US1398280A - Device for enabling an airplane-motor to develop its full power at high altitudes - Google Patents

Description

F. l. RAYMOND.

DEVICE FOR ENABLING AN AI'RPL ANE MOTOR TO DEVELOP ITS F ULL POWER AT HIGH ALTITUDES.

APPLICATION FILED JUNE 5, 1918.

1,398,280. Pameam, 29, 1921,

2 SHEETS-SHEET I- F I. RAYMOND. DEVICE FOR ENABLING AN AIRP LANE MOTOR TO DEVELOP ITS FULL POWER AT HIGH ALTITUDES. I APPLICATION FILED JUNE 5. 191a. 1,898,280..

g T IIIIIIII N I IIII IIIIIIIIIII N m kg Patented Nov. 29, 1921.

' 2 SHEETS-SHEET 2.

NITE STATES PATENT OFFICE.

FRED I. RAYMOND/OF TWO BUTTES, COLORADO.

DEVICE FOR ENABLING AN AIRPLANE-MOTOR TO DEVELOP ITS FULL POWER A1 HIGH ALTITUDES.

Specification of Letters Patent.

Patented Nov. 29, 1921.

Application filed June 5, 1918. Serial No. 238,405.

followin is a specification.

This invention relates to a device by means of which an airplane motoror other internal combustion motor will be enabled to develop its full power at high altitudes.

As an airship rises to higher altitudes it naturally comes in contact with air of an increasingly rarefied condition, the density of the air at high altitudes being quite small.

For example, the pressure of the air at an altitude of 33,000 feet is approximately four pounds per square inch absolute. Since internal combustion engines. which are universally used for the propulsion of airships, airplanes and the like, require for their successful operation a continuous supply of air in order to produce the necessary compression in the cylinders. an efiicient mixture of the fuel and the like, and the source of which air is that surrounding the airship it is obvious atthe high altitudes where the density of the air is quite small that unless means are provided to compensatcfor this rarefied condition of the air the etliciency of the internal combustion engine will be verv materially decreased. Also these high altitudes are accompanied by low temperatures.'

thus setting up conditions under which it is very ditlicult for the'aviator to operate,

due to the intense cold. The aviator is further handicapped by the great differencebetween the pressure of the air at the high altitudesand that at the surface of the earth, the extremely low pressures having a very marked effect upon the beating of the heart, the action of the respiratory organs and the like.

By the present invention the above (lifticulties are overcome and in accomplishing this result I propose to provide a device by means of which air may be continuously supplied to the' cylinders of the internal combustion engine at a constant predetermined pressure (preferably atmospheric pressure, that is 14.7 pounds per square inch absolute). and to provide a compartmentsuch further pressure, but also may be maintained at a suitable working temperature, thus greatly increasing the comfort and safety of the aviator and the efiiciency of the engine, the result of which will be to render possible attaining much greater altitudes than heretofore possible.

Among the objects of this invention is to provide such an arrangement that a continuous supply of air may be furnished at a constant predetermined pressure (preferably atmospheric pressure) to the cylinders of an internal combustion engine regardless of the elevationwith relation to sea level that the same may be operated; further to enable an airplane to develop its full power at high altitudes by providing at all times air to the carbureter and cylinders at atmospheric pressure: to enable an airplane to attain greater altitudes than heretofore. possible: to enable an airplane to travel faster at high altitudes: to enable an airplane to travel farther at high altitudes with a given supply of fuel. in other words to'increase its range of flight: further to'providc for the aviator a working temperature and atmospheric pressure at all times, thus facilitating his. actions and relieving him of undue strain: to eliminate all causes of motor trouble accompanying flights at high altitudes; further to provide means forregulating at will the temperature of the air in the aviator compartment while the pressure remains constant; further to provide a novel form of means for maintaining the air for both the engine cylinders and the aviator-s compartment at atmospheric pressure; and objects. advantages and capabilities as will later more fully appear.

Hyinvention further resides in the combination, construction and arrangement of parts illustrated in the accompanying drawmentary sectional view taken through the forward part of the airplane and showing the arrangement of the motor, air compressor, aneroids and the aviator s compartment.

Referring to the drawings, 1 designates generally an airplane embodying my invention. In the forward ortion of the airplane is located a stan ard airplane motor 2 from the side of which extends the carbu reter manifold 3 in which is located the carbureter 4. Connecting the carbureter with the air compressor 5 is the passageway 6, which as shown in Fig. 4 preferably extends forwardly along the floor of the airplane and thence upwardly and rearwardly to the carbureter; however, it is apparent that any other desired arrangement of this passagewa may be employed.

ocated back of the engine compartment is the aviators compartment 7, the opening 8 of which is preferably closed by glass 9; it being obvious that suitable windows may be located around the compartment 7 in such positions as to give the aviator a maximum outlook.

The air compressor 5 is of the positive blower or rotary compressor type as is clearly shown in Fi 2 and comprises the usual intermeshing bdades 10 and 11, which are driven by the gear wheels 12 and 13. The blade 10 is mounted directly upon the engine shaft and the blade 11 geared thereto as just stated through the medium of the gears 12 and 13, as a result of which both of these blades will rotate uniformly. At the air compressor end of the passageway 6 is the upwardl extending i e 14, upon the upper endo which is sli a ly mounted the hood 15, the upper end of which hood is formed so that when the hood is in its upper most position its upper open end will register with the exhaust outlet 16 of the air compressor. This hood is arranged so that it may be raised or lowered at will by the aviator for a purpose to be later more fully explained.

Connecting the air compressor with the exterior of the airplane is the inlet passage 17 which has an opening at its outer end, preferably faced in'the direction in which the airpl'aine is'traveling to facilitate the entry of the air thereinto. Located within suitable bearings 18 and 19 in the inlet 17 is the stem or vertical shaft 20, upon the lower end of which and fitting within the air inlet 17 is the butterfly valve 21. Upon the upper end of the shaft 20 are formed the oppositely extending arms 22, to the outer ends of which are secured the rods or extensions-23 and 24 of the aneroids 25 and 26 respectively. These aneroids as is clearly seen in Fig. 2 are located within the aviators compartment above the air compressor and on opposite sides of the shaft 20. These aneroids are supported upon any suitable frame and are provided with the usual means for regulating them.

The capacity of the air compressor is approximately from two to three times the displacement of the engine cylinders, and as stated above is driven by direct connection to the engine crank shaft.-

The operation of my improved device is as follows: At sea level the compressor will pump more air than the engine will displace, thus increasing the'pressure of the air in the aviators compartment 7, it being here pointed out that there is suflicient clearance left between the sliding hood 15 and the adjacent arts of the exhaust outlet'16 to permit lea age of air from the compressor to the compartment 7, whereby to maintain the compartment 7 at the same air pressure as the air being delivered from the air compressor. This increase of pressure in the compartment 7 will cause the aneroids 25, 26 to contract as a result of which the extension 23, 24 will operate upon the arms 22 in such manner as to rotate the valve 21 in a closing direction; This closing, or partial closing as the case may be, of the valve 21 causes the compressor 5 to work under a partial vacuum which will in turn cause the pressure of the air being delivered through the outlet 16, and consequently the pressure of the air in the compartment 7 to fall until it is the desired amount, approximately 14.7 pounds per square inch absolute, or in other words atmospheric pressure. This pressure will be maintained by the action of the aneroids when properly adjusted. As the altitude increases the density of the air and its corresponding pressure decreases, the result of which will be to cause a drop of pressure in the air being delivered from the compressor and consequently a drop of pressure of the .air in the compartment 7. As a result of this drop of ressure, the aneroids will then expand an by an operation reverse to that described above will open the throttle valve or butterfly valve 21 and permit more air to enter the compressor 5, thus increasing the pressure of the air delivered from the compressor until the pressure of the air in the compartment 7 and in the passageway 6 is again brought up to atmospheric pressure. Thus if the compressor 5 has twice the displacement of the engine pistons it will maintain the pressure in the passageway 6, and in the compartment 7 at atmospheric pressure until an altitude of 20,000 feet has been reached, thus enabling the motor at this altitude to develop, its full power, as a result of its being continuously supplied with air at '-atmospheric pressure from the passageway 6, which air passing through the carbureter 4 is sufliciently enriched to supply explosive ower to the cylinders in the usual manner.

At 30,000 feet the compressor would have to have three times the displacement of the engine pistons.

As this rarefied air which at an altitude of say 33,000 feet would have a pressure of approximately four pounds per square inch absolute is compressed, its temperature is of necessity increased, and by suitable manipulation of the sliding hood 15 a greater or less volume of this heated air may be permitted to pass out into the compartment 7 whereby to establish a working temperature therein for the aviator. Should the temperature in this compartment rise too high for the aviators comfort the volume of heated air passing thereinto from the compressor may be cut down by raising the sliding hood 15, so as to decrease the amount thereof. If desired and found necessary the sliding hood 15 may be completely closed, that is placed with its upper end in alinement of the exhaust outlet opening 16, at which time atmospheric pressure would be maintained in compartment 7 by leakage of air by these parts without carrying a great volume of the heated air into the compartment, thus furnishing a means by which the temperature in the aviators compartment can be regulated within certain limits. By this arrangement the aviator is enabled not only to work in air at atmospheric pressure, but also to, at the same time, operate under a working temperature, thus relieving him from the sufferings of intense cold and undue strain.

As is obvious since air is being delivered to the internal combustion engine at atmospheric pressure the efficiency of this engine will be very greatly increased, thus making possible the attainment of considerably higher altitudes, and while traveling at such higher altitudes to travel at a .7 greater speed at an altitude of 38,000 feet with the same power. Also it would enable the airplane to travel .7 farther with a given supply of fuel, that is it would give it a range offlight .7 greater.

The air delivered through the compressor exhaust, and which at high altitudes would be at too great a temperature for the comfort of the aviator, wereitnot for the sliding hood, passes through the exhaust outlet at approximately the same rate at which the engine uses it, and the hood 15 simply aids its immediate passage into the channel leading to the carbureter, however, the slight excess of air over that being required by the cylinders will be sufficient to make possible the regulation of the temperature within the compartment 7 by means of operation of the sliding hood 15. The purpose of leading the passageway 6 to a point in advance of the carbureter before directing it thereto is to, if desired, make possible a greater or less cooling of the heated air coming from the compressor 5.

While I have described my invention in connection with an airplane motor it is obvious that it is'capable of use in other instances such for example as with an automobile engine when traveling in localities of high altitude, and in any other instance where the pressure surrounding an internal combustion motor is different than atmospheric pressure at sea level. It may also be used with two cycle engines to effect a more complete scavenging of the burned gases.

Having now described my invention.

I claim:

1. In apparatus of the class described, an internal combustion engine having a carbureter manifold and a carbureter connected regardless of the prcssureof the exterior air,

said means comprlsing avalve in said inlet whereby air may be fed at a variable regulable rate to the carbureter and means for controlling said valve, said last, named means being entirely disassociated with the compressor exhaust.

2. In an airship, in combination, an internal combustion engine having a carbureter manifold, and a carbureter connected thereto, an air compressor having'an exhaust outlet in communication with said carbureter. an air inlet connecting said compressor with the outside air, an air chamber in communication with said carbureter, and means in said chamber for automatically controlling said air inlet to cause it to supply air at varying regulable rates to the compressor, whereby to cause the air to be delivered at substantially atmospheric pressure to said manifold regardless of the altitude of flight of said airship, said control ling means being entirely disassociated with the compressor exhaust and the carbureter.

3. In an airship an internal combustion engine, an aviators compartment, an air compressor driven by said engine, an exhaust outlet from said compressor to the engine cylinders, an inlet passage connecting said compressor with the outside air, a valve in said inlet, and means located in said compartment for automatically controlling said valve whereby to maintain the air delivered from said compressor to said engine cylinders at substantially atmospheric pressure regardless of the altitude of flight.

4. In an airship an internal combustion engine, an aviators compartment, an air compressor driven by said engine, an exhaust outlet connection from said compressor to the engine cylinders, an inlet passage connecting the compressor with the outside air;

a valve'in said inlet passage, an air communication between said compressor and said compartment, and means in said compartment for automatically controlling said valve to increase or decrease the volume of air admitted to said compressor whereby to maintain the air delivered to the said cylinders and to said compartment at substantially atmospheric pressure regardless of the altitude of flight.

5. In an airship, an aviators compartment, an internal combustion engine, an air compressor driven by said engine and located in said compartment, anexhaust outlet on said compressor, a passageway leading to the engine cylinders, a sliding hood connecting said passageway and said exhaust outlet whereby to cause as desired a greater or less interchange of air from said exhaust outlet; into and from said aviators compartment,

an inlet passageway connecting said compressor with the outside air, a valve in said passageway, and means in said compartment and connected with said valve to automatically regulate said valve to maintain at a predetermined pressure the air being delivered to said engine cylinders and sald compartment.

6. In an airship, an aviators compartment, an internal combustion engine, an air compressor driven by said engine and located in said compartment, an exhaust outlet on said compressor, a passageway leading to the engine cylinders, a carbureter in said passageway; a sliding hood connecting said passageway and said exhaust outlet an inlet passageway connecting said compressor with the outside air, a valve in said passageway, and means in said compart-.

I ment and connected with said valve to automatically regulate said valve to maintain at a predetermined pressure the air being delivered to said engine cylinders and said relation to sea level, an air inlet passageway leading to the engine cylinders, and means for supplying air to said passageway at a substantially constant predetermined pressure regardless of the elevation ofsaiderigine with relation to sea level, said means comprising a compressor, an air inlet passageway leading thereto, a regulable valve located in the last named air inlet passageway, and expansion means located in the cockpit and adapted to automatically operate the valve.

8. In an airship, an internal combustion engine, an air compressor, a passageway connecting said compressor with the engine cylinders, aneroid means to control the admis sion of air to said compressor to maintain the air delivered by it to said cylinders at a substantially constant predetermined pressure regardless of the altitude of said airship, and an aviators compartment containing the air compressor and the aneroid means.

9. In an airship, an aviators compartment, an internal combustion engine, an air I compressor, a passageway connecting said compressor with the engine cylinders and with said compartment, and aneroid means to control the admission of air to said compressor to maintain the air delivered by it to said cylinders and the pressure in said compartment at a substantially constant predetermined pressure regardless of the altitude of the airship.

10. In an airship an aviators compart ment, an internal combustion engine, an air compressor, a passageway connecting said compressor with the engine cylinders and with said compartment, and aneroid means to control said compressor to maintain the air delivered by it to said cylinders and the pressure in said compartment at a substantiall constant predetermined pressure regar less of the altitude of the airship, and adjustable means to regulate the volume of compressed air entering the compartment whereby to maintain a working temperature therein. I i

In witness whereof, I hereunto subscribe my name to this specification inthe presence of two witnesses:

FRED I. RAYMOND.

Witnesses:

V. H. (Junie, B. C. BEST.

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