US2082078A - Internal combustion engine - Google Patents

Description

June 1, 1937. c Q QTTQSON 2,082,078

INTERNAL COMBUSTION ENGI NE Filed July 15, 1935 4 Sheets-Sheet 1 -4-l-- v z I 7 I z? I 'l I f, v e g g INVENTOR CZZI'Z g; fimswd,

7 ATTORNEY June 1, 1937. QTTOSON 2,082,078

INTERNAL COMBUSTION ENGI NE BY 7 ATTORNEY June 1, 1937. c. c. OTTOSON 2,032,078

INTERNAL COMBUSTION ENGINE Filed July 15, 1935 4 SheetsSheet s 0 I? 30 40 3? J; 11 ,y z; 17 S -L J/ 30 o"? f f /-3/ 47 INVENTOR darl 6'. fllios'ow,

BY $7,} ATTORNEY June 1,1931. c. c. OTTOSQN 7 2,082,078

' INTERNAL COMBUSTION ENGINE I Filed July 15, 1953 4 Sheets-Sheet 4 a n Z? N l/ 7////////fl INVENTOR 2116: 03710,

W ORNEY Patented June 1 1937 UNITED STATES amen PATENT OFFICE This invention relates to improvements in internal combustion engines; and the invention has reference, more particularly, to a novel construction of low weight, high speed internal combustion engine of the four cycle type adapted to operate on either gasoline or on low grade fuels, such as light furnace oils, light distillatesr etc. This invention has for its general object to provide a novel construction of four cycle internal combustion engine having a two-step piston, comprising upper and lower sections respectively reciprocating. in corresponding upper and lower cylinder sections or chambers, together with a novel valve arrangement whereby air admission is controlled, and timed to the firing chamber during proper OYOIGSLOI piston movement is attained for scavengin'gand cooling effects and for producinga-combustible fuel 'mixture of high eiiiciency.

.Other and more specific objects of this invention, not at this time more particularly enumerated, will be understood from the following detailed description of the same.

An illustrative embodiment of-this invention is shown in the accompanying drawings, in which:

Fig. 1 is a side elevation of an internal combustion engine according to this invention, the

lower part of the crank-case and parts of the gear housing being removed; Fig. 2 is a transverse vertical section, taken on line 22 in Fig. 1.

Figs. 3, 4, 5 and 6 are respectively diagrammatic or schematic views illustrating the piston and valve operation of the engine during the several cycles of piston 'movement.

Fig. 7 is a fragmentary transverse vertical section illustrating a modified form of piston air bypass valve and actuating means therefor.

Similar characters of reference are employed in the abovedescribed views,ftoindicate corresponding parts.'

To simplify illustration the principles of this invention are shown in the above described views as embodied in a single cylinder engine, butyitj will be understood that novel arrangements and constructions are equally applicable to engines of the multi-cylinder type;

Referring tosaiddrawings, the reference character Ill indicates the cylinderblock which is bored to provide an upper or firing chamber section II and a lower or air chamber section l2, the latter of enlarged diameter comparative ,to the former. Suitably secured to the upper end of the cylinder block I is a cylinder head l3.

delivery oi. admitted air erably .of the poppet type. i-

Suitably secured to the lower end of the cylinder block III is a crank casing I4, in which is iournaled a crank-shaft l5.

Connected with the cylinder block it for communication with the a "chamber section 12 is a valve housing l6, thesame having an exteriorly openingair admission port "through which "is admitted air forscavenging and cooling effects, and which, for purposes of distinction from other air admission means, will referred to as the primary air port. At the inner end of said primary airport ll isprovided a valve seat 18 to receivea primary air valve I 9, preferably of the poppet-type; i. e. spring-urged to a normally closed position; Also connected with the cylinder block ill for communication with the air chamber section I! is a valve, housing 20,'the same having an air admission port 2| through which air is admitted I for fuel admixture purposes, and which, for pur- 20 poses ofdistinction from said scavenging-"and cooling air admission port i 1, will be hereinafter referred to as the secondary air port. At the inner end of said secondary air port 2i is provided a valve seat ,22 to receive a secondary air valve 23, which is also preferably of the poppet type, i. e. spring-urged to a normally closed position. Connected with. the outer end of said secondary air port 2| is an intake duct 24 provided in the passage thereof with a manipulatable control or throttle valve 25 for varying at will the volume of air admitted through the secondary air port 2| upon opening of the valve 23 Connected with the cylinder head l3 for .communication with the firing chamber section. II is a valve housing 26, the same having an outwardly opening exhaust port 21. At the inner end of said-exhaust port 21 is provided a valve seat 28 to receive an exhaust valve 29-, which-is prefspring-urged to normallyclosed position. Arranged for reciprocation within the. cylinder block lilis a-two-step piston, comprising an up per section 30 movable in the firing chamber =4 section ll and a lower section 3| movable in the i air chamber-section l2. The upper section-30 and lower section of the piston are suitably constructed and assembled together so as to provid'e intermediate air by, -pas s or transierpas--.- sage 32 which, at its lower a with the interior of said air chamber section l2 end, communicates of the cylinder block -l0 ,'and which, at its upper end,- communicates with an air delivery port 33 in the top of the upper piston section leading into I be hereinafter 10 r the firing chamber section II of the cylinder block. At the discharge side of said air delivery port 33 is a valve seat 34 to receive an air delivery valve 33, which is preferably of the poppet type, i. e. spring-urged to normally closed position. The stem 33 of said air-delivery valve 33 is slidably mounted in a guide bushing 31 to project into the hollow open lower end portion 33 of the piston so as to terminate above the location of a wrist-pin 33 diametrically extending across the piston.

The piston is operatively connected with the crank portion l3 of the crankshaft l3 by a connecting rod or pitman 43, the upper end or knuckle 43' of which is pivotally engaged with the piston wrist-pin 33. Means are provided for efl'ecting opening movement of the air delivery valve'33 during up-rnoving cycles of the piston operation. In one form, as shown more particularly in Fig. 2 of the drawings, this means comprises a lift-lever 4| which is pivotally connected to the interior side wall of the piston to extend transversely beneath and in engagement with the lower end of the air delivery valve stem 33. Connected with the knuckle 43' of the connecting rod or pitman 43 is arocker-arm 42 adapted to be oscillated by certain movements of the latter to impart up-swinging movement to said lift-lever 4| for transmission to said valve stem 33 whereby the air delivery valve 33 is caused to open during up-moving cycles of the piston operation.

Suitably journaled in bearing, supports 43, as provided for example in connection with .the crank-casing I4, is a camshaft 44 adapted to be driven from the crank-shaft "in properly timed relation by transmission gearing 43. Fixed on said cam-shaft 44 is aprimary air valve actuating cam 43, a secondary air valve actuating cam 41 and an exhaust valve actuating cam 43. Slidable in a-guide 43 is a lift-piece 33 having a foot portion 3| engageable by the primary air valve actuating cam 43; said lift-piece 33 is suitably coupled with the stem 32 of said primary air valve i3. Slidable in a similar guide 33 is a liftpiece 34 having a foot portion 33 engageable by the secondary air. valve actuating cam 41; said lift-piece 34 is suitably coupled with the stem 33 of said secondary air valve 23.

The exhaust valve 23 is provided with an outwardly extending exteriorly projecting stem 31, slidable in a guide bushing 33 afllxed through a wall of the valve housing 23. Pivotally mounted in connection with a fulcrum post 33 secured exteriorly to the valve housing 23 is a rocker-arm 30, one branch of which operatively engages the exhaust valve stem 31. Slidable in a guide 3| is a lift-piece 32 having a foot portion 33 engageable by the exhaust valve actuating cam 43. Said liftpiece 32 is connected with the branch of said rocker-arm 33 by means of a link-rod 34.

Connected with the cylinder head 13 to communicate with the firing chamber section II of the cylinder block I3 is a liquid fuel injector'or spray nozzle 33. Timed delivery of liquid fuel into the firing chamber section II through said injector or spray nozzle 33 is effected by any suitable form of fuel pump mechanism. Preferably the fuel pump mechanism includes a regulator means for more or less automatically regulating the quantum of liquid fuel charge delivered into the firing chamber section in accordance with varying conditions of engine operation. Illustrative of one arrangement of fuel pump means and regulator therefor, a housing 33 is suitably mounted on a supporting bracket 31 connected aoaaove with the upper section of the crank-casing I4. Journaled in connection with this housing is a shaft 33 adapted to be driven from the crankshaft l3, in proper timed relation thereto, by transmission gearing 33. Aflixed upon and rotated by the shaft 33 is a fuel pump actuating cam 10. Connected with said housing, is a fuel pump casing II having a pump bore 'I2 in which is slidably movable a spring retracted pump plunger I3 having an external thrust head 14 to cooperate with said actuating cam I3. At the intake end of said pump bore I2 is coupling means I3 and an inwardly opening check-valve I3. A liquid fuel supply conduit 'I'I, leading from any suitable fuel storage reservoir or like source of supply, is connected with said coupling means 13 and through said inwardly opening check-valve 13 in communication with the pump bore I2. Said pump casing II is provided with a fuel discharge port I3, cooperative with which is an outwardly opening check-valve I9. Coupled in communication with said discharge port 13, by any suitable coupling means, is a fuel delivery conduit 30 which extends to and is coupled with the injector or spray nozzle 33 so as to deliver the fuel charges thereto. Illustrative of the pump regulator means, there is provided in connection with the housing 33 a diaphragm casing 8i, the interior of which is divided a flexible diaphragm 32 into a lower atmospheric pressure chamber 33 beneath the diaphragm, the wall of which is provided with a port 34 open to the atmosphere, and an upper vacuum or low pressure chamber'33 above the diaphragm, which is connected, through a conduit 33, in communication with the air intake duct 24 at a point intermediate the intake side of the secondary air valve 23 and the manipulatable' control or throt tle valve 23 for purposes to be subsequently set forth. Connected with the center of said diaphragm 32 is a plunger rod comprising an upper section 31 slidably movable in a guide bushing 33 which is carried by an adjusting member 33 threaded to a neck 93 of the diaphragm casing 3|. I

A pressure spring 9| is arranged about the upper section 31 of said plunger rod'between the diaphragm 32 and said adjusting member, and is adapted to exert a tenslonal downward thrust upon the diaphragm and plunger rod. Said plunger rod further comprises a lower section 32 slidably movable in a guideway 33 provided in connection with the wall of the housing 33, whereby the lower end of said plunger rod section 92 enters the interior of said housing 33. Pivotally connected with the extremity of said plunger rod section 192 is an adjusting wedge 34 which lies intermediate the pump actuating cam 10 and pump plunger thrust head I4.

In operation, the engine is designed to effect a four stroke cycle of piston movement, which may be briefly characterized as follows:- The first stroke constitutes the power and scavenging air intake piston stroke; the second stroke constitutes the exhaust and scavenging and cooling air stroke; the third stroke constitutes, the vacuum, fuel injection and measured fuel air constituent stroke; and the fourth stroke constitutes the compression and fuel and air mixing stroke.

The operations during each pistonstroke, and the working of the engine valve system in accordance therewith, will now be successively described, and will be best understood by reference to the schematic views shown in Figs. 3 to Get the drawings.

First stroke-Assuming that the firing chamber section II is filled with a combustible fuel mixture, which has been compressed preparatory to firing, the upper and lower piston sections 30 and 3| are disposed at top positions in their,

respective cylinder sections 'II and I2, during which piston position the measured or secondary air valve 23, the exhaust valve 29 and air delivery valve 35 are closed, with the primary air valve l9 beginning to open (see Fig. 3). Under these conditions the compressed fuel charge is fired by any suitable ignition means, such e. g. as the commonly used electrical ignition spark plug 95. Upon firing of the charge, the piston is driven downward on its power stroke, the respective piston sections 30 and 3| descending respectively in the cylinder chambers II and I2. As this piston movement takes place, the primary air valve I 9 is timed to open, whereby descent of the piston section 3| draws .through the air admission port I! and into the cylinder air chamber I2 a full unrestricted volume of cool air. By the time'the piston completes its downward stroke and reaches bottom center position, the primary air valve I9 closes again. 'It will thus be seen that. a cool aircharge istrapped in the cylinder air chamber I2 ready to be transferred through the transfer passages of the upper piston section 30 and air delivery valve 35 into the firing chamber I I during the next stroke of piston movement, and therein employed for scavenging and cooling effect as will hereafter appear. The capacity of the cylinder air chamber I2 is equal to and may be slightly greater than the upper piston displacement capacity of the firing chamber I. It will be noted that on the downward stroke of the piston, the

pitman 40 will swing to the right, and consequently the rocker-arm 42 will swing downwardly and away from the lift-lever 4|, so that no movement is imparted to the latter or to the air delive ery valve 35 actuatable thereby and therefore said valve 35 remains closed.

Second stroke.-At the end of the downward movement or power stroke of piston operation, the cylinder firing chamber Ills filled with spent or burned gases resulting from combustion of the fuel mixture charge, and the cylinder air chamber I2 is filled with a full or maximum charge of cool air. As upward movement of the piston begins, the exhaust valve 29 is timed to open, and as the pitman 40 swings to the left, the rocker-arm 32 will swing upwardly against the lift-lever I so that, as the piston moves upward, the lift-lever 3| will be upswung to thereby lift the air delivery valve 35 and thereby open the air delivery port 33 in the piston top during the rising movement of the piston. By virtue of the positions of their controlling actuating earns, the primary air valve I3 and secondary air valve 23 remain closedduring the second stroke of piston movement. With the exhaust valve 29 and air delivery valve 35 opened, as the piston rises, its lower section 3| moving upwardly in the cylinder air chamber I2,

drives the air previously indrawn and trapped therein, upwardly through the by-pass or transfer passages 32 of the upper piston section 3|! and through the open port 33 of the latter into the cylinder firing chamber The cool air is thus caused to sweep through the cylinder firing chamber so as to'both drive out through the open exhaust valve 29 the spent or burned gases, while at the same time functioning to reduce the'temperature of the piston and the cylinder walls. It will thus be obvious that a very thorough scavenging of the firing chamber is effected, and that the heat resulting from combustion of the fuel mixture charge is quickly and efilciently dissipated.

Third stroke.-At the end of the upward movement or scavenging stroke of piston operation, the piston sections 33-3I arrive at top center of their strokes in the respective cylinder chambers I I and I2, and again are ready for descent. By the time the pistons are thus positioned, the valve control mechanism has operated to close the exhaust valve 29 and the piston air delivery valve 35, while the primary air valve I3 remains closed. As the piston starts downward, the secondary air valve 23 is timed to open. The downward movement of the upper piston section causes the same to produce a very low pressure (or vacuum) in the cylinder firing chamber II, which reaches a maximum by the time the piston arrives at bottom center. During the latter part of this downward piston stroke, the injection of liquid fuel through the injector or spray nozzle 55 takes place; the fuel being delivered by the forcing stroke of the pump plunger 13 under the action of the cam I0,

which is timed to operatively engage the pump plunger during this period. The downward movement of the lower piston section 3| in the cylinder air chamber l2 during this downward piston stroke, draws into said cylinder air chamber I2 a measured charge of air to be utilized as a constituent of the ultimate fuel mixture. The volume of this fuel mixture air constituent is subject to variation by manipulation of the throttle valve 25; a maximum volume being attained at full open throttle, which may be decreased in proportion to degree of throttle closing down to a minimum volume when the throttle is closed.

Fourth stroke.Before the piston passes bottom center position, the air valve 23 closes, and as the piston passes bottom center position (the valves I9, 23 and 29 being and remaining closed) the pitman 40 swings to the left and again carries the rocker-arm 42 into up-swinglng engagement with the lift-lever II, so that as the piston moves upward, said lift-lever will raise and open the air delivery valve 35. The rising of the lower piston section 3| in the cylinder air chamber I2 drives the measured volume of air indrawn and trapped therein upwardly through the by-pass or transfer passages 32 of theupper piston section 30 and through the open port 33 into the cylinder firing chamber wherein the thus delivered measured volume of air is mixed with the previously entered'liquid fuel constituent to form the ultimate charge of combustible fuel mixture, which is at the same time compressed preparatory to firing by the rising of the upper piston section 30 in the firing chamber II. By the time the piston reaches top center position, the air delivery valve 35 again. closes, compression of the fuel mixture is completed, and repetition of the four strokes of the cycle of operation ensues. As the measured volume of air is delivered into the firing chamber II a high degree of turbulence will be induced, due to the difference in pressure in the upper and lower cylinder chambers. This turbulence will be further augmented by the upward movement of the lower piston section 3|, and consequently a very thorough intermixing of air and fuel constituents will result. About the time the pistons have reached approximately halfway on their upward stroke, or when an atmospheric equilibrium has been established in both cylinder chambers, compression of the fuel mixture charge begins.

By manipulating the throttle 25 the volume. of air to serve as a fuel mixture constituent may be varied, and the fuel pump regulator will be actuated to effect a proportionate variation of the quantum of liquid fuel delivered by the pump.

, This latter efiect is obtained as follows: With the throttle 25 full open, there is a minimum of restriction to air admission into and through the intake duct 24 under the downward induction stroke of the lower piston section 3|, which occurs during the third cycle, and consequently the pressure within low pressure chamber 85 above the diaphragm of the pump regulator is substantially thatof the atmosphere and therefore equal to the pressure in chamber 89 below the diaphragm. Under these conditions, the spring 9! exerts a downward thrust upon the plunger rod 81-92, which lowers the adjusting wedge 94 so that its maximum effective thickness is interposed between the pump plunger thrust head 14 and the actuating cam 10, and consequently the full effective stroke of the latter is exerted upon the pump plunger 13 to cause delivery of a maximum charge of liquid fuel through the conduit 90 to the injector or spray nozzle 65. When, however, the throttle 25 is moved toward closed position, the resultant restriction upon air admission into and through the'intake duct 24 under the induction stroke of the lower piston section 3|, tends to reduce pressure in the low pressure chamber 85 through the communicating conduit 85, and consequently the unbalancing of pressure conditions upon opposite sides of the diaphragm 92, with high or atmospheric pressure effective upon the under side of the latter, tends to raise the diaphragm and plunger 8192 against the tension of spring 9|. This upward movement of the plunger 81-92 withdraws the adjusting wedge 94 so that a portion of reduced thickness is interposed between the pump plunger thrust head I4 and the actuating cam 10. As a consequence of this there is set up lost motion between the cam and the pump plunger which reduces the effective stroke of the latter, and thereby reduces the volume of liquid fuel delivered through the conduit to the injector or spray nozzle 55. It will thus be understood that the volume of fuel mixture is capable of being automatically varied, accordingly as desirable under varying engine operating conditions, by manipulating the throttle 25 which is effective both to reduce the volume of air and liquid fuel constituents of the ultimate fuel mixture charge delivered at any given time to the cylinder firing chamber.

From the above description it will be under-- stood, that a novel internal combustion engine is provided, which operates on a four cycle principle, so as to use an internal flux of cool airfor both scavenging and engine cooling effects, and which at the same time ,is adapted to provide an effective mode of operation as to fuel charge formation, control and compression, which is adaptableto almost anytype of fuel mixture, but which is especially advantageous in connection with fuels of the heavier grades.

Referring now to Fig. 7 of the drawings, there is shown therein a modified form of mechanism for actuating the piston air delivery valve 35. In this modified arrangement, instead of the pivoted lift-lever 4| androcker-arm 42 carried by the pitman 49, there is mounted within the interior of the lower piston section 3| a vertically movable slotted cross-head having an upwardly extending yoke 91, which straddles the pitman knuckle 40', and the sides of which are slotted as at 98, to straddle the wrist-pin 39. The upper end of this yoke 91 bears on the lower end of the stem 36 of the delivery valve 35. Said cross-head 96 is provided at its lower margins with lift-cam members 99. Mounted on the pitman 40, below the cross-head 96 are rollers I00 which operatively engage said lift-cam members during certain phases of the pitman oscillation, viz. when the pitman 40 swings to the left, the rollers I00 operatively move toward and engage the lift-cam members 99 to impart a rising movement to the cross-head 96, which is in turn transmitted to the air delivery valve stem 36 thereby lifting and opening the valve 35 relative to the port 33 in the top of the upper piston section. These operations occur during the second and fourth strokes of the cycle during upward movement of the piston. During the first and third strokes of the cycle of piston movement, which accord with descending motion of the piston, the pitman oscillates to the right, so that the rollers I00 are carried'away from the lift-cam members and consequently no lifting motion is imparted to the cross-head 96 and the air delivery valve 35 remains closed during these cycles. In this modified arrangement, the upper and lower piston sections are shown as cast in an integral piston structure, suitably cored to provide the air bypass or transfer passages 32 leading from the cylinder air chamber I2 to the port 33.

I am aware that various changes may be made in the above described constructions and many apparently widely different embodiments of this invention could be made without departing from the scope thereof as defined in the following claims. It is therefore intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

1. In an internal combustion engine of the four cycle type having a cylinder formed to provide an upper firing chamber and a lower air chamber with means to deliver a fuel charge to said firing chamber and a two step piston reciprocable in said cylinder chambers, a timed air admission means communicating with said air chamber adapted to admit air for scavenging purposes, a second timed variable capacity air admission means for admitting a measured quantity of air into said air chamber for use as a fuel mixture constituent, said piston having a port at its upper end to communicate with said firing chamber and passages leading to said port from said air chamber, and a piston pitman actuated timed valve means for said port.

municate with said firing chamber and passages leading to said port from said air chamber, a timed valve means for saidport, a fuel pump means for injecting a combustible fuel constituent into said firing chamber, and means cooperative with said second air admission means .adapted to automatically modify the fuelpump operation for maintaining a proportional relationship between the combustible fuel and air constituents of the delivered fuel mixture.

3. In an internal combustion engine of the four cycle type having a cylinder formed to provide an upper firing chamber and a lower air chamber with means to deliver a fuel charge to said firing chamber and a two step. piston reciprocable in said cylinder chamber, an air intake means communicating with said air chamber, a valve to close said air intake means, timed means to open 1 said valve during the descending power stroke of said piston for the intake into said air chamber ofxair for scavenging purposes, a second air intake means also communicating with said chamber, a second valve to close said second air intake means, regulatable means for governing the volume of air admissible through said second air intake means, timed means to open said second valve during the succeeding descending stroke of said piston for the intake of a measured quantity of air for use as a'fuel mixture constituent, said piston having a port at its upper end to communicate with said firing chamber and passages leading to said port from said air chamber, and a timed valve means for said port.

4. In an internal combustion engine of the four cycle type having a cylinder formed to provide an upper firing chamber and a lower air chamber and a two step piston reciprocable in said cylinder chambers, an air intake means communieating with said air chamber, a valve to close said air intake means, timed means to open said valve during the descending power stroke of said piston for the intake .into said air-chamber of air for scavenging purposes, a second variable capacity air intake means also communicating with said air chamber, a second valve to close said second air intake means, timed means to open said second valve during the succeeding descending stroke of said piston for the intake of a measured quantity of air for use as a fuel mixture'constituent, said piston having a port at its upper end to communicate with said firing chamber and passages leading to said port from said air chamber, a timed valve means for said port, a fuel pump means for injecting a combustible fuel constituent into said firing chamber, and means cooperative with said' second air intake means adapted to automatically modify the fuel pump operation for maintaining a proportional relationship between the combustible fuel and air constituents of the delivered fuel mixture.

5. In an internal combustion engine of the four cycle type having a cylinder formed, to provide an upper firing chamber and a lower air chamber and a two step piston reciprocable in said cylinder chambers, a timed air admission means communicating with said air' chamber adapted to admit a maximum volume of air for scavenging purposes, a second variable "capacity timed air admission means for admitting a variable volume of air into said air chamber for use as a fuel mixture constituent, said piston having a port at its upper end to communicate with said firing chamber and passages leading to said port from said air chamber, a timed valve means for said port, a fuel pump having a reciprocable plunger, means for reciprocating said plunger, and means responsive to variation of air volume through said second air admission means for likewise varying the effective stroke of said fuel pump plunger.

6. In an internal combustion engine of the four cycle typehaving a cylinder formed to provide an upper firing chamber and a lower air chamber and a two-step piston reciprocable in said cylinder chambers, a timed variable capacity air admission for admitting a variable volume of air into said air chamber for use as a fuel mixture .constituent, said piston having a port at its upper end to communicate with said firing chamber and passages leading to said port from said air chamber, a timed valve means for said port, a fuel pump having a reciprocable plunger,

means for reciprocating said plunger, means responsive to variation of air volume through said second air admission means for likewise varying the effective stroke of said fuel pump plunger, said latter means comprising an enclosed diaphragm having a chamber on one side open to atmosphere and a chamber on the opposite side in communication with said second admission means, and means controlled by movements of said diaphragm for cooperation with said fuel pump plunger and its reciprocating means for the purposes mentioned.

7. In an internal combustion engine, a timed variable capacity air admission means for delivcry of a variable volume of air for use as a fuel mixture-constituent for admission with fuel to the engine firing chamber, a fuel pump means for injecting a combustible fuel constituent into said firing chamber, and means cooperative with said air admission means adapted to automatically modify the fuel pump operation for maintaining a proportional relationship between the combustible fuel and air constituents of the delivered fuel mixture. s

8. In an internal combustion engine, a timed variable capacity air admission means for delivery of a variable volume of air for use as a fuel mixture constituent for admission with fuel to the engine firing chamber, a fuel pump having a reciprocable plunger, means for reciprocating said plunger, and means responsive to variation of air volume admitted'through said air admission means for proportionally varying the effective stroke of said fuel pump plunger.

9. In an internal combustion engine, a timed variable capacity air admission means for delivery of a variable volume of air for use as a fuel mixture constituent for admission with fuel to the engine firing chamber, a fuel pump having a reciprocable plunger, means for reciprocating said plunger, means responsive to variation of air volume admitted through said air admission means for proportionally varying the effective

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