US790344A - Valve-gear mechanism. - Google Patents

Description

PATENTED MAY 23, 1905.

" Y M. B. CLARK.

VALVE GEAR MECHANISM.

APPLICATION FILED JULY 14, 1902.

110.790.34 1, PATENTED MAY-23,1905.

ME-CLARK.

VALVE GBARMEGHANISM. APPup-A'non um JULY 14; 1902.

4 sums-Exam a,

No. 790,344. PATENTED MAY-23, 1905.

M. B. CLARK.

VALVE GEAR MECHANISM. "APPLIOATION FILED JULY 14. 1902. 1

' 4 SHEETS-SHEET f I If sis V lI/l/IIII 62 6 81 83 7.9 @31 I (TE-II F 7 w W M E38 aflym E91? 4 B l7(gr2 z'ZZE0Za Z I ey PATENTED MAY 23, 1905.

' M. B. CLARK.

VALVE GEAR MECHANISM APPLICATION IILED JULY 14, 1902.

u s 1 1. :E. i. q r H .r 1 1 n UNITED STATES Patented May 23, 1905.

, PATENT OFFICE.

MERRILL E. CLARK, OF NEIV YORK, N. Y., ASSIGNOR TO WARREN W. GREENE, OF NEW YORK, N. Y., AND AERO-AOOUMULATIVE MOTOR SYSTEM COMPANY. I

VALVE-GEAR MECHANISM.

SPECIFICATION forming part of Letters Patent No. 790,344, dated May 23, 1905. Application filed ly 14, 1902., Serial No. 115,592.

To (0Z6 whom it may concern.-

Be it known that I, MERRILL E. CLARK, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented a new and useful Improvement in Valve-Gear Mechanism, of which the following is a specification accompanied by drawings forming a part of the same, in which'- I Figure 1 is a plan View of my improved motor, showing it applied to a motor-vehicle. Fig. 2 is a view in front elevation. Fig. 3 is a sectional view througha portion of the ex plosive-cylinder, the valve-casing, and valve. Fig. 1 is a sectional view taken at right angles to Fig. 3 on the line 1 4 of Fig. 3. Fig. 5 is an enlarged horizontal sectional view through the valve mechanism for automatically opening the compression chamber.

Figs. 6 and 7 are detached views of the lever mechanism for shutting off the two-cycle mechanism. Fig. 8 is a detail side elevation of the cams and cam-arm. Figs. 9, 10, and 11 are views of the diflerent cams employed on the valve-shaft. Fig. 12 is a sectional view through the explosion-cylinders and air-compression cylinder, showing the casing around them. Fig. 13 is a sectional view through one of the cylinders and the connected valve mechanism. Figs. 14, 15, and 16 are sectional views through the carbureter. Fig. 17 is a view in section showing the mechanism for changing the position of the explosive-cylinders, and Figs. 18 and 19 are sectional views through the air-controlling valves.

Similar reference characters refer to similar parts in the different views.

The object is to provide a motor in which a higher percentage of power is derived and capable of being utilized than heretofore with a the expenditure of the same amount of fuel.

In other Words, the aim of the invention is to relatively increase the efliciency of the fuel.

used and to store energy by the momentum derived from the use of the fuel, which energy maybe expended for a reactionary force,

such as applying brakes to the mechanism of in ways 6 b.

the motor driven when it is desired to be applied for that purpose.

Referring to the accompanying drawings, 1 denotes the frame of the vehicle, in the present instance preferably made of tubing.

2 is the rear axle, and 3 3 are the vehiclewheels.

Four cylinders 1, 5, 6, and 7 are supported in any approved manner in the frame. The cylinder 4 is stationary and is utilized as an air-compressor cylinder, and the cylinders 5,

6, and 7 are explosion-cylinders, and they are movable for the adjustment of the explosioncylinders, the framework 8 being connected with the boxes 13 13 by means of bars 13 13, and this is accomplished by the eccentric 14 on the crank-shaft 11, (see Fig. 17,) and to accomplish this adjustment the crank-shaft is provided with a worm-wheel 15 thereon, which is operated by a worm 16 on the vertical shaft 17 which latter has a wheel or crank 18 within reach of the operator, whereby the shaft is turned in one direction or the other when it is desired to shift the position of these explosion-cylinders. There are two of these eccentrics 14:, one in each box l3, and they are connected together by the yoke 19, mounted on shaft 11, so that the two eccentrics are turned by. the worm 15 in unison in order to cause a change in the position of the cylinders, the outer sides of cylinders 5 and 7 operating The object of this mechanism is to move the cylinders with respect to the piston-strokes so that the clearance-space between the-pistons and the cylinder-heads may be increased or decreased, to the end that greater economy is attained in the use of gasolene as well as greater efficiency in the use of air by confining their use to -a more limited space.

The pistons 10 10 are connected to the cranks of the shaft 11 in the usual manner by piston-rods 2O 20, and power is transmitted from the crank-shaft 11 t0 the rear axle 2 of the vehicle through the gear- wheels 21, 22, and 23, and as a means for reversing this mechanism a gear-wheel 24 is provided, it being connected with the lever 25, which has a latch 26 and operates in connection with a segment 27. Referring more particularly to Fig. 13, the gears 22 and 24 are supported on a framework 22, journaled on the rear axle 2, which framework has secured thereto the lever 25. The gears 22 and 24 are so journaled as to constantly intermesh with one another, and as the lever is moved upward the gear 22 is brought into mesh with the drive-gear 21 on the crank-shaft 11 and with the driven gear 23 on axle 2 to give a forward movement to the traction-wheels 3 3, the gear 24 being out of mesh with either gear 21 or 23, and when it is desired to back the vehicle to which my improvement is attached the framework 22 is swung downward so that the gear 24 is brought into mesh with the gear 21, throwing the gear 22 out of mesh with gear 21, but still intermeshing with gear 23, thus imparting a reverse rotation thereto.

My invention is applicable to what is known as the two-cycle or four-cycle motor system, and the former will first be described.

Referring to Fig. 1, a pair of shafts 28 and 29 are located end to end, the former having a bevel-pinion 29' thereon which takes its motion from a bevel-pinion 30, secured on shaft 11. On the shaft 28 a gear-wheel 31 is secured, and on shaft 29 a larger gear-wheel 32 is secured, and a clutch 33 between these gearwheels is operated to lock one shaft 28 to the other shaft 29, this being operated by a shipper 34, pivoted at 35. Shaft 29 extends forward and has a bevel-gear 36 at its forward end, which bevel-gear is intermeshed with a bevel-gear 37 on whatI term the valve-shaft 38, (see Figs. 2 and 17,) which latter shaft is constructed and adapted to operate and control the valves for the several cylinders 4, 5, 6, and 7. This is accomplished through the eccentrics 39 39 and pitmen 4O 40, which extend therefrom to the cranks 41 41 on the rockvalves 42 42. (See Figs. 3 and 4.) These valves 42 42 are hollow-cylinder valves and are adapted to turn in the cylindrical openings of the valve-cases 43 43, and to the hollow center of these cylindrical valves the plugs 44 44 are fitted. The valves 42 42 are provided with openings 45 45 therethrough, adapted to measure a quantity of gasolene or form a passage for air, according to their position, and when in one extreme position they register with ahole 46 through the plug 44 and the air-inlet 47 in the valve-case 43, which inlets are supplied through a channel 48, whereby air is discharged against the outer end of the spring-actuated check-valve 52 with suflicient pressure to displace the valve and discharge into the cylinder. The valve-casing 43 of each of the cylinders 5, 6, and 7 is provided with a valve-port casing 43, which is preferably integral, as shown, and extends over and connects each valve-casing 43. The fuel and air passages 48 and are located in this valveport casing, the fuel-passage 50 having connected therewith a pipe 50, leading from the fuel-reservoir 53, the opposite end of the fuelpassage 50 being closed. The valve-casing of the air-compressor cylinder4 is also provided with valve-port casing 49, which casing is provided with the two air-passages 48 48, passage 48 being connected to passage 48 of the valve-port casing 43 by means of a flexible coupling 121. The opposite ends of the passages 48 48 are connected to the pipe 56 leading from the air-reservoir and having a valve 57 located therein, which valve will be hereinafter more fully described. The openings 45 45 are also capable of registering with the gasolene-ducts 49 49, supplied through pipe 50 and controlled by the valves 51 51. hese valves 42 42 are so arranged that they operate successively, and the eccentrics are set on the shaft 38 to insure this action. (,lasolene is supplied to the pipe 50 from the gasolene-tank 53 (see Fig. 1) through a coil 54, which latter yields to the movement of the frame which carries the cylinders when the latter is adjusted relative to the frame of the machine. Air is supplied to inlets 47 47 from the compression-chamber 55 through a pipe 56, and this supply is controlled by the valve 57, as will behereinafter more fully explained. Of course it is well understood that the explosion takes place in the explosive-engines through the medium of a suitable sparking device 58, and the expansive action of the gas exploded is utilized to drive the pistons 10 10 of the motor. The valves 51 51 for supplying the gasolene are each provided with a eran k 60, and these cranks are connected together by a connecting-rod 61, and these cranks are rocked simultaneously by the hand-lever 62, which is provided with a latch 63, adapted to enter a notch 64 in the upper end of the crankarm opposite or in alinement with said latch, and to retain the latch in engagement with this notch a segment 65, curved in the arc of a circle of which the point of oscillation of said crank is the center, operates in a slot in the back of the latch to retain the latch in notch 64. The air supplied through pipe 56 is also controlled by this lever 62 through the medium of a rod 66, pivotally connected thereto, which rod slides in guides 67 67 and is connected with the arm 68, secured on the axial stem of the valve 57, and in operating end of the lever 62 is provided with a second,

this valve independently of the valves 51 51 for controlling the discharge of gasolene, the

latch .69, adapted to engage notches in the segment 70, which extends transversely of the machine. l

My cylinders are also utilized for compressing air into the com pression-chamber 55 when the vehicle is not being actuated by the explosive-cylinders, and I will now describe how themechanism is utilized for compressing air into the compression-chamber to be utilized as a motive force for carbureting purposes and also for reactionary power in applying brakes, and first I will explain my method of compressing the air into the compressionchamber 55.

. Pipes 71 71 lead from the forward ends of the several cylinders 4,5, 6, and 7. These pipes communicate with a pipe 72, which is made in several sections joined by the unions 73 73, and in the unions 73 73, opposite the explosive-cylinders 5, 6, and 7, turn-valves 74 74 are located, (see Fig, 19), the stems of which are provided with arms75 75, connected together by rod 76, and this-rod is pivotally connected at 76 to the rocker 77, mounted on astud 78. (See Fig. 7.) This rocker has an arm 79', connected by a link 80 to the lever 81, which latter has a latch 82 ada-pted to be locked to the segment 83 provided therefor. When the lever 81 is in its upright or normal position, as shown in Figs. 1 and 2, these several valves 74 74 open, thus afiording a passage for the air to the compression-chamber. A similar valve 74 controls the outlet from the air-compressor 4, (see Fig. 5,) except that the ducts in this valve have lateral extensions 7 4 for a purpose which will be explained. The arm on the stem of this valve is'connected by a link 84 to the arm 68 on valve 57, so that this valve 74 is operated independently of the valves 74 74, and the pipe 71, leading from the compressor 4, remains open even when valve 57 is partially closed. Each pipe 71 from cylinders 4, 5, 6, and 7 is provided with a spring-seated valve 85, and the tension of the springs is such that these valves 85 are unseated when the cylinders are used for compressing air when the valves 74 74 are' open, and in this way the air thus compressed is forced out through pipe 72 into the compression-chamber. In other words, the cylinders at these times serve as air-pumps to replenish the chamber 55 and establish a maximum pressure therein. Air is supplied to the several cylinders through inlets 86, controlled by spring-seated valves 87 87, and as it is neces sary during this operation of pumping air that the valves 87 87 are entirely under the control of the piston provision is made through connecting-rod 88 and the cam-levers 89 89 thereon to shift the latter to a position intermediate of the earns 90 and 91 on valve-shaft 38, (see Figs. 8 to 11,) or, in other words, op-

posite the cylindrical hub 92, (see Fig. 10,) so

that no positive motion is given to said camlevers, and these cam-levers are shifted by the movement of the rocker 77, whichis connected with rod 88, as shown at 93, and this rod is of course controlled by the movement of hand-lever 81.. It is necessary, of course, that means be provided to automatically control the pressure in the com pression-chainber, and this is done by a diaphragm 94 in the chamber 95. (See Fig. 5.) A spring-actuated stem 96 leads from this diaphragm to a slide-valve 97 in valve-chamber 98, and this valve-charm ber is in communication with pipe 72 at all times; but the valve isso constructed that its port 98 is thrown outof register with the bypass 99 when the pressure in the compressionchamber has reached its maximum due to the pressure upon the diaphragm 94, which causes the valve to move in the direction indicated by the arrow. When this action takes place, the port 100 of this valve registers with a pipe 101, which leads to the chamber 102, in which the cylinders 4, 5, 6, and 7 are incased, so that this surplus air is utilized to keep said chambers cool. To maintain the same pressure in the gasolene-tank 53 as in the c 0m-. pression-chamber, a pipe 103 leads from bypass 99 into the gasolene-tank 53.

- As previouslyv mentioned, my motor may be used as a two-cycle or four-cycle motor, and this change from one to the other is within the control of the operator at, any time and is accomplished by operating lever 81. Byv throwing lever 81 forward the clutch 33 is shifted to clutch in shaft 29, its shipper being connected to lever 81 by rod 104 to cause the motor to operate as a two-cycle motor. By reversing lever 81 the clutch 105 is shifted, and in that way power is transmitted through gear 106, which is double the size of gear 31 and gear 107, which meshes with gear 32, thus causing shaft 29 to revolve at one-half the speed of the crank-shank 11 instead of the same speed as whenshaft 29 is' clutched directly to shaft 28. This same movement of lever 81 causes the valves 74 74 to close and the cam-levers 89 89 to be shifted opposite the .cams 91 91, so that the valves 87 87 are held open during a fourth of the rotation of the,

' valve-shaft 38 for the discharge of the exhaust from the cylinder.

To go with the four-cycle system I have devised a special carbureter, (shown in Figs.

14, 15, and 16,) under the control of the operator through the handle 110.- On the lowerv end of this handle the valve 111 is secured, and this is providedwith several ducts 112 112 of varying sizes, which are adapted to be turned into register .with the supplypipe 113 accordingly as more or less gasolene is to be supplied to the cylinders. The lower portion of this valve is adapted to regulate the v size of the air-inlet 114, and for that purpose ,is provided with several holes 115 of varying sizes, as shown in Fig. 14. The spring-actuated spreader 116, having several openings 117 117, is held in this valve, and through these openings the gasolene is discharged and distributed into the chamber below, where it is commingled with the air which meets it in its passage through the air-pipe114 onits way to the cylinders through connection 118 with pipe 119, connected to the inlet-ports 120. When the two-cycle system is used, the camlevers 89 89 are shifted opposite the cams 9O 90, and then the valves 87 87 are alternately opened and closed once during each complete revolution of valve-shaft 38.

Whether used as a two-cycle or four-cycle motor it is one of the features of my invention to cause the initial motion of the pistons, which is usually done by hand in all motors where gasolene is used as a fuel by the action of the air stored in the compression-chamber, and therefore to start the machine the handlever 62 is first moved laterally by manipulating latch 69 on segment 7 O, and through this instrumentality the valve 57 is opened either partially, as shown in Fig. 18, to allow air from pipe 56 to pass through inlet 48 of the several valve-cases 43 43, or the valve 57 may be turned still further to register with pipe 48 to permit air also to pass into the aircompressor cylinder 4. This air inlet is controlled, as previously explained, by valves 42 42, which are simultaneously rocked until ports 45 45 register with inlets 47 47 and allow the air to unseat spring-actuated checkvalves 52 52, as the pressure is suflicient for this on its way into the cylinder, and usually it is my purpose initially to first let this compressed air into the three cylinders 5,6, and 7 and then into cylinder 4, so that the impulse is not too sudden, but, on the contrary, will be rendered more gradual. After the machine is started the lever 62 is returned momentarily to its upright position, as shown in Fig. 2, and engaged with the arm on the gasolene-valve 51 opposite, after which it is again swung laterally, as before, thus opening the three gasolene-valves 51 51, as well as the air-pipe 56, which supplies the several holes 46 46 in the stationary plugs 44 44. Thus it is understood that after the initial start by the utilization of air from the compression-chamber a measured quantity of gasolene is caught in the upper port 45 of each rock-valve 42 and allowed to descend into the cylinders 5, 6, and 7 with each forward and return movement of the said valves 42 42. This continues as long as the explosive force of the motor is used, and to augment this power of the three explosive-cylinders it is possible to throw the air-compressor into operation by simply stopping its storing and compressing air into the compression-chamber, and, on the other hand, permitting air from the compression-chamber to expand upon its piston to actuate it. This of course is only done in an emergency, when the pressure of the compression-chamber is at its maximum and unusual power is desired to actuate the motor. Ordinarily it is understood that the air-compressor 4 is operating at all times to pump air into the compression-chamber.

The air-duct 48 of the explosioncylinders 5, 6, and 7 is flexibly connected with the airduct 48 of the compression-cylinder 4 by means of a hose 121, and a similar hose 122 connects the adjustable portion of air-pipe 72 with the stationary portion thereof, which flexible connections are made necessary in view of the adjustability of the explosion-cylinders 5, 6, and 7, as heretofore described.

It is one of the features of my invention to cause the storage of air in the compressionchamber and the application of brakes simultaneously, and this is done whenever the machine makes a descent. For instance, at the top of a hill levers 62 and 81 are placed in their upright or normal position, as shown in Figs. 1 and 2. This acts to open all the valves 7 4 and release the cam-levers 89. The bistons are then driven, of course, by the rotary motion of the rear axle, and during their outward strokes they suck air into the cylinder through openings 86, displacing valves 87 87. On their inward strokes they unseat valves 85, forcing air through pipes 71 and 72 into the compressor, and as the tension of the air increases the speed of the axle decreases, owing to the reactionary and cushioning elfect upon the pistons, thus breaking the speed of the vehicle and compressing air in the compression-chamber up to its maximum pressure, when of course it acts upon diaphragm 94 to move valve 97 and shut the air from the compression-chamber when it is deflected through pipe 101 into the chamber 102, which surrounds and incases the several cylinders. The air thus restored is again utilized as before in starting the machine and in supplying air for carbureting purposes to the several jets, and to maintain a supply in the compressionchamber the air-compressor 4 continues to pump air thereunto. It is understood, of course, that the compression-chamber must be initially charged with air, and it is provided with a cock 115 for this purpose, having a check-valve therein, so that air can be pumped into it.

WhatI claim as my invention, and desire to secure by Letters Patent, is

1. A motor comprising a suitable support, a cylinder slidably received therein, a crankshaft, means driven by the cylindcr for operating the crank-shaft, a rigid connection extending between the shaft and the cylinder, an eccentric mounted on the shaft and engaging the rigid connection and means for rotating the eccentric to adjust the cylinder.

2. A motor comprising a suitable support, a framework movably secured thereto, a cylinder mounted in the framework, a crankthe cylinder with reference to thepiston.

3. In 'a motor, the combination with a cylinder, a crank-shaft and means for driving the crank-shaft, of a valve-casing connected with the cylinder, a rotary valve in the casing, a valve-shaft located adjacent the valvecasing, aneccentric mounted on the valveshaft, a reciprocating shaft positively and continuously connecting the eccentric and rotary valve and an intermediate shaft extending between the crank and valve shafts and perpendicular therewith, to actuate the latter.

4:. In a motor, the combination with a cyl inder, a crank-shaft and means for driving the crank-shaft, of a valve-casing connected with the cylinder, and provided with ports leading thereto, a hollow rotary valve located 'in the ports and provided with apertures, an

apertured plug stationarily secured within the valve, the apertures in the valve adapted to register with those in the plug, and means operated by the crank-shaft for actuating the rotary valve.

5. In a motor, the combination with a cylinder, a crank-shaft and means for operating the latter, of a valve-casing provided with ports communicating with the cylinder, a source of supply connected with the'ports, a

rotary apertured hollow valve located in the casing, an apertured plug located within the hollow rotary valve and having its aperture in alinement with and forming a part of the valve-port,the apertured plug normally closed by the rotary valve, a fuel-supply normally connected with the valve-aperture and means actuated by the crank-shaft for moving the valve-apertures into alinement with the ports in the casing and plug.

,6. In a motor, the combination with a cylinder, a crank-shaft and means for rotating the latter, of a valve-casing provided with ports in communication with the cylinder, a valve located in the casing and controlling the ports, a valve-shaft independent of the crankshaft, pivoted means connecting the valve and valve-shaft, intermediate means connecting the crank shaft and valveshaft for transmitting motion to the valve-shaft and clutch mechanism carried by the intermediate means for throwing the intermediate means into or out of operative positlon.

7. In a motor, the combination with a cylinder, a crank-shaft and means for operating the latter, of a valve-casing provided with ports communicating with the cylinder, a rotary valve controlling the ports, a valve-shaft, means connecting the valve and shaft for operating the former, a gear on the valve-shaft,

. a gear on the crank-shaft, a plurality, of short shafts extending between the two gears, one of the short shafts being driven by the gear on the crank-shaft, the other short shaftoperating the valve-shaft,

necting the short shafts and means for disconnecting the clutch.

the fuel-valve and air-supply simultaneously.

9. In a motor, the combination with a plurality of cylinders, a crank-shaft and means for operating the latter, of a valve-casing connecting the cylinders and provided with air and fuel ports'communicating therewith, valves in the air and fuel ports, a valve-shaft with which the air-valves are connected, means for operating the valve-shaft, a source of air-supply connected with the air-port on the valve-casing, a valve controlling the source of air-supply, a connecting-rod to which the fuel-valves are secured, a separate connecting-rod to which the air-source valve is secured and a single means to which the connecting-rods are secured.

10. In a motor organism, the combination with acrank-shaft, of a plurality of explosioncylinders, an air-compressor cylinder, the eX- plosion-cylinders movable with relation to the air-compressor cylinder, an air-reservoir, the explosion and air-compressor cylinders provided with air-exhaust ports, a tube connecting the air-exhaust ports of the explosion-cylinders, a second tube connecting the air-exhaust port of the air-compressor cylinder with the air-reservoir, a flexible means conclutch means for con necting the tubes, a valve-casing on the aircompressor cylinder provided with ports communicating with the cylinder, a valve-casing on the explosion-cylinder provided with ports communicating with the cylinders, and a flexible means connecting the two valve-casings.

11. In a motor, the combination with an airreservoir, of an air-compressor cylinder and an explosion-cylinder, avalve-casing provided with ports communicating with the cylinders, the air-reservoir communicating with one of the ports in the valve-casing, a fuel-reservoir communicating with the remaining port thereof, a valve controlling the communication between the air-reservoir and the air-port, separate valves controlling the communication between the fuel-port in the casing and the explosion-cylinders, and a single means with which the air-valve and the fuel-valves are connected. 12. The combination with a crank-shaft, of a series of explosion-cylinders, a valve-casing connecting the cylinders and provided with ports communicating withthe cylinders, an air-reservoir connected with one of the ports on the valve-casing, a fuel-reservoir connected With the other port in the casing, the explosion-cylinders each provided with an airexhaust port, and means connecting the ports and air-reservoir to replenish the latter.

13. The combination with an air-reservoir, of a plurality of explosion-cylinders and an air-compressor cylinder, a valve-casing provided with ports communicating with the airreservoir and connected to each cylinder, valves in each cylinder-casing for controlling the entrance of air thereto, means for operating the valves, a valve controlling the communication between the reservoir and valvecasing port, the air-compressor cylinder provided with an air -.exhaust port communicating with the reservoir, and a shifting means connected with the air-reservoir valve and the air -compressor valve to open one valve and close the other simultaneously.

14:. The combination with a plurality of explosion-cylinders, a crank-shaft and means for operating the latter, of a valve-casing provided with air and fuel inlets communicating with the cylinders, an air-reservoir communicating with the air-inlet, a valve controlling such communication, fuel-valves controlling the fuel-inlets, cranks secured to the fuelvalves,a connecting-rod secured to each crank, a pivoted lever, a latch carried thereby and adapted to removably engage one of the cranks, and a connecting-rod extending between the lever and air-inlet valve, the air and fuel valves separately or simultaneously operable.

15. The combination with a plurality of explosion-cylinders provided with air-exhaust ports, pipes connecting the ports, valves at the intersection of the pipe and ports, an air-reservoir With which the pipe communicates,

crank-arms on the valves, a rod connecting the crank-arms, a crank-shaft, the cylinders provided with air inlet valves, a valveshaft, driven by the crank-shaft, cams stationarily mounted on the valve-shaft, a cam-rod, camarms mounted on the cam-rod and operated by the cams for controlling the air-inlet valves, means for actuating the valve-shaft at a plurality of speeds, and means connected to the speed-changing means and to which the connecting-rod and cam-rod are secured for shifting the cam-arms, and controlling the valves.

16. The combination with a plurality of explosion-cylinders provided with-air-inlet and exhaust-valve ports, an air-reservoir communicating with the air-outlet ports, valves controlling the communication of the air-exhaust ports and reservoir, means connecting the valves, a valve-shaft, means for actuating the shaft at aplurality of speeds, cams secured on the valve-shaft, a movable cam-rod, camarms mounted on the rod and adapted to engage one or the other of the cams on the valveshaft and means for shifting the cam-rod and valve-connecting means.

17. The combination with an explosion-cylinder provided with fuel-inlet and exhaust valves, of a valve-shaft operable at a plurality of speeds, means connected with the valveshaft for controlling the fuel inlet, cams mounted on the valve-shaft, a movable camrod, a cam-arm mounted thereon and actuated by the cams for controlling the exhaust and means for shifting the cam-arm and changing the speed of the valve-shaft simultaneously.

18. The combination with an explosion-cylinder provided with inlet and exhaust valves, of a valve-shaft operable at a plurality of speeds, means connected with the valve-shaft for operating the inlet-valves, cams of varying conformation mounted on the valve-shaft, amovable cam-rod, a cam-arm mounted thereon, for controlling the exhaust-valve, and means for shifting the cam-rod and cam-arm in accordance with the various speeds of the valve-shaft.

19. The combination with an explosion-cylinder provided with inlet and exhaust valves, a valve-shaft, means connected with the shaft for operating the inlet-port, cams of various conformations mounted on the shaft, a movable eam-rod, a cam-arm mounted on the rod and engaged by the cams for controlling the exhaust-valve, a crank-shaft, a plurality of short shafts connecting the crank and valve shafts, clutch mechanism connecting the short shafts, a change-speed gearing connected with the short shafts, clutch mechanism controlling the change-speed gearing, means connecting the clutch mechanisms, and means for operating the cam-rod and clutch mechanisms simultaneously.

20. The combination with an explosion-cylinder, provided with air inlet and exhaust ports and valves in the ports, of a reservoir communicating with the exhaust-port, a valve controlling the communication between the reservoir and exhaust-port, a lever. means connecting the lever and controlling-valve, a valve-shaft, means for driving the val ve-shaft, change-speed mechanism interposed between the driving means and valve-shaft, cams of varying conformation mounted on the valveshaft, a movable cam-rod connected to the lever, cam-arms mounted. on the cam-rod and engaged by the cams to control the air-inlet valve, and means connecting the change-speed mechanism and lever.

21. The combination with an explosion-cylinder provided with air inlet and exhaust ports, and avalve controlling the ports, of an air-reservoir communicating with the ports, a valve controlling such communication, the cylinder provided with a fuel-port, and having the air-inlet port serving also as an exhaust-port when the cylinder is operated as an explosion-cylinder, a valve-shaft capable of rotating at a plurality of speeds, means operated by the valve-shaft for actuating the fuelport, cams mounted on the valve-shaft, a movable cam-rod, a cam-lever mounted thereon and adapted to engage either cam when the valve-shaft is rotating at either of its speeds, and means for simultaneously shifting the camlever out of engagement with the cams, opening the communication between the air-exhaust ports and reservoir and causing a cessation of rotation of the valve-shaft.

22. The combination with an explosion-cylinder provided with inlet and exhaust ports, of a carbureter comprising a valve-casing, a

fuel reservoir communicating therewith, an

air-inlet port, the casing provided with an out- 5 let-port communicating with the inlet-port of the cylinder, and a rotatable valve provided with aseries of graduated openings and means for shifting the valve to regulate the amount of mixture admitted to the cylinder.

Dated this 28th day of June, 1902.

MERRILL E. CLARK.

Witnesses:

VERNON-'1). HoDeEs, M. M. SOHUERMANN.

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