US1577551A - Process of regulating internal-combustion engines - Google Patents

Description

3 SheetswSheeu March Z3 9 @2%. 4

A. 2. ATTENDU PROCESS OF' REGULATING INTERNAL COMBUSTON ENGINES Filed Deo. 2V,

March 23 .1926, 1,577,551

A. c. ATTENDU.

PROCESS OF REGULATING INTERNAL COMBUSTIONl ENGINES 5 Sheets--Sheet 2 Filed Dec. 27, 1921 llnltllll ZC/Gt Mamh 23 3926.,

A. C. ATTENU PROCESS OF REGULATING TNTERNAL COMBUSTION ENGINES Filed Dec. 27, 1921 s sneetshee'g@ am i www Cri if l il@ I in i .ma

lie it known that l. ,"-ixnlu- (l. li'r'ri-:t-inU, n citizen of the llepnhliirul France., und resident (if the elle oi" li'lentrenh in the Previuie, ol liuehee und lhnniniou el (lnnzulu, hure inveni'eil eertnin new und useful inprovenunils in lroeeses ol' llen'ulntiinol lniernnlon'ihusiien Engines, o2.: which 'the il'ollen'ii'n; is n lull, Clear.) unil exact ileseiip tion.

lhis invention teint-es lo Diesel sind like eingines and to un iinpinreil method of Opeeatingi nue-h. ly ,Diesel endl like enginefs is nienul intel-nul eonihueelnn eugineei in which (hiring nei'ninl werking); the. i'nel is ignited hv leinperniure anni pri-insures developed upon eonilnessien.

"The ohjeet ot the ini'eutnin is to in'iprore, the liexihilil'y nml eliicieney l" milking; el' sueh engines in.' eimhling eiiproxiinntely eenzllzini'. preignition preesue nil teni-peinture le lie :illninefi upon eenipression tol' ull en* gine ,L'peeiliia ily :lill nl the invenion fhe whirling* of :in engine in iineilsilnteil "Clarl i'ifeixi'iivii fenipriaee :in iiuiiroretiliewl in' like rngigire er :i nie'hoil el' opernt 'h wherein e uorhingj `.".'l1nler pro- .\i h :i rhiirgii, el nir :ivnilnhle loi' en1pie:\.im| n.hifxh :ippmxin'nziely lillx lie evliufh-r :it ull engine speeiin nml .rhieh is nl' 1i. pinniiiy hfif is verieil in nueh n nmnuer hnl' :is lim Speeil el lhe engine incl-enses the ipiunliiy ilerrenier; nini Jn-e versn 'whereby :in npproxinnileiv romnnt preiggniion prensure nnil lenipe" :inrinin): he zitlnineil upon roinpr .i Mr nll engine speeds.

'the imenlion lan'ner nonnliriseann.iui pi'oi'eil liesei or like engine or 1. method of opel-eline' sui-h wherein .i noi-hing eyliinlei.' iS provide-eil with :i i-iinigpze olf nir nvnilihle 'for eonnxn'essiinn which approximately (ills lhe cylinder nl' :ill engine speeds :nul the qunnlity ol nir'n\'uil.:iiile ler conipresnien iu n workinlgr eyliniler is controlled in mnh :t

nmnner that :is the. pe-eil of She engine. increases the quantity el he nir is. ileerenell :unl `vice versie hy providing fior the eninpe nl' eonli'ollehle quantities ol' the nir `ironi n, worh'ingg" '."fflinller vfl'ierehji nu npplexnialelv roniunnt preigxnilien .'nermire nml en'ipelnliu'e nini' he nitnined upon eefnpre-Li- Sien i'pr ull engine Speeii.

The escape o lnii: freni the ei'liinier inf sureS 'the eliiei-ni: stux'venging; nl' the engine to eliminate burnt ges.

E Bllif, CNADA. ASSIGNOR TO ATTENDU EN- f7, CANADA., A CORPORATION O1? CANADA.

Sex'el No. 524,987'.

IThe Diesel principle, :is is well lmewn, the compression of n Charge of nir to e point. where he temperature and pressureeendh tiene are such that fuel will ignite Sponnneously. At the present tiine,.thiu prlnei ple is put in prnetine in such n manner that; n suhstnnl'inllylixeil voluine olf nir is teken inte 'the engine eylini'ler nl, eneh Stii'ine7 regarilless el tl e Speed or temperature of the engine. VJhen the engine. is' runningY at low speed end the eonii'n'essien et this elmeje is eli'eeletl apparently slowly, the nir l'i'ietiou is niueh less than when -epernted nt high Speed, with the result that the ten'iperntnre lees not rise as high with low speellkeenn pression :is with high speed compression. lhn'hei'niore, with low speed comin-essieu iuore time is given for. heut less throieh 1the rylimler wells and in addition 'to this the less frequent explosions of low speed ninin tnin n Cooler cylinder Well. All ihese fue tors eonihine to keep the ten'iperntui'e 'from mounting' 'when un engine is running;` nl; inw speed und. :is the pressure obtained is (lependent to a certain extent en i'he'temperntnre, it, 'follows that the pressures when operating :it low speed are nineh lower than the pressures ohtnined when Iepei'nting' :it high speed. ,it follows, theiefoiey that ".vhen operating` nl', low speed, e ueh .sniniler' quantity ol fuel cnn he burned than when iiipernling nl high speed, with thefreeul het.

the. power output of the engine drops; nun-e rnpiilly than the speed. Inolher wordsq the sanne results cannet he, olitninefi with e lie Sel engine as ywith n gasoline lnu'iiing sng'ine, which will consume :it euch explosion any amount ol' vfuel within the engine enpneity substantially without regardA tothe engine speed. This very materiel'di'erenee relulers engines of the owlinnrv'Dienel type unsuitable ,for uses Such :is the ilriing ol uuleniohiles, where :L ei'nsiileruhle power rnnge is required nt any engine. speed ne- Cording to the rend conditions. lt is well known that Diesel engines nreilillieult lo Sturt, the reason heinY 'l'eunil in the ferent ing discus-sien. lf nn engine is ileeigued when running; eolil or nt len' speed to give n pressure :ind temperature snilnhle fin' ellieient einnlnistion. it `will he uiuleileeil hnl'. the prensures and lennnierainren will heneeellesily high `when this engine. runs nt. high npeeil. Diesel type engines are i'heielere designed for one `zit-i011 ut their normal snee@ and when operated below this speed, the conditions are'lnot suitable and when startling,r an engine, it is necessary to turn it over many times before the pressure and temperature will be built up to the point where combustion takes place spontaneously. rI'his and the impossibility of hand-cranlringv a Diesel type engine are further reasons why it is unsatisfactory lor uses such as automobile propulsion. I

The present invention provides a method of control, which vwill ensure at low speed pressures landv temperatures more nearly approaching those of high speed operation than has heretofore been possible. This means that an eng-ine may bev started with comparative ease and will deliver at low speeds considerable amounts ot power, because with the relatively higher pressures and temperatures at Alow s eed larger amounts/of fuel may be burne at .each ex plosion and {reater power developed.

In the accompanying drawings which illustrate one form of apparatus construct-A ed to carry out the invention Fig. 1 is a fragmentary side elevation of an engine oi the Diesel type.

Fig. 2 is a vertical sectional -view on the line 2-2, Figurel. I

Fig. 3 is en enlarged view partly 1n section of the air controlling means. Fig. 4 is a section on the line -i-/1-,Fig ure 3.

Fig. 5 is a fragmentary view similar' to Finire 1 illustrating a modification of cylin er construction.

Referring more particularly to the drawings, l1 designatesthe hase or cranlr case of an engine upon winch is mounted a plurality of vpower cylinders 12, 12th-'12. For each power cylinder there is provided a pumping cylinder, these cylinders being respectively rdesignated 13, ISL-13" and being,r of greater volume than the power cylinders. The power cylinders and pumping cylinders may he in any suitable mechanical relation but `it is at 'present considered preferable to arrange each pumping cylinder in axial alignment.v with-the power cylinder with whichjt is associated, as clearly shown in the drawings. This arrangement enables considerable sinn'ililicalion in the. manufacture and provides a compact. arrangement and also other advantaa'es which will he hereafter pointed out. lilith the avial alignment ot the power and pumping' cylinders, the pumpingr cylinder will preterahly he of greater diameter 'than the power cylinder, as indicated, so thatI the, ordinary type oi trunk piston 1-1 ol the power cylinders may operaie through the pumping cylinders and leave an annular Space of greater volume than the, swept volume ot the power cylinders. rlfhe pistons l5 of the pumpingV cylinders may be attachefhdirectly to or formed integral' with the power pistons and he opcrated by the same connecting rods 1G, which under certain circumstances opemte the power pistons. Each pumping cylinder is provided with an inlet port 17 controlled by a valve 1S, which admits air trom any suitable source, such as a manifold 18% The valves 18 may be ol'- any suit-able type, though at the present time revoluhle valves of the type shown are considered preferable. llach power cylinder is provided adjacent its lower end with an exhaust port 19, which may he bridged as desired. An exhaust valve 2O is provided close to the port of cach cylinder. These valves may be oi? any suitable type though at present the revoluble valve is considered preferable. The air inlet and exhaust valves 2O ot the various cylinders may be arranged in alignment and have a common operating means, as shown, but il other types of valve are used the same result may be obtained by appropriate mechanism. Each power cylinder is provided With an air inlet port 2l controlled by a valve.' In the form illustrated in Figures 1 and 2, the port is located at the top of the Cylinder and the valve is designated. 9.2, while in the form shown in Figure 5 the inlet port is disposed at the bottom of the cylinder with its upper end slightly below the upper end of the exhaust port 19, after the manner well known in the construction ot ordinary two-cycle gasoline engines. ln this latter disposition ot' the port, the oiston 14 forms the valve controlling low through the port. Each pumping cylinder 13 is connected by a passage or conduit 23 with one of the power cylinders. iV ith the arrangement of cylinders illustrated, the connection is such that the pistons of connectcd pumping;r and power cylinders are working oppositely. so that when the piston ot a pumpiuue' cylinder has completed its connircssion stroke, the piston ot the power cylinder in connection with this pumping cylinder hasconipletcd its power stroke, as will be readily seen from Figure 1. lt will he obvious that the connection of the pumping and power cylinders depends upon the formation of the cranlr` shaft.

ln order to eil'ect the control ot air emission, as previously stated, the exhaiist valves 20 are provided with an adjustable driving connection in the enihmliment illustrated. lhis comprises a driving; rear 24 internally helically groovcd as at Q5. A helically toothed sleeve 2li is slidahly but irrevolubly mounted ou theI operating' sliatt 2.7 of the valves Qtlandmaybe held in any position in the length ot' the shaithy suitable means such as a controlling,r lever QQ engaging in a groove Q9 oi theslecve. In .order to' secure proper relation in the operation ol the valves 1S and Q0, the same may he driven from a coina mon source, tor example, by thenrrange- 'liti ment illustrated. rIhis arrangement comprises -a driving gear on one end of the series of valves 18 and a small pinion 31 at the opposite end of the series meshing with and driving the pinion 24. lVith the design of engi-ne illustrated, the air valve 18 'isfrevolved at engine speed and the exhaust valve at half engine speed, but it will be understood that with different forms of Ivalves or engines operating on diii'erent stroke-cycle' plans vthe speeds of valve Operation will :be altered.`

The operationo't' the device is as folcylinder 12s.

t0n 14;. of cylinder 12whieh is at the top ofy Assuming' the Vparts to he in the position shown in Figure 1 and the crank shaft of the engine to be rotated, the pistons 14 and lare forced upwardly, the piston 15 compressing any. air which is in the cylinder 13 through `the conduit 23 leading to the power At the same time, the pisl its'strloke, descends and, at the proper moment when substantially the Whole Volume ofthe power cylinderlQu is clear, the air riseSQio.a'point at which fuel will ign-ite.

,. lOn' thealp. strokeof pistony in cylinder 12,

thel ompressor piston connected `to it also rises and compresses air for delivery to the power Cyliiulrr 12. When the pressure and temperature*iu`\.cylinder 12 have reached suitableilegrecs,"tliat is, when the piston is-fatk the top of its stroke, fuel is admitted;` in any suitable manner and immediatelyignites, producing a very rapid eornbns-- tion or explosion with consequent rapidI rise of temperature and pressure in the cylinder.

This presi-nrc exerts itself to drive the 'piston ldown until the port l!) is uncovered, whereupi'inl the fluid escapes,through the port. At thc time the port uncovers, the `valve SBU'is positioned to permit escape of. thi` iras. 'lhisralve stays open until the piston roaches the cxtreme lower end of its stroke. The timing' of opening' of the port 'll is such that thc air from thc compressor cylimler admiitcil shortlyv after' theI cxhaust port la() is uncovered. with the rc- 1suit that the fresh air ,which has been compressed in the conduit Q3 rushes into the,y power cylinder and drives out the burnt gas.

If the valve 9.0 closes at exactly the time the piston reaches the bottom of its stroke,

such a quantity of air will be retained as is.

represented hy the full volume of the cylinder or nearly the whole Volume of air delivered by the eompres'ssor will be retained in the engine ,cylindein As the cou'iprcssor cylinder has greater volume than the power cylinder, there may he therefore a slight siiper-atmospherie pressure in the power cylinder before compression by upward movement of the piston commences. If, on the other hand, the valve 2() rtunains open at least until the pover piston rises to cover the port 19, it will be apparent that some of the airadmitted will he displaced hy the piston and forced out of the cylinder, so that compression will not commence at the beginning 0fv the up stroke, with the result that a lower ultimate compression pressure is obtained in the cylinder. Assuming for example that the volumes of the power land -compression cylinders are in the ratio of 1:11.25 and that the depth of the port 19 is one-seventh the depth ofthe cylinder and one-sixth the stroke of the piston, the following);v extremes of pressure conditions will he obser\-'ed;-lVith the valve Q0 closing at the extreme end of the-piston stroke, the initial pressure inthe cylinder will he '1.25 atmospheres, which on coinpletiouof the stroke would represent a pressure of 8.75 atmospheres,l (without. considering the increased pressuredue to increased ten'ipcrature), Ifl; on the other hand the valve Qi) does not close before the piston covers. the port 1S)7 there will be. an initial pressure in siX-seveuths. ofthe cylinder of 1.25 atmospheres, (without considcring` loss of pressure due` to equalization through the open valve). will therefore be a pressure of only i atmospheres (without eonsiilering the increase of pressure, due to increase ot temperature.) a matter of fact, if the valve 2li docs not close before the port lfl'is covered by the piston, there will be a very substantial drop in the initial pressure due to equalization through the open io'rt valve withA the outside pressure. Inrea ity, the pressure at the completion` lof the stroke would' he only a little in,K excess ofsix. atmospheres. VIt will thus heseen that by regulating'the time of closi.n,ej of the` valve S20( the difference in pressure of approximately `1.15 atmospheres j will result. ThenA the increase 1n pressure due to the increase in temperature arisii'ip; from conujiression is takeny into' account, it willbe seexrtllat there will be avery .marked dilerence in.compressioin When au engine is being;-startedjcoldor,-1srun1ung at low speed. there is a considerable,loss of coinpression heat. through the. @link-,ler "Walls,

.with a resulting,reduetionof pressure.

When an enginefgisrunning athigh speed., the cylinder' walls are much ,wai-mer, owing On ICompletion of the stroke thcre sov iii

tio the more frequent, compressions enfleie illosions, nucl there much less time during' euch eoiiipresfiing operation for .loss oi; lient, so that., startingl witl nir Charges equinos to voluuie and pregfsyure, the resulting pressure when operating ab high speed is inneh lgreater thun the resulting: pressui'ewhen op- [pressures unil teiniieiutiures ehtuineil upon .fill

comprension approach more nearly to the pieignitiou )Vu'ei-suies null temperatures ot high speed operation, in which e smaller quant-ity ot :iir is found ut theeou'niieneenient oi compression. This ineens that when running at low Speeds or when' Sturtingy u eohl engine thev conditions npproneh those olitaining when'the e'iifegine running' :it high speed. Under these oonilitioneV7 the engine will start verv easily und will operate nl, low Speeds with :veryv nearly the suine eiiieieney as. :it high speeds.Il

The proportionately' higher pressures thusohininul'ile at low speed 1 enables o linger innount of fuel .to he burnedlut low speed 'thun is possible iiiiliesel type engines :is ordinarily eonetriioteil, with the result that materially grenier power may he developed :it loiv oeil than hee heretofore 'been possihle lhis eii'eet .imports to en engine uoeor rug to this invention 'ieihility'o't rontrol, :in it enelilee'the power delivered to he veritil indepenflf-intlyof the speed.. rlie engine shoulil ne (l'esifgnetl so that when. oneruiingf; with the ni'uiinuui .fiueniity of nir Sui-li adequate for 'the Combustion olf the inexiinuin qnuntity ofuel that nur he (leuienileil hy lood oonilitiona ilusuining ery unil the Sleeve 2G slidleneil'ifuiue on the vulve shaft. 27, itwiil he oliserved thut, owingr to the .ielieul groove connection between the groin.' :nui the sleeve Q6, the sleeve will he eoinpelleil to partiel-ly rotate, the [Iii-ee tion of roliriion dependinguponwhether the sleeve is iiiovei-l into or .out ot* the geur, ,alle the Sleeve is irrevolulily oi'ineetml to the vulve she lit il?, it .follows that the vulve shuf; will receive ilie sinne -ifot-ntioii. llniler nervire roiulitions the geur 2lluin pi'isitive ilriv ing' eonnertioii with the engine iriiiihi ein: l., :is hure also ihn engine pistons.' lt there- 'loro l'ollou's that it the sleeve is yniovril either iii. or out, the relation orlliefi'ulves 2li to the p istoiis-uill ne ultereil. rlliis holils true when the engine if: ruiming', :is: the r1-enr Qlirnnnot ollei ils' speed relation `with the eriiiilc shaft. The result; therefore is tliiit the valves 2l) will .receive movement in :nl`

dition to that imported by the crank `slm-ift, so that they will. be Set uliearl of the crunk shaft or will receive motion oppor-ite to that l ot the e zink Shaft, so that, the;v will he Set' heel(` relatively to the Crank eliiift. Thisl lll setting ahead or heck of the vulves will 11e- ,enity in their covering; nucl rncoverine` the ports l?) .in different pieton positioiis, so f' that, the ports 19 will he Closed either when the piston is et the extreme.lower end ot' the-stroke or when it :is half covering; thi; ports or not until the ports ure eiiiireiv covered by the piston. Any suitelile enil conveniently disposed iueniisi may he pio vided to operate ihis sleeve-'hut fri "n pine 3Qv ticaly point; of view, it is :necessary that 'Fuel conditions are varied to renee hie-reuse in engine speed, the ineens for flete 'mining the quantity of air available for eoihp Sion should he eorresiondingly or' autor Molly-ope sited to cause the quantity et oir available "no he deereiseel es the .speed nereuees and vice versn. '.lhe fonctionnel the valves 18 nre olivionsly'to close theoWte l? and permit compression of :iii: "e pistons l5. fis the pistons 15 have pegno@ anni unveriolole connection with 'tlieferiinlit shaft, it is not necessary tohave :my ecljneb nient for the valves 18 :incl these may therei fore he directly and positively driven 'roin 95 the eravinlc 'shaft without any urljustu'ioniis..

lu fort, this iii highly desirable, es it ensures at erich stroke'tlie delivery oan ,ocoi'irntelv iiieesureil volume of air to u power Cylinder sind lleuven all Jhe adjustment to he umile in lli the amount of air retained in the power oviirulei'. Obviously, the vnlvesi 18"1iiiigiul he :nljustuhle to regulate the ernennt, of nir rlruwn in hy the pistons l5 'for Conuiressinn, hut this would introduce coijnplieutioiis unil mi) it i5 even possihle that the tvf'o adjustment-s niigglil. clusli in `the hands of :in ui'isliilleil, oi'iorutor. Flhe'size of ouch compression syl iiiiler will he proportionate to the size oii` lho power eyiinrliti to provide n Sullirien; "1 Superrlmrgo of air to folie eure ot the uin.\'iiiiuiii ilili'ereuee ol conditions 'for ivliielitlie engine is designen, Obviously, 'there nothing to Prevent `the valves. 18 heilig Seli lo close the ports 17 before the oudl in pince lill .ot :it the onli ot' the, suction sti-ohh. so that ihe compressioncylinders muy n iiie per-- ,iuiineut delivery ot nir heloiv their niixiiinon capacity. i

is previously stated., the nir inlet ports of the cylinders nre not uncovereil until tho pitonii have uncovered the efzlinunt ports. l). lhisiis obviously"neeesisury' mi, if the Viiir )erts opened hetero the exhaust ports, the l lun-nl: charges in the efilinilersi nouhl lionv "1 lhroiinh the nir ports in piuceo'if thhgiifngh the exhaust ports. The time olf uucovelii ol the uir ports is therefore set relatively to the uncovering' of the ertheust glorie, in Such :i nimmer us lo ensure that gue rireueuro iniv lthe "o yliiidei'i'A will be .below the pressure oft the ii'iooi'ning air. kThis' is effected' by .fii'opei' .setting .oftheinechanism operziting ot ignition tei'npei'ature olicompression `at 4'minimum engine spoed-and releasing in stirb-f.

thevalves22 Whe'ii'siioti are used or by the" l "proper positioning of the poifts 21 when they pistons 'n s in Fi'giire Iii-either crise the: `-iiicoiniiigif :iiiserves to drive o-iit.tlie"biirnt gzisesjaud. effect n ,thoi'oiigh scavengingor 410v cleaning-'ot the-"cylindersi #It-fis to be eie Footed .that a; small. iinoii'nt ofxairwill 'be `ost Vin this scavenging .operation but l this is token'into' consiefatinfin fixing'the rein-' the poweip and froo'inpiessioii cylinders h zts...beengilinstiated is en iiiizing'e mentotpi ing, itWillibeundei'stood that this is'pure)iii-metterei design." r

A0 'Having thus described'myfinyenltioii?what.

f l' c1ai`mis:-.

sion enginestooperntezit varying speeols consisting" 11i-.adjusting .the volume oi-4 air-- g5 ,ooinpiiessedfin such inverse t'ratio tothe rate of oinpi'ession fisio maintain coiistantignition vtei'npertiture's" iiiespeotive of variations' i of jengine'speed.

:2. A. .method of 'regulating iiigii "Cem-plee .SUSion engines tog operate at viyin'g'sp'eeds .fooiisisti'ig "inl -adjusting the volume' of nir,

" oompressedinsiioh inverse riitioto the rate otfoonipi-ession iis to mintain constant-igni-`V j tion temperatures irrespective of variations 5 'ofeiigine speed throughout a Wide range 'oij' engine speeds.'

tigri method ofjreguiatiiig high coi'iipres.- sion engines-gto operate at v iirying speeds "vconsistinglr .in delivering' :i deiiii'itefchai'ge 40 of xiii' tothe Working cylinder :init i'egiilatf. ing-'the proportion lof the `charge retiiineds for compression. in. such 'inverse ratio to, the

consisting in delivering a denite charge of air to-tlieyvoiking cylinder and iegiiiating .o'ftho pijoportionj of the' ohige retained' for.

ooi'npressioninjsueii inverseiato'to the rate of 'compression ne ttf-,maintain ignition temperatures 'constant 1i'i'espenti-ve of t engine us. 5. A method- 0iiguiatmg'iiigii,compres sion engi'iiestoppeizite @it vnryip] speeds -consisting ofinieoting 1n tlioinil'gizt 7iA h'ile. the'` connection betwe'eii' they compression .'cyiindersand the .engine l 'cope of the air from the cylin cycle si i 'siipejtrnospheioolio-rg0 of nii' iiidoipi'ioi' to` compression for'v development sequent cycles a portion. ofthe s iipe'iatmos- '-phei'ic cl'iarge of ali-rin the Working oy1i-iideiin 4s iioh iiiverseiatio to engine speedesto maintain constant' ignition @temperaturesf (i. method of iegn'ziting high compresf Speeds working foyiindeig compressing appone I in ateiy the entire air.. charge ntlririimumciiii'itge retained. for'Coiiipi-:ession when. the

speedfii'ieieiisesv and in siicii inverse ratio vtoV the speed increase iis to maintzina'pproxif Vinfiteiy constant pre-compression pressures .nndv temperatures. for all cycles ,of operation irrespective. of 'speed V"vaiiations'- pression eng widely varying-speeds, consisting in joliiirging theworking c yi'indei7 for each cycle of j operationy with :i [volume oir v:iir 'greate'irfzit atrnos keria-pressure .tian' the 4volume of .theoy i nder compressing, approiniately the. -full a'ir' charge aitminimum .speeds ofrot'ef -tioi'lvandreducing thequntityfdf air ooin' pressedv for increased speeds midst() efdegiee so proportioned with ieSpeQttotiie Speed' 4"in'rense' .as to. maintainv approximately con! .stiint pieJeom 'ressioii pressure and 'tenif peinture' -`conditions. irrespectiveof enginespeeds. v 8. A.

sisting in oh'nrg'ing afwerking -eyiindeig for eiieh cycle. of operation, with a voi-lime 'o aii greater at -atmos herio inetho'd'o o' eij'tiiig high compres. `sion' engines' 4:it wide y.' varyingv speeds, Aoonv pressure. than -f the volume of the cy inderan'd reiiiatinfgfes compression sind in -su'ohl ireet'retio 'with .respect to'. variations -ofengine speedthatasx the speed ofthe engine Vai-iesvth'equantity vof air retained for compression is'geiso ve.-

irrespective fof engine speed,

In vWitness whereof, I eve :my hand".

er prior to- :los

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