US1280005A - Starting apparatus for automobile or other engines. - Google Patents

Description

u. v. FITE. I SIARTING APPARATUS FOR AUTOMOBILE 0R DT HER ENGINES.

' APPLICATION meg 111.1911. 0 1,280,005. 0 Patentedseph 24, 191&

1 wafers-Esau]:

c. v, FITE. I STAIIIINGAPPARATUS FOR AUTOMOBILE OR OTHER ENGINES.

APPLJQATION FILED MAY '1. l9!!- Patented Sept. 24, 1918.

4 SIIEZTS-SNEETZ.

c. v. FITE.

STARTING APPARATUS FOR AUTOMOBILE OR OTHER ENGINE S,

APPLICATION FILED IAY II. 1911- C. V. FITE.

STARTING APPARATUS FOR AUTOMOBILE OR OTHER ENGINES,

4 SHEETS-SHEET 4.

it lttun a,

Patefited'Sept. 24, 1912;.

UNITED STATES PATENT OFFICE.

CEPHAS V. FITE; OF CHARLOTTE, NORTH CAROLINAASSIGNOB TO AERO STARTER COMPANY, 01 CHARLOTTE, NORTH CAROLINA, A; CORPORATION' OF NORTH CABOLIN A.

STARTING APPARATUS FOR AUTOMOBILE OR OTHER ENGINES.

Application filed Kay 11, 1917. Serial No. 187,981.

To all whom it may concern:

Be it known that I, CEPHAS V. Frrn, a citizen of the United States, residing at Charlotte, in the county of Mecklenburg and State ofNorth Carolina, have invented new and useful Improvements in Starting Apparatus for Automobile or other Engines, of which the following is a specification.

This invention relates to starting apparatus for internal combustion engines and particularly automobile engines or motors of that type characterized by means for delivering air under pressure carrying therewith a vaporized hydrocarbon to the working cylinders of the engine. The improved apparatus has been designed more particularly for the multiple cylinders of the engine or motor of the Ford automobile, and air under pressure carryin a hydrocarbon vapor is regularly fed in timed relation or sequence to the several cylinders against the pistons of the latter to start the pistons in operation and at the same time actuate the air pressure mechanism so as to always maintain an ample supply of air under pressure in stored condition for immediate use in starting the pistons when the engine or motor is so cold that it will not become operative by reason of the failure of the carbureter to act and supply the cylinders and istons with the motive agent or h drocar on mixture in the usual manner. he improved starting apparatus is in the nature of an attachment which may be readily applied tothe type of automobile motor engine specifiedQbut is not limited to this par ticular application as it may be used inconnection with. the motors or engines of other commercially. known automobiles. It will therefore be understood that the main object of the invention is to provide readily operative means for starting a cold automobile engine or motor and maintaining the operation of the latter until it becomes suiliciently heated to cause the usual carburetor to act and feed the explosive mixture in proper proportion tothe several cylinders and plstons when the starting apparatus will be cut out or operatively disconnected with relation to the cylinders and pistons of the motor. A further objectof the invention is to provide a starting mechanism of this class having-improved means for efl'ecting the several operations necessary to the regueral cyllnders and pistons of an automobile or multiple-cylinder engine or motorand to effect a regular compression and storage of the air within a reservoir andto control the said apparatus from the interior of the automobile by readily accessible actuatin devices. A further object ofthe invention is to provide a novel form of valve for controlling the supply of the air under pressure carrying or impregnated with a hydrocarbon vapor in sequence to the cylinders and pistons of a multiple-cylinder eh no or motor and by the same valve to relieve the successive cylinders of any com ressed air that ma remain therein to avoi interferencewit the ropcr starting operation of the pistons within the cylinders prior to the time that the cylinders and pistons are supplied with an explosive mixture from the regular or usual form of carbureter, the said valve being automatic in its operation and preferably operated from the crank shaft of the engine or motor.

With these and other. objects and advantages in view, as will appear from the subjolned description, the invention consists in the preferred construction and arrange ment 0 the several parts which will be more fully hereinafter described and claimed.

In the drawin Figure. 1 is a side elevation of a multiplecylinder engine or motor showing the improved starting attachment applied thereto and also illustrating the dash and foot-board of an automobile in section to demonstrate the application of parts of the improved apparatus thereto. l g

Fig. 2 is a longitudinal vertical section through the upper portion of the im roved starting apparatus or attachment an showing the upper part of themulti le-c lmder Fig. 4 is a transverse vertical section through the automatic controlling .valve and easing thereof. 1

Figs. 5 and 6 are detail views in side and end elevation of the automatic controlling valve removed from its casing.

Fig. 7 is a longitudinal vertical section of the manually operated valve for setting up communication between the compressed air reservoir and the hydrocarbon vaporizing means.

Fig. 8 is a transverse vertical section through the automatic controlling valve and pipe connection box and showing the upper portion of one cylinder partially broken away and in section to illustrate the pipe connection for the supply of the air under pressure carrying thehydrocarbon vapor to the cylinder and. an outlet duct or passage for relieving the cylinder of compressed air together with a valve means for setting up communication between the automatic controlling valve and the pipe connections.

Fig. 9 is a transverse vertical section taken through the means for charging or impregnating the air under ,pressure with the hydrocarbon vapor or hydrocarbon and the float means for maintaining the hydrocarbon at a proper level in the said charging means.

Fig. 10 is a longitudinal vertical section of the check valve introduced between the air compressor or pump and the storage reservoir or tank.

Fig. 11 is a sectional perspective diagrammatic view showing the supply pipe connections to the several cylinders and pistons from the controlling valve and the outlet connections for the compressed air from the several cylinders injrelative association-with the said valve and also illustrating the connection between the means for charging or impregnating the air under pressure with hydrocar n or hydrocarbon vapor.

The nlmeral 5 designates a multiplecylinder engine or motor of that type ordi-- narily used in the Ford automobile,=but as hereinbefore specified this multiple-cylinder motor or engine may be of that class or particular form used in other automobiles as the motive means. The improved starting apparatus is in the form of an attachment and applied to one side of the multiplecylinder engineor motor and comprises an air compressor or pum 6 having a shaft 7 of the compressing rol er thereof projected forwardly and provided with a pinion 8 on its front end slightly in advance of the front terminal of the multiple-cylinder motor. The air com ressor or pump 6 is mounted upon a suita 1e support 9 and. will be of an preferred -ty e 0 devices of this class. 'onnected to t e topof the compressor or pump 6 is a. compressed air conv'eying pipe '10 which runs rearwardly, to'

and connects with a tank or reservoir 11, a

check valve 12 being interposed between the. pipe 10 and the said tank or reservoir 11. Between the check valve 12 and the tank or reservoir 11 a compressed air feed pipe 13 is connected and is also attached to the rear end of a manually operated communication establishing valve 14 held by the dashboard 15 of the automobile within easy reaching distance of the driver or operator of the machine. The communication establishing valve 14 comprises a valve 15 held on the rear end of a stem 16 movable in suitable bearings in the valve casing and projecting outwardly through a gland or stufling box 17 and provided with a button or head 18 on its rear end, a spring 19 engaging the said stem and operating to nori'nally seat the valve15 or close the same against a valve seat 20, the casing 21 of this valve having a small chamber formed therein adjacent to the valve seat 20 into which the valve 15'may move and open the seat or establish communication between the pipe 13 and the interior of the casing 21 Where a chamber or passage 23 is provided with which a. pipe connection 24 has communication and extends downwardly to the top 25 of a charging means or cylinder 26. The pipe 24 has a two-way valve 27 interposed therein and provided with an'outlet or vent 28, this valve being operable through the medium of a handle 29 connected'to the stem thereof, and by this means the charging tank 26 may be relieved of surplus air under pressure that may remain therein when the valve 15? is permitted to close after the improved starting apparatus has served its'purpose and the multiple-cylinder engine or motor becomes active by the ordinary means or is sufficiently heated to set up a practical of the carbureter relatively thereto. As long as the valve 15 is held open by ressure of the stem 16 the compressed air will be supplied to the charging tank or cylinder 26, and under such conditions the valve 27 will be adjusted to set up communication between the top 25 of the charging tank or cylinder 26 and the valve 14, escape or ventage of the air under pressure. through the vent pipe 28 then beoperation 1 ing prevented. Connected to the top 25 of the charging tank or cylinder 26 is a tubular stem 30 which projects downwardly into the interior of the said charging tank or cylinder to a point near the bottom of the latter and is provided with a terminal disk or spreader 31. Close to the bottom of the tank or cylinder 26 a pipe 32 is attached-and provided with a suitable check valve 33 therein, the pipe 32galso being attached. to the bottom of a floatchamber 34-having therein a float 35 with a stem 36- provided with a lower valve 37 movable in a con'nect ing nipple 38 connected to the gasolene feed iin pipe 39 which runs to the usual carbureter from thehydrocarbon or gasolene reservoir 40 situated as usual in automobiles and (under the seat of the Ford t pe of machine,

as clearly shown by Fig. 1. t will be understood that the float chamber with its float gasolene into the bottom of the charging regulates the inflow of the hydrocarbon or tank or cylinder 26 and maintains a constant level of the hydrocarbon or gasolene in the said charging tank. The tubular stem 30 extends downwardly far enough into the interior of the said charging tank or cylinder 7 26 to locate the disk or spreader 31 below the level of the hydrocarbon or gasolene therein, and by this means the air under pressure passing downwardly through the through the body of a tubular stem is caused to circulate asolene in the. charging tank or cylinder low the upper level of the 'gasolene and then passes upwardly into the said charging tank or cylinder above the gasolene level and passes out through a pipe 41 to the rear of the casing 42 of an automatically operating supply controlling valve 43 having therein a rotating valve 44 disposed in a chamber 45 bored or otherwise formed in the casin and of av l particular construction which Wll be pres- I0 ently explained. 'The valve 44 has a forwardlyprojecting stem 46 which continues beyond the front end of the casing 42 a suitable'distance and has thereon a spur gear 47 which meshes with the pinion 8 on the shaft or stem 7 of the air compressor or pump 6;, Onthe projecting valve stem 46 a sprocket wheel 48 is alsosecured by means 1 of a in 49 and maybe removed as desired;

and etween this" sprocket wheel and the spurgear 47 isa space member 50, and between the opposite side of the spur gear 47 and the front end of the casing 42 a spring 51 surrounds the said projected stem 46- and l 1 serves to hold the valve 44 firmly to its seat. u

The valve 44am frusto-conical form and is illustrated diagrammatically in Fig. 11, the; casing 42 being removed to show the pipe connections and passages in full and dottedlines and by continuing single lines in full and dotted or motor. The valve casing 42 isjin the form of a blockof, suitable material which is bored out to form the valve chamber 45 and to permit the stem 46 to project therethrough as. explained. This block of 'material forming the casing42 is also bored at different angles and at various points to provide the passages or ports to set up. communication between the pipe 41 by way of the valve 44 andthe casing or block 42 with 1 the several-cylinders and pistons of the engine, as will be. presently explained. The

valve 44 has the rear enlarged extremity thereof chambered, asat 52, and into the said groove.

form relatively to the several cylinders and. pistons of the engine chamber thus formed a boss 53 centrally projects, thereby forming an annular groove J 54 opening into the chamber and providing for a registration with the ports of the valve which open into the chamber adjacent to the opens into the valve chamber 45 of the casing or block 42, and by thismeans theair under pressure carrying the hydrocarbon vapor is'unobstructedly permitted to enter the chamber 52 and groove 54 of the valve. The casing or block 42 is formed with vertical bores or ports .55, 56, 57 and 58 diagrammatically represented in Fig. 11- in the form of pipes, the. bores 55, 56,57 and 58 respectively intersecting angular bores or ports 59, 60, 61 and 62, the bores 59 and. 62

The chamber 52 of the valve being continued diagonally through the valve chamber 45 and plugged attheir op.- posite lower ends for convenience in construction, and at regular intervals the chamber 52 and groove; 54 are caused to a communicate with the. angular bores 01- ports 59, 60,61 and 62 through the medium 7 i of a single port 63 formed in the valve 44.

The casing or block- 42 in rear of the orts, bores. or passages, 55, 56, 57, 58, 59- (ll), 61 and 62 is formed with other similarl tioned rts or passages as indicated by dotted lines in Figs. 3 and 11 and indicated by reference characters 64, 65,66 and .67

which continue throu 'h. the topof. the cas-c ing or block 42 and a so open. at theirainner ends into the valve chamber. 45u,for se- (juential registration wit an exhaustpas sage 68 having. outletil ports 69M opening through the opposite sidesof thecasingol: block 42. The casing or block is suitably secured on the side of the upperportion or a head of the en 'ne'ormotogthat shown in the drawings.

mobile engines or motors. Above thecasing.

in of thestandard type. ordinarily employe as, a partof Ford autoor block 42 'is an elongated box .70 bolted to the cylinder head 71 and occupying. a position relatively to the latter as. clearly shown by Figs. 2 and 8, this box having a lower-elongated chamber. 72 and an upper solid body or head 73 formed with a plurality of tapered valveseats or chamber 74 va ves 75 standing in the same position and connected to a sllde rod 79' extending rear wardly through an openingSO in the dash to receive rotatable plug valves '75. .Overthe box 70 and closing the chamber 72 and also 3 is .a re

15 and provided with a rear head 81 on its rear end and whereby all of the valves 75 may be uniformly and simultaneously operated to turn the same. Each valve 75 has a port 82 extending theretl-irough at a point near the outer end thereof and constituting a feed passage through the valve, and in the rear of each'valve is an angular exhaust port 83 opening through the center of the rear end of the valve and angularly out through the side of the same, as clearly shown by Fig. 8. The rear straight portion of each port 83 continually registers with a bore or port 84 extending trans-,

\ 65, 66 and 67 of the casing or block 42 by means of pipes 86, 87, 88 and 89 between the said ports 64, 65,. 66 and 67 and ports 90 vertically formed in the lower portion of the body or head 73 and with which the angular portions of the ports 83 of the valve 75 are adapted to have registration. As hereinbefore indicated, the ports or passages 64, 65, 66 and 67 are adapted to register at 1 intervals with the passage 68 in the rear Y Y or stored compression therein. The supply portion of the valve 44, and the latter passage in turn registers with the outlet port 69 to regularly and sequentially exhaust or relieve the cylinders, of compressed air ports 82 of the plug valves are brought into registration with all of a series of feed ports or passages 91 extending upwardly through the top'portion of the body or head 73 simultaneously with the registration of i the exhaust ports 83 with the ports 84 and 85. The ports 91, are connected by pipes 92, 93, 94 and 95 with the ports or passages 55, 56, 5-7 and 58 of the casing or block 42. The upper terminals of the ports 91 are connected by suitably curved or other pipes 96 with chambered plug sleeves 97 in whlch are fitted the sparking plugs 98 in the top of the respective cylinders, each connection between the orts 91 and the cylinders being the same an each pipe having a check-valve 99 interposed therein between the body or head 73 and the plug sleeve 97. The plug sleeve opens into the top of its cylinder close to the inner active extremity of the sparking lug98 so'as to insure an explosionand com ustionfof the preliminary charge supplied to each cylinder. It will be underof the slide rod 79, and this position of the plug valves will be provided after the engine has started to work normally or has become sufliciently heated to receive regular charges of the motive medium by way of the ordinary carbureter. The connecting pipes for supplying the several cylinders with the preliminary starting charges are indicated by full lines 100 in Fig. 11 and the exhaust 35 pipe connections 86 are indicated by dotted lines 101 in the same figure of the drawing, said full and dotted lines being respectively shown as extending from the supply and exhaust ports formed in the casing or block 42, the latter being omitted in Fig. 11 to more clearly show the positions of the respective ports. v

The crank shaft v102 of the engine or motor is projected, as usual, in advance of the motor casing, and thereon is keyed a sprocket wheel 103 in vertical alinement withthe sprocket wheel 48 on the projected valve stem 46, the latter serving as a shaft means for rotating the valve 44 in pro er 100 timed relation. Trained over the sproc et wheels 48 and 103 is a silent chain belt 104, and by this means the projected stem 46 and valve 44 are regularly rotated in consonance with the actuation of the crank shaft 102, 106 and in the operation of the starting apparatus the valve 44 automatically distributes and (regularly times the supply of the preliminary charging motive agent under pressure to the cylinders in sequence in accordance 110 with the well understood cylinder and piston operation, and said valve likewise simultaneously at timed intervals, exhausts the cylinders of any compressed air or relieves them of resisting compression so that the 116 preliminary charges of motive agent may readily operate as a starting medium with the least possible resistance. From the valve stem 46, through the medium of the spur gear 47, the pinlon 8 is actuated, and 120 t e shaftor stem 70f the rotor of the air compressor or pump 6 is also regularly set in motion to compress the air and force the compressed air through the pipe 10 into the tank or reservoir 11, the latter remain- 128 ing charged at "all times and ready for in stant use and will be provided with asuitable safety valve so that after a maximum ressure is reached therein an automaticre- 65 stood that the check-valves 99 in the several ief may ensue. The sprocket wheel 48 and no 1 the spur gear 47 may be readily removed be first detached or uncoupled from the plate 105. Connected to the plate 105 and opening into the chamber is" a drain and cleaning pipe 106 which is normally pro- 'vided with a removable plug 107. By means of this pipe 106 the valve chamber 45 and the valve 44: may be flushed with any suitable material, such as gasolene, or cleaned by any other means, ,and any residuum therein that is desired to be drained off may be7readily liberated by removing theplug 10 The check-valve 12 is shown in detail Fig. 10, and the pipe 10 oommunicateswith the forward-head 108, the latter having a port centrally formed therein and opening into the interior chamber 110 of the valve. In this chamber a plunger or re ciprocating valve 111 is mounted and has "a valve stem 112 connected to an inner head 113 thereof and to a valve 114 cooperating with a valve seat 115 formed in the opposite end of Between the plunger 111 the casing 116. and the rear end wall 117 of the chamber 110 a spring 118 is mounted and bears at opposite extremities on the plunger, and said wall to normally force the plungerfo wardly and seat the valve 114. Comm'uni eating withthechamber 110 is a lateral passage 119 having two ports 120 and 121 to set up communication between theffront and rear portions of thesaid chamber when the plunger 111 forced rearwardly against the resistance of thespring 118 by the compressed, fair brought to bear on the forward end of the plungerffrom the pipe 10, the

plunger first receding or moving rearwardly until the, port 120 is uncovered and remaining" in this position under the pressure of the air and atth'e same time permittingthe air to pass throughthe passage 119 by way ofthe port 121 in rear of the plunger 111 into the 'rear portion of the chamber 110. The rearward movement of the plunger 111 unseats the valve 114?? and the compressed air passing into the chamber 110 in rear of the plunger 111,, passes the open valve 114 and enters a rear chamber 122-and, through the, medium of a pipe 123,, thence enters the tanlii or reservoir 11 where it is stored. The pipe 13 is connected to the pipe 123 by a T- coupling 124. It will be seen that it mediately close should any air pressure will a be impossible 'for the stored air under presbrought to bear u on the rear side thereof,

and, moreover, w ien the pressure on the a forward extremity of the plunger 111 is less than the force of the spring lls exerted on said plunger, the latter Willmove forwardly and close the valve and air under pressure may by this means bevretained" without liability of'leakage in thetankor reservoir ,11,

to operate the startin ent instance this has own as'comprising a. shaft 127 having a support or hearing 128 on the foot-board 130 and extending through an opening 129 in the foot-boardj and through an opening in the casing of the flywheelof the engine, a bevel Wheel ,at the lower end of said shaft to en age the face of the fly-wheel adjacentt e periphery I of the latter, and a suitable operatingwdevice, such as a crank handle 134, at'the upper end of said shaft, The shaft 127 isslidable lengthwise in the bearing or sa rt 128 and a spring 133 mounted on said s aft between the'bearin or sup 1 128 d collar '132 on the s aft tens to move/the shaft upwardly and thus normally holds the bevel wheel 131 out of engagement with the fly wheel. In operating'this'mechanism,

the flyswheel, and thesaid shat 133 movesit upwardly, and the bevel wheel 131 is thus automatically disengaged from V From the foregoing explanation the operation of the several parts will befreadily understood and the advantage of the improved mechanism is that it'may' bereadily applied to standardized makes ofengines or motors used in automobiles or forother purposes p p the general structureand organ zation 0 said "engines Without materially modifyin and motors. It" will be seen that the only changes necessary in the present illustration of the invention as applied to what is known as a Ford type of motor is'theboring ofthe,

ports85 throu h the cylinder head, and the; provision of t e plug sleeves 97; together ,1 ;i with such bearingsand bracket sup orts'as W may be readily secured to the one si e of the .i' engine or motor without interfering with the general organization of the parts of the engine or motor. Another advantageof the improved apparatus is that the apparatusis always ready for instant operation, as a charge of air under compression willbe car? Means are provided to move the engine off dead center when the engine has stopped in such position and it is desired device. In the pres-.

set up and the automatic controlling valve.

44 su plied with .a charge and, in turn, control t e su ply to the several cylinders in have a clutch mem sequence a er the, latter have been relieved of stored pressure or air under compression. After the starting apparatus has been run a suflicient length of time to heat up the engine or nlptor, the startin valve 14 will be released and the flow o compressed air charged with hydrocarbon vapor will cease relatively to the valve 44, and the engine or motor may then continue to operate normally without interference by the improved apparatus. The improved starting apparatus may continue to run or o erate with the engine or motor, but if esired the sprocket wheel 103 as shown by Fig. 1', may

her 135 andsaid sprocket wheel mounted to run loose on the crank shaft 102, the latter shaft having a shiftable clutch member 136 thereon to engage the clutch member135. The clutch member 136 may be operated by a rod or lever 137 extendin rearwardly and adapted to be reached by the operator withinthe body of the automobile or any other device with which the improved starting apparatus ma 7 be used. Through the medium of the clutc mechanism and rod 137 the starting mechanismmay be disengaged from the shaft 102 and remain idle during the normal operation of the motor or engine.

The improved starting a paratus is adapted for use with any type 0 internal combustion enginehaving any number of cylinders and is not limited to its use with an automobile motor or engine, but is equally well serviceable in connection with the motor of an aeroplane, boat, tractor, truck or stationary engine 'of the internal combustion type. Moreover, in itsfuse in connection with an automobile engine or motor the starting apparatus is not limited to any articular make of automobile as hereinbe ore noted, and the improved attachments may also be applied in connection with internal combustion engines of any power. Instead of connecting the apparatus throu h the medium of the sprocket wheel 103 an the remaining mechanism directl associated with the latter in relation to t e crank shaft, said mechanism may be used with the usual form of cam shaft, and while the apparatus is par ticularly advantageous in starting a motor or engine which is cold it may be used in like manner for starting a warm engine as the temperature of the motor or engine has no efl'ect on the improved apparatus. It is also proposed to use gasolene or other hydrocarbon or a substitute from a tank that may be practically 'conveyed by the improved starting apparatus to the cylinder or cylinders of the motor or en inc and capable of being exploded by a spari. It will be noted that the improved starting apparatus involves a two-way pipe system to charge the cylinder or cylinders and to relieve the latter of compression resistance, and also that there is a pipe to and from each cylinder; or in other words each cylinder is inde endent as to its supply conduit and relie conduit.

What is claimed as new is:

1. The combination with a multiplecylinder internal combustion engine, of means for startin'gthe same comprising a source of fuel under pressure, a rotary valve mechanism for successively charging the said cylinders and connected to the said fuel source, said valve mechanism also operating to relieve the cylinders of compression resistance prior ,to the admimion thereto of the fuel under pressure, andmanually controlled valve mechanism interposedbetween the rotary valve mechanism and the cylinders and comprising'a rotary valve for each cylinder having distinct passages therethrough with individual pipe connections to different parts of each cylinder for respectively regulating the admission of the fuel under ressure to each'cylinder and the relief 0 the said c linder of pressure resistance.

2. he combination with a multiple-cylinder internal combustion engine, of means for starting the same comprising a source of fuel under pressure, rotary valve mechanism automaticallyoperating to successively charge the cylinders and connected to said vfuel source, means between the-said rotary valve mechanism and cylinders and connected to the latter for controlling communication between the valve mechanism and cylinders, manually controlled valve mechanism interposed between each cylinderandthe rotary valve and having distinct passages therethrough connected'to different portions of each cylinder and the rotary valve, and a manually operative starting valve mecha' nism "for releasing the fuel relatively to the said rotary valve mechanism.

.3. The combination with-a multiple-cylinder internal combustion engine, of means for starting the'same comprising an air compressing pum and a storage tank connected thereto, a el supply source connected to the storage 'tank to providefuel charging means in conjunction with the air under pressure, means for controlling the use of air under compression alone or fuel alone, rotary valve mechanism automatically operating to successively charge the cylinders and connected to the said fuel source and cylinders. and manually controlled mechanism interposed between each cylinder and the rotary valve and having distinct pas- III sages therethrough connected to diferent portions'of each cylinder and rota valve.

4. The combination with a multip e cylinde r internal combustion engine, of means for a starting the same com Using. an a rcom ressor and storage tan connected thereto, hydrocarbon chargin .means for theair under pressure from. t e an automaticall'y operating rotary valve mechanism" connected to the cylinders and the hydrocarbon char-gin means and operative to successively charge t e cylinders and relieve the same of compression resistance prior to the admission of the fuel to the cylinders, manually controlled valve mechamsm interposed tween each linder and the rotary. valve and having istinct passages therethrough connected to different portions of each be successively applied thereto. I

3 der internal combustion engine, 0'

c linder and the rotary valve, and a manna a ly operative startingvalve mechanism f or releasing the fuel relatively to said rotary valve mechanism.

. 5. The combination witha mult ifple-cyl inn means therefor comprising a source of 'fue under pressure, a rotary valve mechanism connected to the cylinders and the source of fuel, and a valve interposed betweeneach cylinder and the rotary valve mechanism and having distinct, assagesntherethrou h to connect with di erent portlons' of t e cylinder, all of the cylinder valves, simultaneously operative. to open up the cylinders to relieve them of compression re'- sistance or to permit charges of the fuel a a 6. v The. combination with a multiple-cylinthe fuel re atively to the said rotary valve der internal combustion engine, of meansfor.

starting the same compris ng a source of fuel under pressure, a rotary valve connected to, said source of fuel and operatedfrom the crankshaft of the engine, said rotary valve I also being connected to the cylinders, a valve between the rotary valve and each of the c linders and having distinct passages therethrough connectedto different portions of eachscylinde'r for setting up communication between difl'erent parts of the rotary valve and each cylinder, and a manually opera tive start-in valve mechanism for releasing mechanism. h t v 7. The comblnation with a multiple-cylinder internal combustion engine of a rotary valve mechanism'for successively charging the cylinders, means for startingthe engine r comprising a source of air under pressure,"1a

charging tank connected to said valve, a

; valve mechanism having independent connections respectively attached to the source of air under pressure and to the top portion of the charging tank, anda valve nterposed between the said valve mechanism and the top of the charging tank to cut of the charging tank and source ofalr under presure jk s a i from the. rotar valve mechanismindepend ent of thecondltion of thesaid latter mechanism. i i V 8; The. combination with a multiple-cylinder interna'l combustion enginerof means for a starting the same comlprising a source-ofa ir under pressure, a ffue charging tank, valve meansconnected tolthe said source of air; an:

P ss n c a g ng tank; a ats-y valve mechanism for successively charging said cylinders, and; connected to the charg+ ing tank," said rotary valve mechanism also operatingtorelievethec linderof com ression resistance prior toit e admission t m, i to of; the, fuel .under measure, and manual] y controlled valve mec interposedbe- 'tween 'therot'ary valvemechanismand l i I v cylinders and comprising arotary valve for each cylinderhaving di ti t. a v v tPl of 593311 yl nder for. res c q 1 'ive y gu atin the admission cube" e1 through with indiv dual pi connections to under pressure to each cylinder and the relief of said cylinder of pressure resistance 9. The combination with a multiple-cylinvalve mechanism for successively charging means, hydrocarbon cha ing means and said rotary valve connects itoythe air stor v g I i derv internal combustion engine, of rotary the cylinders, meansfor starting the engine comprising air compression and storage y agegmeansstarfting valve mechanism for setting up communication between; the storage means and the h drocarbon charging means,

and valve mec anism interposed between and connected to the hydrocarbon charging means andlthe cylinders'and consistingofa valve for each cylinder havingdistinct assages therethrough' for connection to di or;

.ent parts of the difl'jerent parts of t res tive-cylinder andf to tive to control "communication between the rotary valve and the cylinders.

10.. The combinationt with ;a multi le-cyl inder internal combustion engine; o means age tank and compressor hydrocarbon c arging means having a tu ular stomach tending downwardly thereinto and p -iided with a horizontal spreader at the lowerend w t a a thereof below the level, of the hydrocarbon, up n,

a manually operative starting valve mochamsm connected toIthes'torage tankjn' c for startin the same comprisln'g an air com- ,pressor an storage tank connected thereto, a check valve ginterposed between the storof the check valve and also tothe upperend of the tubular stem of, the hydrocarbon charging means, anautomatically operating a rotary valve connectedto, the h drocarbon charging means and toth'e'seve cylinders,-

a-single pipe constitutin the connection be: tween the ydrocarbon c arging meansand said valve, andmanually operative valves individually mounted for serviee'relatlvely as i v r tary valve, all of these cylinder valves being manuallyoperato each cylinder and connected to the rotary valve, each manually operated valve having distinct passages therethrough connected to different ortions of each cylinder and the rotary va ve, the manually operative valves being simultaneously actuated to control communication between said rotary valve and the cylinders.

11. The combination with a multiple-cylinder internal combustion engine, of means for starting the same comprising a source of fuel under pressure, a rotary valve connected to the source of fuel and the cylinders and automatically operating to control communication between the source of fuel and the cylinders, and a rotary valve between each cylinder'and the said automatically operating rotary valve and having distinct passages therethrough connected to different parts of each cylinder and the automatically operating rotary valve, the rotary valves of the'cylinders being connected forsimultaneous operation and manual control to re late the communication of the automatica ly operating rotary valve with the cylinders and the supply of charges of fuel to the latter.

12. The combination with a multiple-cyl? inder internal combustion engine, of means for starting the same comprisin a source of fuel under pressure, automatica ly operating rotary valve means connected to the source of fuel and having two sets of ports and relieving the cylinders of compression reipeo 006 connecting pipes and conduit means between the same and each cylinder for respectivelysistanc and supplying the cylinders with charges of fuel in succession; and a valve for each cylinder having distinct passages therefrom the said ports of the rotary valve to control communication between the latter ports and valve and the cylinders.

13. The combination with a multi le-cylinder internal combustion engine, 0 means 7 for starting, the same comprising a rotary valve mechanism common to all and having connections to different portions of the cylinders, an individual rotary valve for each cylinder interposed in the connections and all simultaneously manually operative to open and close communication relatively to thecylinders, the individual valve for each cylinder having distinct passages therethrough withindividual pipe connections to different parts of each cylinder and rotary valve, a source of fuel supply under premure connected to said rotary valve mechanism,

and manually operative means for establishing communication between the source of fuel supply and said rotary valve mechanism; y

In testimony whereof I have hereunto set my hand in presenceof two subscribing witnesses.

' t CEPHAS V. FITE.

Witnesses: v

G. M. HUBBARD, H. L. Tunes.

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