GB1466311A - Combination internal combustion engine and air compressor - Google Patents

Abstract

1466311 IC engine alternatively operable as air compressor T UENO 31 Jan 1974 [1 Feb 1973] 04479/74 Headings F1B, F1F and F1N A combination internal combustion engine and air compressor having two or more compression chambers each able to function in a first operating mode as a combustion chamber and in a second operating mode as an air compressing chamber, for compressing air without admixture of fuel when the combination is driven by running inertia of the combination, and means comprising an axially displaceable cam-shaft to change a valve timing of the combination for changing between the first and second modes of operation, the two or more compression chambers as a whole being operable both or all as combustion chambers, both or all as air compression chambers and alternatively one or more as combustion chambers and the other or others as air compressing chambers. Fig. 1 shows an engine having a divided cam-shaft, part 12G of which operates the valves of fdur cylinders while part 12H operates the valves of the other two cylinders. The parts 12G and 12H are axially slidable independently and are independently driven. Sliding is effected by a manually operated fork, Fig. 14 or a fluid operated fork, Fig. 15. Fig. 4 shows a cam having a single lobe 19J, 20J at one end and a double-lobe 19K, 20K at the other end. The single lobe operates an inlet or exhaust valve once during each two crank-shaft revolutions to provide a four-stroke engine cycle and the twolobe portion operates the valves once for each revolution of the crank-shaft to provide compressor action. Fig. 7 shows a cam which also has a central collar 22 which holds the valve partly open to provide a no-load condition. Instead of being waisted the central portion of the each cam may be as large as the greatest radius of the lobes, Fig. 22 (not shown). Fig. 23 shows an arrangement of pipes and valves which are operated so that when all six cylinders are used for air compression, the cylinders 2A, 2B, 2C and 2D pump air into lowpressure tank 51 and air from this tank is further compressed in cylinders 2E and 2F and then stored in tank 55. The valves 41, 42, 43, 44, 45, 46, 47 and 56 can also be operated to provide single-stage compression by all six cylinders and for the air to be stored at the low-pressure in both tanks 51 and 55. A third positioning of the valves provides for all six cylinders to operate as internal combustion cylinders and a fourth positioning of the valves enables cylinders 2A to 2D to operate as internal combustion cylinders and 2E and 2F to operate as air compression cylinders. The ratio of the number of cylinders in one group to the other group may be 3:3 or 5:1 for a six-cylinder engine and other ratios may be used for four or eight cylinder engines. When the combination is fitted in a vehicle the valves are operated automatically to switch to air compression when the vehicle is over-running the engine and to revert to running as an engine when the speed reduces to a predetermined value. Fig. 25 shows a two-stroke engine with a scavenge port 61 and exhaust port 62 and which is provided with valves 65 and 68 which are brought into action by sliding an axially displaceable cam-shaft when the cylinders are required to compress air only. Fig. 27 shows the type of cam employed, which has a cylindrical collar O and a single lobe L. The cam may also include a collar for holding the valve partly open, as in Fig. 7. Fig. 34 shows two pistons working in opposition in a uni-flow single cylinder, in which valves 85 and 87 are provided at the middle of the length of the cylinder and are operated by cams similar to those described above. Fig. 38 shows a rotary engine provided with an inlet valve 113 and exhaust valve 114 which function when the device is running as an engine and an additional inlet valve 111 and exhaust valve 112 which are brought into operation when the device is to operate as an air compressor. Fig. 46 shows a magnetic device which augments the force of the exhaust valve spring to prevent the valve being unseated by the pressure in the air tank when the device is operating as a compressor. Permanent magnets or electromagnets 158 are mounted on a shaft 159 and are brought into proximity with the valve spring collar 156 to increase the closing force on the valve. The shaft 159 is rotated manually, or by energizing a further electromagnet, or may be driven continuously from the crank-shaft in synchronism with the valve action. Fig. 50 shows a residual gas valve 171 which is opened at the end of an exhaust stroke when the device is running as a compressor, to release the gas remaining in the cylinder and which will be at the same pressure as the gas stored in the tank. The valve 171 is operated by an axially slidable cam 174, and push-rod and rocker arm mechanism. Residual gas valves may also be provided on the rotary engine shown in Fig. 38, one valve being situated between the inlet and exhaust valves 113 and 114 and another between the valves 111 and 112. The Specification also discloses the following constructions, which are acknowledged to be outside the scope of the invention claimed:- A rotary engine having oscillating vane type valves and a combination having automatic valves which only operate in the compressor mode and are locked shut during engine operation.