mag nets eachhaving their windings separately and independently connected with the de vice and circuits, a rotatable member having armatures thereon to cooperate with the electro-magnets and separately circuit closing means for controlling the circuit leading to the primary side of the ignition circuit a carbureter including a rotatable valve shaft havingv at one end a pinion, a pivotally mounted sector gear to cooperate with the pinion, and having a projecting arm including an armature, and an electro-magnet in another circuit adapted to act on the armature for rotating the valve shaft, said electro-magnet being controlled by the switching device and circuit closing means.

11 testimony whereof I afiix my signaturein presence of two witnesses.

WILLIAM G. WILL,

Witnesses:

WILLIAM SEWELL, FRED W. GERDING.

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