US881623A - Gas-engine. - Google Patents

Description

PATBNTED MAR. 10, 1908.

NoQ 881,623.

' T. A. SAMMONS.

GAS EN GIN E'.

APPLIOATIONIILED our. 9, 1906.

- No. 881,623. A PATENTED MAR. 10, 1908.

T. A. SAMMONS.

GAS ENGINE.

APPLICATION FILED OCT. 9 1905.

6 SHEETS-SHEET 2.

wane/wed MTENTBD MAR. 10, 1908 4 T. A. SAMMONS.

GAS ENGINE. APPLICATION FILED 0071. 9, 1905.

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1\To.881,623. I PATBNTED MAR. 10, 1908.

' T. A. SAMMONS.

GAS ENGINE. APPLICATION FILED OCT. 9, 1905.

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PATENTED MAR. 10, 1908.

T. A. SAMMONS.

v GAS ENGINE. APPLICATION FILED OUT. 9, 19 06.

5 SHEETSSHEET a.

Q vibnuo ca THOMAS A. SAMMONS, OF DAYTON, OHIO.

GAS-E NGINE Specification oil Letters Patent.

Patented March. 10, 1908.

Application filed. October 9, 1905. Serial No..282,009.

To all whom it may concern:

Be it known that I, THOMAS A. SAMMONS, citizen'of Dayton, residing at corner East Third and Madison streets, in the county of Montgomery and State of Ohio, have invented certain new and useful 1m roveinents in Gas-Engines, of which the to lowing is a specification.

This invention relates to improvements in gas engines, and has among its objects to provide such devices as will automatically shift from a four-cycle operation to an air pump operation comprising simply alternate operations of the intake valve and the exhaust valve without compression or ignition upon alternate reciprocations of the cylinder piston; also to provide certain novel arrangements of the valves and the actuating mechanism therefor; further, to provide certain improvements in the ignition or sparking de vices and also to provide certain other improveinents incidental to carrying out the above mentioned objects. h

The preferred form of embodiment of mechanisms for accomplishing the above'ob jects will now-be described, with reference to the accompanying drawings, of which Figure 1. represents a side elevation of the engine to'which these improvements are ap plied; Fig. 2 represents an end elevation of the machine showing the valve mechanisms and their controllingdevices; Fig. 2 is a detail of parts shown in Fig. 2. Fig. 3 reprecents a detail side elevation of part of the valve mechanism, particularly the exhaust valve; Fig. 4 represents a detail sectional view on the line 44 of Fig. 2 looking in thedirection of the arrow crossing said line; and

Figs. 5, 6, 7 and 8 represent detail views of parts of thevalve operating and controlling mechanisms.

The supporting framework 9 (see Fig. 1)

.for the engine comprises at oneend thereof two upright supports 10, and in each one of these supports is journaled a .iiy-wlieel shaft 11. The shaft 11 (shown in'ljig 1) is journaied in the near su port 10 and its liy wheel is shown removed 'or the salre oi'clearness, being of the same size, sha e as the fly Wheel 12 which is shown in sair figure and is mounted upon a shaft which is journaled in the other support opposite the support which is seen in Fig. 1. lo the shaft upon which the fly-Wheel 12 is mounted an eccentric i3 is also-made fast, being on the opposite side of the supporting standard from tlie'liyewhcol stated, is shown removed. 'nect these two sets of fly-wheels and eccentrics together so that they will move as one system, the two eccentrics are pinned together by means of a pin 15 so that the cocentrics and fly-wheels all revolve together upon their shafts 11. The shortest radius of the eccentric 13 is set opposite to the longest radius of the eccentric 14 and vice-versa as shown clearly in Fig. 1. A pin 15 extends between said eccentrics and to said pin is attached the outer end of the piston rod 16 attached at its inner end to the piston head 1-7, contained in the c linder 18.

Pivoted to the ramework of the engine at 20 is a valve operating lever 21 having at its rearward end an anti-friction roller 22 engaging the periphery of the eccentric 14. There is an exactly similar valve operating, lever 23 (see Fig. 2) which extends uhder the other eccentric 13, and for convenience the right-hand side of the engine will be spoken of as the side-shown in Fig. 1 or the side shown at the right in Fig. 2. These right and left valve operating levers 21 and 23 are arranged to depress and rise exactly alternately by their respective eccentrics, and it will be clear from Fig. 1 that the rearward end of each'of these levers is depressed and raised again. to normal position upon one complete revolution of the fiy-whe'el and eccentrics, and these alternate operations are used to operate the various valves and the spark device aswill now be described.

On the forward end. of the lever 21 is pivoted a pawl 30 drawn into the position shown in Fig. 1 by a spring-31 which of course also serves to p 'ill down on the forward'end of the lever2l to keep the roller 22 in contact with its eccentric 14, This pawl 30 has a nose 32 which normallylies directly below the stem 33 of an air valve,

the head 34 of which valve is broadened out to seat over the air port 35. The pawl 30 also has a rearwardly extending foot 36 which normally stands below the stem 37 of a fuel valve, the cap 38 ofwhich seats upon the i 1pper portion of the fuel port 39 so as to" i 0 use the port when the valve is dro ped to lower position. Springs 45 maintain these valves normally. in lower seated positions closing their respective ports. As shown in Hg. 4, the fueland air ports join into the same chamber to be properly mixed. Thus it will be seen that when the forward end of the valve lever 21 is raised, the nose 32 will raise the air valve 34 and the foot 36 will raise the fuel valve. The time of contact of .thepawl 30 with these two valves is so ar- The exhaust valve 40 (see Fig. 2) has a ea and stem similar to the air and fuel va ves and a suitable spring 41 to hold the same seated, and this valve is lifted by means of a pawl 42 shown in Figs. 2 and3 attached to the left-hand valve lever 23 and also shown in detail in Fig. 7. This pawl is also held in normal position by a spring 43 which also assists in holding the lever 23 a ainst its eccentric 13 at its rearward end.

hen the forward end of the lever 23 rises, the pawl 42 strikes the stem of the exhaust valve 40 and lifts the same to permit the exhaust of the consumed gases, this, as above explained, taking place alternately with the simultaneous lifting of the air and fuel valves. g V

The spark or ignition device will now be described. 2 of the cylinder is a rod 50 (see Fig. 2) at the lower end of which is a binding pos't5l and at the upper end of which is a conical metal contactpiece 52, the rod 50 being suitably insulated from the cylinder by a collar 53 and the cone 52 being seated upon a suitable 1nsulating block 54. Also extending lip-int?? the cylinder is a vertically .i-n'ovable rod 55 which at its upnuer e'nd'has attached to it a curved llat spring 56," on the outer end of which spring is a cylindrical contact piece 57. This rod 55 is arranged to bereciprocated so that the contact piece 57 will be raised and then will be permitted to drop to stri' e the contact conc lhe binding post 51. of the cone 52 has attached to it a suitable electric wire (not shown) which wire extends from the ori'linz'iry electric battery, the other wire of which battery is suitably grounded on the cngim= with which the contact cylinder 57 is of course electrically connected since not insulate-ti in any manner and therefore after the cylinder 57 siril cs illc conc 52 the spring 5G will vibrate and a spar' will ta e plnec upon separation of'lhc cylinder from the mm! which will explode the gases which pivoted at this same point is Extending up into the interior projection 61 extending rearward from-a bail 0r clevis 62 which as shown in Figs. 1, 3 and 4, is pivoted at opposite sides to thc l'ran1c work of the machine. The forward bar of this clevis has a lug (i3 projecting downwardly from it, which lug normally stands directly above a nose '64 of the aforesaid valve operating pawl 30 so that when said pawl is raised, this clevis will also be raised. llmvever when it is so raised, the clevis is latched upward and-does not immediately descend with the descending of the pawl 30. This latching is effected by means of. a pawl (see Figs. 2 and 4), which pawl is formed with a nose engaging a pin 71 on the side of one of the arms of the clevis, so that when the clevis is raised the pawl will engage said pin and latch the clevis in upper position as shown in Fig. 4. This pawl 70 is pivoted to theframe of the machine at 72 and also another pawl 73' which as shown in Fig. 8 has at its middle portion an enlarged slot through which extends the shaft of the thumb screw 74.- which screwsinto a projection 7 5 extending from the aforesaid pawl 70 so that when said thumb screw is screwed in the pawl 73 will in ell'ect be attached to the pawl 70 so as to swing therewith, and this enlarged bearing permits the adjustment of the pawl 73 with reference to the pawl 70 for the purpose of advancing the sparking as will later be described.

Pivoted upon it short shalt Hll extending from the side of the machine is a ratchet wheel S() which it will be seen is provided with a succession of deep and shallow notches and long and short teeth, occurring allernately. The above mentioned pawl 73.} extends downward so that its nose engages the periphery of saidratchct wheel. 'l'his ratchet wheel isrotate'd by an advance of one of its teeth at" each operation of the valve lever 21, by means of a laterally cxtendlng rod 81 which is attached to the aforesaid valve operating-pawl 30, so that each tune the valve lever 21 1S reciprocated, said rod will engage either a deep notch or a shallow notch of said ratchet wheel and adwfncc the Wheel a distance of one of said teeth; a rctaining pawl C2 revents reverse rotation of the ratchet whee and a spring 83 extending between said retaining pawl and said pawl 73 holds both the retaining pawl in engaging position and also holds the pawl 73 against the ratchet wheel.

The operation of these parts is as follows: Assuming that the engine is running over that is: in the direction of the arrow shown Ln lig. l, the valve lever 2i has been pnrtially depressed when the eccentric 14 is in the osition shown in l ig. l, so that the paw 30 is partly raised. As said pawl continues to rise, the air and fuel valves are lifted as above described, and the clevis 62 is also lifted; and the rod 81 engages a deep the clevis and the'clevis is ree to drop under this second upward movement of the pawl -by said latching pawl 70. While the pawl .aoresaid exhaustvalve pawl 42 so as to times of one tooth. However, since ,the pawl 73 has been resting along the side of one 40.

3), and this dropping of the clevis causes the so thrusts-er valve nose 32 and its fuel valve sshess.

notch on the ratchet wheel 80 and turns the l same a distance ofone tooth so that the pawl 73 rides over one of the short teeth and when the clevis is fully lifted, said pawl now rests along the forward side of one of the. long teeth in the position shown in l ig. 4. The clevis now beingraised; the pawl '30 descends but the clevis. remains latched up 30 is going down, the aforesaid exhaust operating lever 23 is going up and would normally tend to operate the exhaust valve as perviously described, but since the opening of the'sir and fuel valves has ermitted a charge to be introduced into tile cylinder, this charge should now be compressed and the exhaust valveshould not be operated. This is effected by reason'of the fact that the clevis remains raised, and a projection or toe 90 (see Figs. 3 and 5) extending downward from the left-hand. side of the clevis has its lower end bent forward so as to act u on a pin 91 extending from the side of the rock said pawl forward and out of alinement with the stern of the exhaust valve. Thus when the clevis remains raised in this position, the exhaust pawl 42 is disabled by the toe 90, and the exhaust valve misses a stroke, so that the gas which has been drawn into the cylinder can be properly coin rcssed. The exhaust lever 23 now descen ing the gas valve lever 21 now goes up again carrying the awl 30 again upward and causing its attac red red 81 to engage this time one of the short teeth of said ratchet wheel, but likewise advancing the ratchet wheel a disof the long teeth, this advance movement of the ratchet wheel now causes this long tooth to earn the pawl 7 3 so far forward as to carry the latching pawl alsoforward, the two awls being attached together as previous y described, and thus the latching pawl 70 is freed from the in on the side of the tension of its spring 65 (see Figs. 2 and aforesaid spark contact cylinder 57 to strike the contact cone 52 and cause a spark'which i nites the compressed gas to cause anrxp lcsion to drive the iston forward. it was of course necessary liowcver that when the pawl 30 was raised this second time to dro the clevis and porn it the spark-lug, that this pawl should not again operate the fuel and air valves. This is effected by reason of the fact that when the cross rod 81 is engaging the shallow notch or the shorter tooth for 30 (as shown 1n Fig. 6), the rod 81 is maintamed so far forward that the pawl 30 is also maintained in. a displaced forward position foot 36 are displaced from alinement with their res ective valves (as shown in Fig. 6) I so that t iese valves are not now operated by the pawl as it goes up. Likewise thecllevis lifting nose 54 is thrown. out of alinement with its lug v63 so that the clevis is free to drop with this springniovement asabove described. Vl hen the pawl 30 now descends and the exhaust operating lever 23 now rises for thessecond time, of course the clevis 62 having in the meantime drop ed, the toe no longer holds the pawl 42 isplaced so that when the lever 23 raises, the pawl now acts upon the exhaust valve 40 and lifts the same so as to permit the gases to be forced outward throu h the exhaust port 44.

It will be en erstood that when the pin 15 which joins the two eccentrics 13 and 14 is in the position shown in Fig. 1, and the flywheel is rotating in the direction shown by. the arrow, that the fuel and airvalve lever 21 is partially depressed and the pawl 30 is being carriedupward to take in the mixture, and when. the pin 15 reaches the top of the stroke, that is: in the position directly over the shafts 11, the pawl 30 is raised to its highest position and the clevis locked up, and as the pin 15 continues to its next quarter revolution, the air and fuel valves begin to close and upon reaching the end of such revolution, the piston is withdrawn to its fulles't'eirtent outward, and then as the piston goes backward of course the gas mixture is com ressed in the ordinary manner and when t e pin 15 has made one complete revolution back to the position shown in Fig. 1,

thepawl 30 has begun to be raised for the second time preliminary to unlatching the clevis so as to cause the sparking, and it is desirable to have some means for adjusting this time of sparking so that the ex losion will take place at any desired interva in the 2 of the clevis which is very simply performed a by the slotted adjustment hitherto spoken of with reference to the pawl 73. [is shown in Figs. 4 and 8, the pawl 73 is formed at its middle portion with the previously men shaft of the aforesaid thumb nut 7 4' (see Fig. 2) extends so that said awl 73 may be first. properly adjusted and tlien fastened in position by screwingup the thumb nut, and by this adjustment the pawl is tripped forward sooner or later by the aforesaid long teeth of the ratchet wheel 80. That is: when the pawl is drawn furthest rearward, the long tooth of the ratchet wheel will force the pawl tioned eiongated slot 95 through which the v pawl 30, whereas if the pawl-7011s adjusted to its fullest-extent forward (that is to the left,

in Fig-1), the long tooth will-not so soon cam the pawl further forward to effect the dropping of the clevis and thus the time of I sparking will be delayed until the piston has carries the contact cylinder become prettywell started outward on its stroke, and the aforesaid pin 15 is well along on its upward stroke.

advancing or retreating accomplished atany time without requiring the stopping of the engine. In connection with the sparking device it may here be stated that when the clevis 62 is in its lowest position, the upper end of the rod'55 which 57 (see Fig. 2) is resting upon the solid portion of the cylinder but. the spring 56 holds I from the contact cone 52. When however the rod 55 is raised with the clevis and then dropped under spring tension, the spring 56 of the spark may be of course vibrates and the mbmentum of the cylinder 57 carries the same against the conbright and free from corrosion.

tact cone 52 to cause the spark, and then comes to rest out of contact with the cone. Owing to the conical shape of the contact piece 52, the cylinder 57 strikes the cone with a wiping moveme'nt giving the wiping form of spark which is so desirable in. mechanism of this sort to keep the contact surfaces This also produces the spark by means of an impact or blow which has the necessary sliding movement between the surfaces but only momentarily so as not to produce the undue wear which is present in machines where there is a steady sliding pressure between the contact making surfaces. Furthermore, the cone 52 can be-rotated at any time so as to bring new surfaces to contact. In order to stop the vibration of the cylinder 57 when the rod 55 is raised, a pin 97 (see Fig. 2) is proinded which extends from any suitable part of the framework of the piston cylinder. so that when the contact cylinder 57 is raised it will strike the pin 97 just at the end of the up-stroke of the rod 55 so as to leave the contact cylinder free from vibration and thereby insure the same properly striking the cone 52 when the rod 55 drops.

In order to vary the strength of the blow by which the contact cylinder 57 is made to strike the cone 52, and thereby vary the strength of the spark, the spring restoring power exerted on theclevis 62 is made adjustable; that is: the aforesaid restoring spring 65 (see Figs. 2 and 3).carries at its as to exert greater or less restoring stress upon the clevis and thereby causing the By this means, the

the cylinder 57 away movable contact cylinder 57 to drop with greater or less force upon. the contact cone 52. This adjustment also has the. marked advantage of being possible even while the engine is running.

The sequence of operation just describet'l above with relation to the taking in of gas, the compression, explosion and exhaust, constitutes an engine of the four-cycle type. When however the engine rui'ining under this four-cycle movement, develops too high a speed, automatic means are provided which will cut the engine down to a simple air pump operation operating alternately the air valve and then the exhaust valve without compression or ignition upon alternate reciprocations of the cylinder piston and this means will now be described. Upon the shaft 110 upon which the aforesaid ratchet wheel is mounted, there is also mounted a pulley 111 (see Fig. 2) carrying a governor comprising governor balls 112 carried upon the outer ends of hell crank levers pivoted at 113, the vertical arms 114 of which hell crank levers press against a circular controlling disk 115 and since the same is loosely mounted on said shaft 110, said disk is then forced toward the ratchet wheel 80. Then when the ratchet wheel operating rod 8] (carried by the pawl 30 as above described) now comes down over the forward side of one of the longer teeth of the ratchet wheel, the outer end of the rod is carried forward suflieiently so that the disk 115 can snap in by the side of the ratchet wheel 80 and thereby the rod 81 now plays over the circumfereiu-e of the disk 115 and cannot engage the teeth of the ratchet wheel 80. The effect of t his is that when the valve operating pawl 30 now rises, it has been displaced to its extreme limit of position forward, so that the projection 120 thereon is .now directly under the air valve stem 33 and the fuel valve operating foot 36 is entirely withdrawn from position to operate the fuel valve stem 37. The result is that the upward stroke of the pawl now simply operates the air valve to admit air into the cylinder without admitting any fuel; likewise since the clevis operating nose 64 of the pawl 30 has been displaced forward. out of alinement with the clevis lug 63, the clevis is not raised and therefore no sparking takes place, and since the clevis is not raised. the succeeding upward movement of the exhaust lever 23 results in the opening of the exhaust valve. It will be obvious that this alternate operationof the valve operating levers 2] and 23 new results in opening the air valve and then the exhaust valve so that there is simply a continuous flow of air through the cylinder and the same is cooled down and the engine in effect transformed into an engine of a type comprising simply admission of air and exhaust of the same. This: immediately f course reduces the speed of the engine but the alternate air and exhaust valve operation disk 115 is removed and the same moves out stroke of the pump, piston, a collar 1331's prounder suitable spring tension of the spring 115 see Fig. 2*; so as to free itself from the rod 81 and thereupon the nextraising move ment of the pawl 30causes the rod to engage properly beneath oneof the longer teeth of the ratchet wheel 80, that is: in one of the deep notches as shown in Fig. 1 and in such position, the four-cycle type again obtains with the sequence of operation of the valves as first explained. It will be obvious that when the rod 81 rides down over the forward side of one of the shorter teeth of the ratchet wheel 80, the end of the rod holds the disk 115 from being forced inward by the governor, that is: the valve pawl 30 must first rise to trip the clevis and allow the sparking to explode the gas before the change to the air pump operation is efiected in the manner described;' and thus this also leaves the engine ready to take fuel by engagement ol" the rod 81 under one of the longer teeth as soon as the controlling disk is returned to its normal outer position free from the rod 81.

By means of an adjustable collar 125 (see Fig. 2), and a thumb screw 126, the tension of the governor springs 127 may be increased or diminished by sliding the collar125 laterally so as to control the speed of the engine at which the same shall shift to the air pump operation.

The successive raising and lowering of the valve operating lever 21 is also used to operate a gasolene pump if it is desired to use fuel of this form in the engine. This pump is shown at 130 in Fig; 2 and the piston 131 of the pump has laterally projecting forward from the same an arm 132 whic extends over the lefthand extension of thelaforesaid operating rod 81 carried by the pawl 30, so that as said pawl goes up and down its rod 81 will act upon the arm 132 to lift the pump piston 131, and piston being returned by suitable spring tension when the rod 81 drops. In order to adjust the length oi vided which surrounds the outside of the pump and may be adjusted at any height thereon by means of a thumb screw 134. The rearward side of this collar as shown in Fig. 3 carries an upright bar 135 upon the outer end of which is a shoulder 13 6 and the upper'extension of the bar 135 is narrower-l stroke of the piston; and if desired, the collar 133 may be adjusted so high up that the shoulder 136 continually supports'the arm 132 of the pump piston and prevents the rod 81. from having any operative ei'l'ectthereon. This adjustment is necessary when it is desired to use ordinary gas as a fuel instead of gasolene, or at least a form of fuel which does not require the operation of any pump; and by means of such a device the change can be made immediately from one form of. fuel to the other as far as the question of the operat ing of the pump is concerned. It will also be observed that when the governor. shifts the engine over to the alternate air and exhaust valve movement by means of the controlling disk 115, that the cross rod 81 on the operating pawl 30 will be moved so far forward as to miss the pump piston arm 132 so that the pump is not 0 erated while the engine is runnin with t is alternate air and exhaust valve movement, and is cut out with the cutting out of the fuel valve and the spark, thus saving wear on the pump when it is not necessary to have the same working.

, Since in'some cases it is desirable to have the engine fly-wheel run reversely, or as it is sometimes expressed, run under instead of -over, the aforesaid bearings shown in, Fig. 1 are such as to permit this change without any manipulation of valves. or connecting mechanisms. The shafts 11 when seated in their supporting standards 10 are held therein by journal blocks 140 which are suitably screwed to the standards to ma. ztain the shafts therein. By removing the pin 15 so that the piston rod can tenishown by the arrow in Fig' 1.

lln order to balance the weight of the connecting rod 16, a weight 150 is fastened'upon one of the eccentrics at the proper radial distance from the shafts 1 1 corresponding to the radial distance of the pin 15, and this makes an evenly continued balance as the machine runs faster and faster whereas if the weight I were placed upon the periphery of one of the fiywvheels, the weight would have greater and greater overbalancing effect as the centrifugal force increased with the speed of the fly-wheels.

With reference to the above described arrangement-of valves and operating devices.

' so that the engine will now run under that l 'is: in thedire'ction reversely to the direction a I i for the cylinder the disadvantages arising from the necessity of packingvarious separate ports for "the chambers. Y W

While the form oi mechanism here shownand described is admirably adapted to fulfil claims which follow.

the objects primarily stated, it is to be understood that the invention is not confined to the one form of embodimentlierein disclosed,

but is susceptible otembodmient in various forms, all coming within the scope of the Another advantage may be mentioned with regard to the operation of this engine is thatwhen the fuel valve is out out as above, described, the air whic'h is taken inand then forced out through the'exhaust valve undergoesno compression as in the case of the style notches of the ratchet of gas engines where the fuel intake misses and the air which is takeninhas to be com} pressed on the return stroke of the piston,v which coin ression of the air in itself serves to heat up the cylinder, and then this same heated air. remains in the cylinder until another revolution has; gone by when the exhaust valve operatesto permit the expulsion of thisai The present engine obviates this difficulty by permitting the innnediato expulsionof theair'without compression and Sims materially assists in cooling the cylin- Vi ith regard to the cutting out of the fuel valve, it may further be' noted that whenthe valve cuts out by the operation of the con trolling disk 115, this leavesone of thedeep whelfetl. ready to be engaged by therod 81 'the ver Y instant the machine slows down enough to permit the controlling disk to return to normal position; so that when the machine does slow down in this manner the engine immediately takes fuel, without having to wait as in other gas engines until the proper revolution is arrived at inwhich to take in fuel; and thereby the effective power of the engine is materially augmented.

Having thus described the invention, what is claimed as new is:

1. In a gas engine, the combinaiion with a cylinder, intake and exhaust valves,.ign ition means, and devices for producing a tour-cyole movement of the engine, of means for a u. tomatically changing to an alternate intake and exhaust valve movement alone without compression or ignition.

cylinder, intake and exhaust valves, ignition means, and devices for producing a tour-cyole movement oftheen ine, of means controlled by the speed of t e engine for aniomatically changihg to an alternate intake and exhaust valve movement alone without compression or ignition. i 4

3. in ages engine, the combination with a cylinder, intake and exhaust valves, ignition means, and devices for producing a loin-cvconnected'to the engine; and means (.lOlllllCll ed with said .governor for automatically changing to an alternate intake and exhaust valve movement alone without compression or ignition when the speed is above a certain normal. l 4. In a gas engine, the combination with a. cylinder, 'of an intake valve; an ignition device; an exhaus I device; means for operating the above devices to produce av proper sequence of instake, compression, ignitioinand exhaust; and means-for automatically cutting out of operation the. ignition device and causing the exhaust valves with alternate reciprocations of the cylinder'piston when the speed is above normal. r 5. In a gas engine, the combination with a cylinder, of anintak'e valve: nn ignition device; an exhaushdiwicc: means for operating the above devices to produce a proper sequence of iii-take, compression, ignition, and exhaust; agovernor connected with the enginefand meansconnected \vith'said goveruor'for automatically cutting out of operation the ignit-ion device and causing alternate operations of the intake and the exhaust cylinder piston.

I 6. Ina gas engine, the combinaiion with a cylinder, of an air valve for intrmlucing air into said cylinder; a fuel valve: an exhaust valve; an ignition device; lncuns tor operating said valves and ignition device to cause the sequence of in-take of air and fuel, compression,- explosion, and exhaust and n'eans controlled bythe speed of the engin to nuto-' maticnlly out out of operation the fuel valve and thc ignition device and operate simply the air valve and the. exhaust valve allernately without compression, to pump nil ihrough'thc cylinder when the speed rises above normal. r

'7. lng.-1scngine, thecombination\vitha cylinder. and valves tllclctol' ol 21. valve operating member; and a ratchet \rhcel having a succession of deep and shallow noichcs engaged by part of said operating mechanism for controlling thc operation oi the valves.

8. In a gas engine, the combination nith a cylinder, ol' a. valve operating lever having an 'opeix-iting paul momgtcd thereon; and a ratchet wheel engaged cle movement of the engine, of a governor valves with alternate rcciproca-tions of the )y an extension of i 2. In a gas eligine, the combination with it alternate-operation of the intake and i first operation 0 I causing the tripping movable frame a cylinder and valves therefor,. of a valve operating device; a movableframeactuated by said operating device; means for latching said frame in displaced position; and a ratchet wheel engaged by said operating devicefer controlling the effectiveness ofsaid operating device on said frame and also for of the latch for said frame.

24. In a gas engine, the combination with a cylinder and valves therefor, 'of a valve operatingdevice; a movable frame actuated by said operating .device;means for latching said frame in displaced position; a ratchet wheel'engaged by-said operating device for controlling the effectiveness of said operating device on said frame and also for causing the- .trippingofthe latch for said frame; and an ignition deviceconnectedw ith said frame and operated when the latch therefor is re I 25-. In. a gas engine, the combination with a. cylinder and air, fuel and exhaust valves therefor, of a fuel and air valve operating device; an exhaust valve operating device; a actuated by said air and fuel valve operating device; an ignition device connected with said movable frame; an eans connected with said frame for disabling the exhaust valve 0 crating device when the frame is displaceri 'from normal position; and a controlling device cooperating with said air and fuelvalve operating device to cause the said valve operating device to 0 crate the air and fuel valves-and also disp ace said movable frame whereby said exhaust valve is disabled, and the second operation of-said air and fuel valve operating device to miss both of said valves and said frame.

26. In a gas engine, the combination with a cylinder and air, fuel and exhaust .valves therefor, of a fuel and air valve operating device; an exhaust valve operating device; a movable frame actuated by said air and fuel vice to operate the valve operating device; an ignition device connected with said movable frame; means connected with said frame for disabling the exhaust valve operating device when the frame is displaced from normal position; a controlling device cooperating .with said air and fuel valve operating device to cause the first operation of to operate the air and fuel valves and also displace said movable franie whereby said exhaust val": is disabled, and the seiond operation of said air and fuel valve operating' device to miss both .of said valves and said frame; means for latching the movable frame in dis laced position; and meansfor causing the re ease of said latch to pern'iit'the frame to return to normal position and thereby cause the sparking when said air and fuel operating device misses its operation.

27. In a gas engine, the combination with a cylinder and air, fuel and exhaust valves, therefor, of a fuel and air valve operating device; an exhaust valve operating device; a movable frame actuated by said air and fuel valve operating device; an ignition device connected with said movable frame;- means connected with said frame for disabling the exhaust valve operating device when the frameis displaced from normalposilion; and a ratchet wheel having a-succession of deep and shallow notches cooperating with said air and fuel valve 0 erating device to cause the first operation 0 said valve operating deair and fuel valves and also displace said movable frame whereby said exhaust valve is disabled, and the second operation of said air and fuel valve operating device to miss both of said valves and" said frame.

in. testimony whereof I allix in presence of two witnesses.

THOMAS A. SAMMONS. Witnesses: I

J. B. HAYWARD, WM. 0. I'IENDERSON.

my signature said valve opt-mating device

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