US1200519A - Flexible internal-combustion motor. - Google Patents

Description

A. C. PETERSON.

FLEXIBLF.

INTERNAL COMBUSTION MOTOR.

APPLICATION FILED IAN-23v I912.

Patented Oct. 10, 1916.

2 SHEETSSHEET l.

A. C. PETERSON. FLEXIBLE INTERNAL COMBUSTION MOTQR.

APPLICATION FILED IAN.23,'I9I2.

Patented Oct. 10, 1916.

2 SHEETS-SHEET 2.

poses, that I style it a flexible internal com- UNITED STATES PATENT OFFICE.

ADOLPHE C. PETERSON, OF MINNEAPOLIS, MINNESOTA.

FLEXIBLE INTERNAL-COMBUSTION MOTOR.

.Specification of Letters Patent.

Patented Oct. 10, 1916.

Application filed January 23, 1912. Serial N 0. 672,976.

and useful Improvements in Flexible Internail-Combustion Motors, of which the following is a specification.

My invention relates to internal combustion motors and particularly to such internal combustion motors as are used for such purposes as require a varying application of the power at varying speeds and torques, such as vehicles for locomotion, my motor being so peculiarly adaptable for such purbustion motor.

. The principal objects of my invention are,

first, to provide a motor which shall be adapted to the application of power. with out the use of friction clutches and variable speed gears and similar mechanisms; second, to provide an internal combustion motor which in the application ofpower, even at varying speeds and torques and in starting shall act without shock and racking of the driven elements; third, to provide an inter nal combustion motor which may be easily controlled in the application of the power at varying speeds and torques; fourth, to provide an internal combustion motor, which is easily and absolutely reversible at the will of the operator; fifth, to provide an internal combustion motor which shall have large overload capacity; sixth, to provide an internal combustion motor which may, at the will of the operator, operate the driven elemerit even on large overloadsat a snails pace or at high speed; seventh, to provide an internal combustion motor which may be started automatically at the will of the operator; eighth, to provide an internal combustion motor which shall'be adapted to the use of low grades of liquid fuel in combination with the above advantages; ninth, to provide an internal combustion motor which .shallbe a complete working unit with the above advantages and which at the same time shall be simple and economical of construction.

This application presents various improvements in the application of the general principles and devices shown in my Patent Number 1,079,578, issued November 25, 1918'.

Generally stated, my invention consists of the novel devices and combinations of devices hereinafter described and defined in the accompanying claims. I

In the accompanying drawings which illustrate my invention like characters refer to like parts throughout the several views.

Referring to the drawings: Figure 1, is a view partly in elevation and partly in vertical section on the line m m of Fig. 2, some parts being shown in diagram only.

2, is a plan View of the motor shown in Fig. 1. Fig. 3, 1s a detail plan view of the a shifting yoke 85. Fig. 4., is a diagram illustrating the periodic air pressure delivery into the engine cylinders 2 and 3 under socalled forward motion of the motor. Fig. 5, is a diagram illustrating thev periodic air pressure delivery into the engine cylinders 2 and 3 under so-called reverse motion of the motor. Fig. 6, is a diagram illustrating op eration of one of the air-distributing systems and the oil distributing system in uni-1 son or under extreme load. Fig. 7, is a dia gram illustrating operation'of the fuel distributing system alone.

The numeral 1 indicates the engine crank case and the numerals 2'and 3 the engine cylinders, of an internal combustion engine. An engine crank shaft 4 rotatably mounted in hearings in the crank case 1 has pistons and crank rods cooperating with it and the cylinders 2 and 3.

The crank shaft 4 has constructed integrally with it a flange 5 to which is rigidly secured a compressor unit 6. The compressor unit 6 has two oppositely disposed compressor cylinders 7 formed within it, and

has, opposite to the flange o, integrally constructed with the compressor unit, a bearing 8 which has rotatably mounted within it so as to be concentric with the crank shaft 4, a driven shaft 9. The driven shaft 9 bears with it, eccentrically disposed with respect to its axial center, a crank pin 10. Compressor pistons 11, cooperating with the cylinders 7 and connected withthe crank pin 10 by crank rods 12, are reciprocated by rotation of the driven shaft 9 with respect to the compressor unit 6. The compressor cylinders 7 have suction valves 13 which. normally close ports in the compressor cylinder heads 14, through which air is drawn into the compressor cylinders 7. Check valves 15 normally retained against ports 16 by springs 17 permit air to be delivered under pressure from the compressor cylinders 7, through conduits 18, to the conduit 19 which is'bored through the engine crank shaft 4, terminating finally in the tube like extension of the engine crank shaft 4, and delivering into the air-dome 21. The air-dome 21 has a stuffing box 22 in which the tube like extension 20 may rotate, and under normal operation of the motor delivers air under pressure into the air-dome 21.- The airdome 21 has a port 23, through which air '34 and 35, in the distributer 36. Throttle .valves 37, 38, and 39 independently control the delivery respectively through each of the conduits 30, 31, and 32, into the spraying chamber and the air-distributing chambers. The distributor 36 has interior partition Walls 40, and 41 which isolate the air distributing chambers 34 and 35 from each other and from a third gas-distributing chamber 42 into which the spraying chamber 33 delivers through a port 43. The airdistributing .chamber 34 has"' a port 44 which permits delivery through a conduit 45 and check valve 46 into the cylinder 2,

and has alsodiametrically opposite it a port 47 which permits delivery through the conduit 48, and by the check valve 49 into the cylinder 3. The ports 44 and 47 are uniformly closed and uncovered periodically according to the revolution of the engine crank shaft by a cylindrical valve 50 which is rotated at the same rate of speed as the engine crank shaft 4, by the shaft 51 which is trunnioned in the partition walls 40 and 41 and the lower face 52 of the distributer 36, so that it may be revolved by its attached gear- Wheel 53 and the gear-wheel 54 which 1s secured upon the engine crank shaft 4 so as to rotate with it. The valve 50 has a port 55 which is of a length approximating a '120 degree are of the valve circumference and thereby in its rotation alternately uncovers each of the ports 44 and 47 during about 120" degrees of the revolution of the engine crank shaft 4, this uncovering of each of the ports 44 and 47, respectively, being timed to occur during the early part of the Working stroke W of each engine piston as hereinafter de scribed. The air-distributing chamber 35 has similarly ports 56 and 57, which respectively deliver through conduits 58 and 59 and check valves 60, 61 into the engine cylinders 2 and 3, this delivery from the air distributing chamber 35 being controlled by a cylindrical valve 62 which-is rotatedby the shaft 51 uniformly with the valve 50. This valve 62 has a 120 degree port 63, which .is placed so as to be revolved approximately 125 degrees in advance or behind the port 55 in the valve 50, respectively, in motion of the engine-crank shaft 4 in one direction or the other. The port 63- will thereby permit delivery, when properly timed as hereinafter explained, from the chamber 35 through the conduits 58 and 59 into the cylinders 2 and 3, respectively, so as to effect motion in the opposite 'or so-called reverse motion of the engine crank shaft 4.

The shaft 51 has secured to it, so as to be revolved with it an eccentric 64, whereby a double acting oil pump 65 is actuated through the eccentric rod 66. The oil pump 65 draws oil from the oil tank 67 through the conduit 68 and forces it under a pressure of several hundred pounds through the conduit 69'to the atomizer 70, which sprays the oil into thespraying chamber 33. A conduit 71 permits bypassing the oil from the pump 65 back to the oil tank67, accord ing to the degree to which the oil valve 72 is opened. a The as distributing chamber 42 has ports 73 and 4 which communicate through independent ' conduits 75 and 76 and by non-return valves 77'and 78 with the cylinders 2 and, 3 respectively. The ports 7 3 and 74 are controlled by a cylindrical valve 79 which is rotated uniformly with the shaft 51, and has a port 80, approximately as long as a 10 degree are of the circumference of the valve. This port 80 coiiperates with the ports 73 and 74fg ltgjnlately according to the engine piston-movement, under rotation of the shaft 51.

The shaft 51 has loosely fitted uponit so that the shaft 51 may revolve within it, an eccentric 81. This eccentric 81 has constructed integrally'with it collars 82 and 83 and a friction disk 84. A shifting yoke 85 coacts with the collars 82 and 83, between them, and is moved upward and downward together with a governor piston '86 to which it is attached. This governor piston .86 slides within the cylinder 87, formed in the upper part of the air-dome 21. A spring 88 acting, between the bearing-bracket 89 and the upper face of the eccentric 81, normally presses the eccentric 81 downward. so that its attached friction disk84 engages the disk 90 which is secured to the shaft 51 so as to rotate with it. The eccentric 81, through the eccentric rod 91, under rotation of the shaft 51, actuates the auxiliary pump 91, which, taking air from the atmosphere delivers it at high pressure through the conduit 93 to the air reservoir 27.

The engine cylinders 2 and 3 have each related alr passages 94 and 95 through 97, independent communication is had with which, by means of-the inlet ports 96 andf l the inde endent crank chambers formed in pendently deliver through the passages 94.- and 95 W en the the cran 03,5611 ,oneach side'iof the central partition wanes. i The independent crank chambers receive air from the atmosphere by suction valves 99 and 100, "and they indeair under ressure ports 96 and 97 are respectively opened by the pistons 101 and 102 in their reciprocation within the engine cylinders 2 and 3. Ex-

haust ports 103 and 104, in-the engine cyl-- 'inder walls, also controlled by the pistons 101 and 102 deliver into an exhaust pipe 105, the engine cylinders 2 and 3 being thereby adapted to independently receive a charge of air and discharge the products of combustion as in the usual 2 cycle engine action. Deflectors 106 and 107 are as commonly placed upon the piston heads to deflect the entering charge upward. Spark plugs (not shown) or other ignition means are .provided as ordinarily in internal combustion engines. I

Operation: In the operation of my flexible internal combustion motor, the engine cylinders 2 and 3 normally each operate in the manner of the common 2 cycle internal combustion engine of the injected fuel type, each of the cylinders-2 and 3 receiving a fresh charge of air from its related crank chamber, after its related piston 102 or 101, V

has compressed a charge of air into its crank chamber and has uncovered its related port 96 or 97 in its downward reciprocation. Each piston 101.01 102 periodically draws air from the atmosphere into its related crank chamber, and in its downward reciprocation compresses it to such an extent that when its related inlet port 96 or 97 is uncovered, it rushes into "the cylinder and is deflected upward by the deflector on the piston head, the burnt gases being thereby expelled as ordinarily in two cycle engines into the exhaust pipe 105. In the normal operation of the motor, each engine cylinder 2 or 3 receives a charge of fuel which,is injected into the charge of air at some time before the charge ofair has received its maximum compression and slightly before the engine piston has reached its upward limit of stroke. (The injection as the mo tor is shown will always occur at dead cen ter, so as to be suitable. for action of the engine in either direction, but some method of advancing the injection of the fuel with respect to this dead center should preferably be provided.) The charges of 'air'and fuel thus received into the engine cylinders 2 and 3 are ignited by the spark plugs 106 or 107 or in any manner and the explosion of the air and fuel then produces the effective downward or working stroke of its related piston. The injection of the charges of fuel periodically into the charges of air com pressed into the engine cylinders is effected as follows, this being explained in conjunction with an explanation of the means whereby the engine or motor is effectively as to produceeither forward or reverse mo-' tion of the engine crank shaft 4, depending on which of the throttle valves 38 or 39 is opened. When the throttle valve 38 is opened the air passes to the distributer 36 and is permittedto pass by way of the port 47 in the valve 50 to the engine cylinder wherein the piston isin such position as to give (so-called) forward motion of the engine crank shaft. And when the engine crank shaft is thereby rotated, the port 55 permits delivery of air under pressure from the tank 27 to the cylinders 2 and 3 according to the diagram Fig. 4, wherein the arc AB represents approximately the first 120 degrees of downward rotation of the engine crank shaft from the upward dead center, during which portion of the downward stroke of each piston, air is admitted to its cylinder. To effect reverse motion the air is admitted by the opening of throttle valve 39 to the air distributing chamber 35 wherein air is distributed by the port 63 accord; ing to the diagram Fig. 5, the arc XY representing approximately the first 120 de-' grees of motion of the crank shaft from upward dead center in the reverse direction,

during which period air is periodically admitted to the cylinder. crank shaft'is put in rotation as above described, the throttle valve 37 may be opened, and the oil by-pass valve 72 may be closed or partially closed, whereupon the oil pump 65 will force oil from the oil reservoir 67 through the atomizer 70 into the spray chamber 33 where air under pressure entering from the air tank 27 will cause agitation in the spray chamber 33 stillfurther atomizing the oil sprayed into it and will then carry the. oil with it into the gas distributer chamber 42 where it will be distributed by the valve 79 through 'the port 80 to the engine cylinders 2 and 3 according to the diagram Fig. 6, wherein Grepre'sen'ting the point of maximumupward reciprocation or of compression of the charge of air in the cylinder 2 or 3, the arc DE represents the period of injection of the fuel from the gas distributing chamber 42, this being slightly before maximum compression is reached; and

When the engine wherein the arc CF represents the working stroke of the engine piston. During the. workingstroke the fuel and air chargeare burnt, and one of the throttle valves 38 or 39 being open, a supplementary charge of air under pressure is admitted to the engine cylinder during the portion MN' of the working stroke. Under such operation of m motor charges. of air are periodically ta (en from the atmosphere to the indepen 5 ent crank chambers where they are compressed. They are then admitted to the en-- gineicylinders when the pistons arev individually at their maximum downward position. The air charge is then, during the upward reciprocation of the piston, compressed in the engine cylinder to about ninety pounds or more and just about when maximum compression is reached, fuel is injected and ignited so that when thepiston begins its downward stroke the air and fuel is exploded and maximum working pressure This action of my motor provides its maximum power for excessive load upon the driven shaft 9:

As above described my motor may be started-and operated under its maximum power stroke in either direction by opening either the throttle valve 38 or 39 and by causing charges of fuel to be periodically delivered into 'each engine cylinder. But

when so starting the motor, if the driven shaft 9 is under load, the air-clutch-valve 24 must be opened, so that when the engine crank shaft and compressor unit 6 are rotated, the compressor pistons 11 may be revolved about the crank 10 and reciprocated within their cylinders without compressing .the air within the compressor cylinders to any greater extent than is required to pass it through the conduits. 18 and 19 and the port 23 to the atmosphere. W'hen the airclutch-valve 2 4 is opened the compressor unit 6 may be revolved with respect to the driven shaft 9 with slight resistance, so that the engine crank shaft 4 may attain some I speed. When the engine is so operating ifwith the valve 24 opened, there will be little lfinore thanatmosphere in the air dome 21,

ls olthat under such operation the governor 'Qpi's ton 86 and shifting yoke 85 are permitted ifito remain pressed downward under action "of thevspring 88 against the eccentric 81,

whereby the friction disk 84'engages the friction disk 90. Under such operation therefore, the eccentric 81'is revolved with the shaft 51, so that the-auxiliary air pump 92 is actuated, air being thereby compressed into the air tank 27 If now it is desired to put the driven shaft 9 in operation with the engine crank shaft 4, the valve 24 is closed, whereupon the revolving of the compressor unit 6 with respect to the driven shaft 9,

causes increased compression of air by the by increased, the governor piston 86 will be raised, wherebythe friction disk 84 will be raised from the disk 90 and the air pump 92 will therefore not be operated with the en-' gine. Under such operation when the valve 24 is closed, the air compressed by the compressor unit 6 will pass by the check valve 28 through the conduit 26 into the air tank 27 so that pressure will thereby be maintained in the air tank from which air is distributed through the gas distributing system and one of the air distributing systems into the engine cylinders. When the motor is thus operating with one of the air distributing systems delivering air into each cylinder periodically under high pressure during about 120 degrees of the working stroke, and with fuel being injected into the charge of air compressed in the engine cylinders, the driven shaft 9 will be operated at a considerably slower speed than the compressor unit 6, in order that the com ressor unit may supply the large demand 0 the air and the gas distributing systems, and conse quently the driven shaft 9 may be thus operated at maximum load and with maximum torque. When the engine cylinders in this manner operate at maximum power and at considerablespeed, the compressor unit 6 may operate at greatest pressure and consequently deliver greatest torque at slow speed of the driven shaft 9. When the load is gotten under way or when the driven shaft may be driven with less torque, the

air distributing system may be closed by closing the throttle valve 38- or 39 which has been opened, and then under such operation with the valve 37 open and the valve 72 closed or partially closed fuel and air for spraying will be delivered under pressure through the gas distributing system to each of the engine cylinders periodically and delivered into the charges of air which have been received from the crank compartments and compressed in the engine cylinders. This is the normal operation and is represented by the diagram Fig. 7', wherein DE is the period of injection of the fuel and CF the working stroke. Under such operation With the air valve 24 closed, as no air can be delivered through the air distributing sys-- of the engine crank shaft. The volume of the compressor cylinders should be such that a high pressure of say 300 or 4.00 pounds willbe maintained in the air pressure system with only say revolutions-in their speeds. Thus there will about a difference of 50 be only slight slip of the driven shaft under normal operation of the engine. However this proportion of slip may be increased and varied according to the extent to which either of the throttle valves 38 or 39 are opened so that air may be released through the air distributing systems into the engine cylinders.

Although no means is shown for changing the time of injection of the fuel, this being shown to occur at dead center so as to be effective in operation of the engine crank shaft in either direction, it is contemplated that means should be provided for changing theitime of injection, especially for a high speed motor, so that the combustion of the fuelmay occur most advantageously.

It is to be noted that the principal novel devices of my motor may be used with other detail, means for rendering these devices 5 available, such as other forms of valvesand other types of engine, as a four cycle engine, and other mechanical devices. noted also thatinstead ofproviding the gas distributing system as shown, the normal. air charges taken into each cylinder and com pressed therein, may be carbureted before being passed into the engine cylinders, and" in such case the compressor unit 6 and the air tank 27 may be used to provide air under pressure only for the air distributing syss.

temsfor so-called abnormal operation under heavy load and for starting. Insuch case, under normal operation, no air would be permitted to enter the engine cylinders from the tank 27 and compressorunit 6 and the drivenshaft 9 would have only such slip as is necessary to maintain pressure in the compressor cylinders against leakage.

It is to be noted here that instead of having an independent air distributing systemthe air may be delivered in larger or smaller It is to be quantities through the gas distributing system to effect the purpose ofthe independent gas distributing systems as shown. It is to be noted also that instead of introducing the fuel to the engine cylinders as shown, any methodmay be employed for delivering the fuel to the engine cylinders. It is to be noted also that any method may be employed for delivering the extra air from the compressor to the cylinders while still retaining the central principles of my invention. It is to be noted also that instead of having a separate means of supplying the air used for the normal combustion and running of the engine, this air for normal combustion may be supplied by novel means also, the compressor unit in such case supplying all the air to the engine.

It is to be noted here that in practice my motor should preferably be constructed so that under normal operation of the engine, large expansion of the exploded charge is secured, that is a comparatively small charge of air should be drawn into the engine cylinder and compressed to full extent, for

normal operation of the engine, so that 1. In an internal combustion motor, a CQIIlbIlSiZlOIl cylinder, at cooperating piston,

means 'for periodically delivering into the. combustion cylinder and compressing there- 'in a primary charge of air, means for burning fuel with the primary charge of air in the combustion cylinder, a driving element, a driven element, a compressor driven by rotation of the driving element relative to the driven element, means for passing air under pressure from the compressor to the combustion cylinder after compression of the primary charge of air. in the combustion cylinder.

internal combustion motor, a

combustion cylinder, a cooperatingpiston,

means for periodically delivering into the combustion cylinder and compressing therein a primary charge of air, means for burning fuel with the primary charge of air in the combustion cylinder, a driving element, a driven element, a compressor driven by rotation of the driving element relative to the driven element, means for passing air under pressure from the compressor to the combustion cylinder periodically according to the piston movements therein, and means for controlling the passage of air from the c mpressor to the combust n y n r.

spectively operating-with the driving element and the driven'elem'ent, whereby under 3. In an internal combustion motor, engine cylinders, cooperating engine pistons,

means for delivering charges ofair and fuel periodically to the engine cylinders,j a',driv ing element driven by the engine pistons, a

driven element, compressor elements; re-

rotation of the driving'element with respect to the driven element, air is compressed, 'a flexible driving connection between "the tons.

4. In an internal combustion motor, engine cylinders, cooperating engine pistons, means for the combustion of charges of air and fuel periodically in the engine cylinders, a driving element driven .by the engine, a drivenelement, a compressor driven by rotation .of the driving element with respect to the driven element, and means for distributing the air compressed by thecompressor to the engine cylinders periodically during the working stroke of the related piston. I

'5. In an internal combustion motor, enginev cylinders, cooperating engine pistons, means for delivering charges of air periodically to the engine cylinders, a driving element driven by the engine pistons, a driven element, a compressor driven by rotation of the driving element with respect to the driven element, a flexible driving connection between the driving and the driven element being thereby provided, means for distributing air from the compressor to the engine cylinders, means for mixing fuel with air compressed by the compressor, and means for distributing the fuel to the engine cylinders with the air from the compressor after the mixture of the fuel with air compressed by the compressor.

gine cylinders, cooperating engine pistons,

means for delivering charges of air periodically to the engine cylinders, means for injecting fuel periodically to the engine cylinders, a driving element driven by the engine pistons, a driven element, a compressor driven by rotation of the driven element with respect to the driven element, and means for distributing air from the compressor tothe engine cylinders and means whereby the resistance of air compressed by the compressor to relative rotation .of the driving and driven element, may be varied.

7. In an internal combustion motor, engine cylinders, cooperating engine pistons, means for delivering charges of air periodically to the engine cylinders, a driving element driven by the engine pistons, a driven 1 element, a; compressor driven by rotation of ,the driving element with respect to the driven element, means for mixing fuel with inr'compressed by the compressor and means for distributing the air and fuel to the engine cylinders, after the mixture of the fuel with the air compressed by the compressor.

8. In an internal combustion motor,- en

gine cylinders, cooperating-engine pistons,

means for delivering charges of air periodi-' .element, means for injecting fuel into air compressed by the compressor and means for distributing the air and fuel to the engine cylinders, and means for distributing air from the compressor to the engine cylinders, at will.

9. In an internal combustion motor, engine cylinders, cooperating engine pistons, means for the combustion of charges of air and fuel periodically in the engine cylinders, a driving element, driven by the engine pistons, a driven element, a compressor driven by rotation of the driving element with respect to the driven element, a distributer adapted to distribute the air from the compressor to the engine cylinders, for forward movement of the engine, and a distributer adapted to distribute the air from the compressor to the engine cylinders, for reverse movement of the engine, and means for causing delivery of compressed air through either distributer to the engine cylinders.

- 10. In an internal combustion motor, engine cylinders, cooperating pistons, means for delivering charges of air periodically to the engine cylinders, means for the injection of fuel periodically to the engine cylinders, a driving element, driven by the engine pistons, a'driven element, a compressor driven by rotation of the driving element with re spect to the driven element, a distributer adapted to distribute air from the compressor to the engine cylinders under forward movement of the engine, and a distributer adapted to deliver air from the compressor to the engine cylinders under reverse movement.

11. In an internal combustion motor, engine cylinders, cooperating engine pistons, means for the combustion of charges of air and fuel periodically in the engine cylinders, a driving element, a driven element, a compressor driven by rotation of the driving element with respect to the driven element, I

and means for distributing air under pressure from the compressor to the engine cylinders to support an extended combustion in the engine cylinders during each working stroke, whereby an excess supply of fuel may be burnt in the engine cylinder during each working stroke.

12. In an internal combustion motor, en

'- gine cylinders, cooperating engine pistons,

means for the combustion of charges of air and fuel periodically in the engine cylinders, a driving element driven by the engine pistons, a driven element, a compressor driven by rotation of the driving element with respect to the driven element, a flexible driving connection between the driving andthe driven elements being thereby provided, anda rotary distributer distributing air from the compressor to the engine cylinders pe riodically and, means for controlling the passage of air from the compressor to the engine cylinders.

' 13. In an internal combustion motor, .engine cylinders, cooperating engine pistons, means for the "combustion of charges of air and fuel periodically in the engine cylinders, a driving element driven by the engine pistons, a driven element, 'a compressor driven by "rotation of the driving element with respect to the driven element, a rotary distributer adapted to distribute air from the compressor to the engine cylinders for forward movement of the engine, and a rotary distributer adapted to distribute air from the compressor to, the engine cylinders for reverse movement of the engine.

14. In an internal combustion motor, combustion chambers, means for. periodi-- cally charging the combustion chambers with air, auxiliary means for supplying air under pressure,'a rotary distributer distributing air under pressure to the combustion chambers under either forward or reverse movement of the engine, and adapted also to deliver fuel with air under pressure periodically to the combustion chambers.

15. In an internal combustion motor, an internal combustion engine, a driving element, driven by the internalcombustion engine, a driven element, a main compressor driven by rotation of the driving element with respect to the driven element, a distributer adapted to distribute air from the, compressor to the engine cylinders, means for releasing the air compressed by the compressor to the atmosphere, an auxiliary compressor adapted to be operated by the en-' gine, to compress air through the distributer to the engine cylinders, and means whereby the delivery of air'under pressure to the distributer from the main compres sor will disengage the auxiliary compressor from operation with the engine.

16. In an internal combustion motor, engine-cylinders, cooperating engine pistons, means for delivering charges of air and fuel periodically to each of the engine cylinders, a driving element driven by the engine pistons, a driven element, compressing elements respectively operating with the driving and the driven elements, whereby under rotation of the driving element with respect to thedriven element, air is compressed,and means for distributing the air compressed by the compressor to the engine cylinders, and means for throttling the passage of air from the compressor tothe engine cylinders.

17. In an internal combustion motor, en gine cylinders, cooperating engine pistons, meansfor delivering charges of air and fuel periodically to each of the engine cylinders, a driving element driven by the engine pistons, a driven element, a compressor driven by rotation of the driving element with respect to the driven element, means for distributing air/from the compressor to the engine cylinders, and means for varying the distribution of air from the compressor to the engine cylinders.

.18. In an internal combustion motor, an engine "cylinder, a cooperating engine piston, means for periodically delivering a charge of air and fuel to the engine cylinder, a driving element driven by the engine piston, a driven element, a compressor driven by rotation of the driving element with respect to the driven element, means for passing air from the compressor .to the engine cylinder, and means for varying the passage of air from the compressor to the engine cylinder.

' 19. An internal combustion engine, an engine cylinder, a cooperating piston, means for the combustion of charges of air and fuel periodically in the engine cylinder, a driving element driven by the engine, a driven element, a compressor driven by rel- 100 ative rotation of the driving and the driven element, means for passing air compressed by the compressor into the engine cylinder, at will.

20. In an internal combustion motor, en- 105 gine cylinders, cooperating engine pistons, means for the combustion of charges of air and fuel periodically in the engine cylinders, a driving element, a driven element, a compressor driven by rotation of the driv- 110 ing element relative to the driven element, and means for distributing air under pressure from the compressor to the engine cylinders periodically duringa portion of each working stroke to sustain pressure in the engine cylinder during a portion, of the working stroke. v

21. In an internal combustion motor, en-

gine cylinders, cooperating engine pistons,

means for the combustion of charges of air means for maintaining a supply of air under pressure to pass into the engine cylinders, means for controlling the" passage of air from the supply of air under pressure to the engine cylinders, means for controlling the passage of air from the compressor to the'engine cylinders. 22. In an internal combustion engine, engine cylinders, means-for periodically supplying each engine cylinder with a charge of air, a driving and a driven element, a

compressor operated by rotation of the driving element, relative to the driven element, a combining chamber, means for supplying fuel to the combining chamber,

eanswhereby the compressor delivers air iinto the combining chamber and means for distributing the fluid ,from the combining 11 i combustion engine after the combination of the air from the compressor With fuel in chamber to the cylinders of the internal the combining chamber.

23. In an internal combustion engine, en-

gine cylinders, means for periodically supplying e'a'ch engine cylinder With a charge of air, a driving anda driven element, a compressor operated by rotation of the driving element relative to the driven element, a combining chamber, means for supplying fuel to the combining chamber, means vy/hereby the compressor delivers air into the combining chamber, and means for distributing the fluid from the combining chamber to the engine cylinders, after the combination of the air from the compressor with fuel in the combining chamber, and

means for controlling the delivery of airfrom the compressor to the combining chamber.

24. An internal combustion engine, a'

combustion cylinder, a cooperating piston, meansfor periodically delivering a primary charge of air into the combustion cylinder, means for delivering fuel into the cylinder,

a driving element, a driven element, a com pressor driven by rotation of the driving ADOLPHE C. PETERSON.

Witnesses JOHN K. LEAK, C. PETERSEN.

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