US2087619A - Automotive internal combustion engine - Google Patents

Description

July 20, 1937.

F. HOWARD 2,087,619

AUTOMOTIVE INTERNAL COMBUSTION ENGINE Filed Aug. 4, 1933 6 Sheets-Sheet 1 July 20, 1937. F. A. HOWARD 2,087,619

AUTOMOTIVE INTERNAL COMBUSTION ENGINE Filed Aug. 4, 1933 6 Sheets-Sheet 2 July 20, 1937. F. A. HOWARD AUTOMOTIVE INTERNALGOMBUSTION EIEIGINE' Filed Aug. 4, 1933 6 Sheets-Sheet 3 3 N% QWmw w Ms N 4 July 20, 1937. A H WARD 2,087,619

AUTOMOTIVE INTERNAL COMBUSTION ENGINE Filed Aug. 4, 1955 6 Sheets-Sheet 4 July 20, 1937. F. A. HOWARD 2,087,619

AUTOMOTIVE INTERNAL COMBUSTION ENGINE F iled Aug. 4; 1935 6 Sheets-Sheet 5 July 20, 1937. F. A. HOWARD V AUTOMOTIVE INTERNAL COMBUSTION ENGINE Filed Aug. 4, 1933 so E m9 MMW .H W\ wax o M \NMV f 4 Q 0 mm OR 0 wQ WQ a AWMW \Q w wl 0 I M ,3, h\\ w? haw QwN

Patented July 20, 1937' UNiTED STATES PATENT OFFlCE AUTOMOTIVE INTERNAL COMBUSTION 4 ENGINE My invention relates to improvements in internal combustion engines especially suitable for motor vehicle propulsion. This application is a r division in part and continuation in part of my. previously filed application Serial No. 650,018, filed January 3,,1933, entitled Gyral engine. The invention will be fully understood from the following description taken in connection-with the accompanyingdrawings in which I have illustrated the engine itself and-also the preferred arrangement of the engine in combinationwith' a vehicle chassis.

In these drawingsa Fig. 1 is a longitudinal vertical sectional view through a single cylinder engine, and Fig. 1a is a cross section through the combustion chamber of the engine taken along the line Irv-Ia of Fig. 1;

Fig. 2 is a transverse sectional view taken along the line IIII of Fi 1;

Fig. 3 is a longitudinal sectional view of a complete automotive internal combustion engine showing amultiple cylinder engine;

4 is an enlarged longitudinal sectional view of the engine of Fig. 3. drawn on the same scale :5 as Figs. 1 and 2 and taken through the radial working and charge compression cylinders of the automotive internal combustion engine of Fig. 3; Fig. Sis an enlarged sectional view taken along the line V- -V of Fig. 3, showing the blower construction;

Fig. 6 is an enlarged fragmentary perspective View of the blower arm and its rock-shaft;

- Fig. 7 is ardiagrammatic layout of the control system for the engine;

Fig. 7a is a transverse. sectional view through the fuel jet of the carbureter showing the arrangement for use of a supplementary water Jet,

Referring particularly to the single cylinderconstruction shown in Figs. 1 and 2, reference numeral l designates the crankcase which is of the usual form. The cylinder 2 associated with the crankcase is of water cooled two-cycle design. The ,cylinder 2- is provided with a pair of inlet ports 3 'on one side of the cylinder and with a pair of exhaust ports 4 on the opposite side of the cylinder. lhis construction provides for large port areas withfdur lands between the ports. The cylinder 2 is provided with a piston 5 which is rotatably connected to a crankpin to be later described; A combustion chamber 6 is provided at the top of cylinder 2 and is of crescent form and partlyoflset as shown in Figs. 1 and 1a. The

and charge admission valve 8.1

. a crankshaft 22.

combustion chamber 6 receives a spark plug 1 Charge admission valve The charge admission valve 8 is made up of four main parts as follows: First, a body 9 of the size of a spark plug shell is screwed intoa thread- 5 ed hole in the cylinder 2, in the same manner as a spark plug; second, a poppet type valve I0 is ,to the cylinder by the valve l0 reaches the cavity in the valve body 9 through a drilled passage M in the cylinder casting 2. The passage l4 extends the length of the cylinder 2 and passes through the wall dividing the two exhaust ports I. The valve body 9 is grooved externally at i 5 opposite the end ofthe passage 14. A plurality of holes 16 through the body 9 deliver the charge from the groove l5 into the cavity of the body 9 back of the head of the valve l0. By virtue of its small size the valve I0 is capable of operation at very high speeds. The valve l0 is constructed with a seating area large in proportion to its free area as shown in Fig. 1 and therefore remains open under pressure less than the pressure required to open the ,valve initially. For example, the valve l0 may be loaded to open under a pressure difierence of two atmospheres and with a seat area greater than its free area the valve will remain open until the pressure difference drops below one atmosphere.

Charge compressor On the open side of the crankcase I there is mounted a charge compression cylinder l8 of a displacementivery much smaller than that of the working cylinder .2. The compressor l8 has a piston I9 which is driven through a connecting rod 20 by means of an eccentric 2| mounted on The eccentric 2| is set ahead of the'crankpin 25, for example more or less, the exact 'settingbeing adjustable by loosening ca'p screws 2&which latter pass through arcuate slots in a driving flange 21 keyed to the crankshaft 22. The compressor I8 is provided with a delivery port 28 which opens directly intm the passage M in the cylinder casting 2. By means of this arrangement the volume ofthe delivery passages baek oi the valve 8 may be kept to a small fraction 0? the'displacement of the compressor, and the charge admission valve -8 becomes the outlet valve of the compressor,

still permitting the compressor [8 to operate at fair volumetric efiiciency. The compressor l8 has a head 29 which is seated in the compressor cylinder on a conical seat 30 having-spaced packing grooves 3|. A hard packing or ring gasket is used in the inner groove and a soft packing in the outer groove so that upon forcing the head 29 to its seat by a ring nut 32 there will be formed a pressure-tight seal on the inner packing. The outer packing is sufliciently tight to prevent infiltration of air during the suction stroke. This latter requirement arises from the use of the head as a suction connection-by drill-v ing the head horizontally at 34 to communicate with an inlet port 35. An inlet valve is .provided for closing the port 35 and consists of a fiat spring or reed 3B which is disposed in a recess in the inner face of the head 29 and is secured at its extremity by a screw as illustrated in Fig. 1. minimum the clearance volume within the compressor cylinder I8. It is possible for the piston l9 to practicallycontact the fiat innerface of the head 29 at its upper position. The head 29 may be notched to register with the outlet port 28 and slightly increase the delivery port area at the top of the stroke of the piston l9. These details of construction are described as indicative of the necessity of avoiding unnecessary clearance volume in the compressor, which, although al- 7 ways good practice, becomes of especial importance and difliculty in the present design in which the outlet valve 8 of the compressor is located at some distance from thecompressor head 29 as required for its double functioning as acharge admission valve and a compressor outlet valve. The inlet passage 34 of the compressor head 29 registers with a suction passage .38 connected Air blower 0n the side of the crankcase l opposite the compressor l8 there is located a blower of the type described in my previously filed application Serial No. 650,018, filed January 3, 1933, entitled Gyral engine", which supplies air for scavenging, internal cooling and for combustion. The

blowercomprises' a housing 42 and two moving parts in addition to the crankshaft 22, namely a gyror 43 and a rockshaft 44. The housing 42 comprises. a cylindrical casing having a connected through the housing 42 from one face of the hous-' ing-to the other and serves as a bearing for the rockshaft 44. The rockshaft 44 is slotted in its center at 49 to form a slide bearing and seal for an arm 59 of the gyror 43, and'the sleeve 48 is likewise slotted with a wider slot 52 of the same length to permit of the passage and oscillation of the gyror arm 50. The gyror arm 59. is carried' by a drum shaped gyror 43 which is the displacing member of the blower. The side faces.52 and 53 of-the gyror 43 have a sliding flt against the inner faces of the casing 42 while the cylin- The design is such as to reduce to a later described.

drical surface 54 of the gyror 43 has a minimum working clearance with the inner cylindrical surface of the casing 42. The gyror is driven through a bearing 55 from an eccentric 56 keyed to-the crankshaft 22 in the same angular position as the crankpin 25.- The admission port of the blower is constituted byga hole 51 in the side of the housing extension 45. A tight fitting balanced valve of the butterfly type designated 58 is carried on a shaft parallel with the rockshaft 44 and'is adapted to control by-passing of air over the top of thearm 50 and thence back to the suction side of the blower.

The engine construction shown in Figs. land 2 is completed by an exhaust pipe 68 which registers with the exhaust ports 4 and carries at its outer end a loaded valve 6| by means of which a regulated back pressure may be put upon the exhaust for purposes of supercharging. The valve 6| is preferably dampened to prevent chattering by means of a dash pot 62. Details of means for regulating the loading of such a valve will be Engine opcratimtv The engine asdescribed operates as follows: Upon rotation of the crankshaft 22 a charge of combustible mixture is drawn into the compre'ssor I8 and its compression is begun by return movement of the compressor piston l9. At or about the time the working piston 5 has overrun the exhaust ports 4 on its compression stroke, the compressor piston l9, which is for-example now at past bottom dead center, will have built up a pressure suflicient to overcome the loading of the valve 9 and .the compressed charge will be delivered'into the combustion chamber 8 progressively as therotation continues. This delivery will end only when the compressor piston l9 has reached top dead center. The compres sion. of the charge in the compressor aids in its vaporization, and the delivery of this charge under substantial pressure difierence through'the valve 8 atomizes unvaporized fuel. Theexpansion through the valve 8 cools this valve, the combustion chamberfi and more especially the spark plug 1 which may be located as shown in the path of the expanding charge and close to v the valve 8. The compressor piston 19 may be the inlet ports 3 are uncovered. Assuming that the blower by-pass valve is not'too far open, the opening of the inlet ports will permit the compressed air in the blower housing to deliver through the inlet ports 3. In part this; air will be deflected upwardly to scavenge out the exhaust gas and in part it will pass directly across the piston 5 cooling the latter and emerging with the scavenged exhaust gases. In theengine illustrated the displacement of the blower is three times that of the working cylinder 2. There is therefore a large excess of air available and while it has been considered that scavenging air which by-passed directly through the cylinder without pushing out its quota of exhaust gas was wasted,

express purposeof cooling the piston head 5 over A 2,087,619 which the air flow in question occurs with the present simplified design.

The design further contemplates the retentionbar 8. The loss of power from this retention of exhaust gas is capable of being ofiset by keeping a small back pressure on the exhaust gases by the valve 5|.

By further increasing this back pressure it is possible to obtain a considerable super-charging eifect. For example if the valve 6| be loaded to maintain a pressure of one atmosphere (gauge) on the exhaust, then the blower will deliver at that pressure one and one-half displacement volumes of air, sumcient to give substantially complete scavenging with an excess, available for cooling purposes by direct flow across the top of the piston, leaving the cylinder substantially filled with air at a pressure of two atmospheres absolute at the time of closing of the exhaust ports 4. If this be assumed to be the maximum blower super-charging eflect desired, there is then the additional super-charging efiect of the charge compressor i8. I prefer to proportion the compressor 18 for a delivery (allowing for volumetric loss from suction and clearance volume) between 10% and 25% of the engine displacement.- This amount of additional"super-charging will therefore take place during the compression stroke and $5 constitutes the second stage of super-charging. v The final eflect may therefore be super-charging up to an equivalent volumetric eiiiciency of the working cylinder of over 200% corresponding to a brake mean effective pressure of over 200 pounds per square inch as compared with about 50 pounds per square inch for a normal two cycle engine with crankcase compression. Such high brake mean efiective pressures p t low limits on the permissible compression r tio unless there be used fuels of most exceptional anti-detonation value or unless the cooling be exceptional. In the engine of this invention the blower supercharging is arranged to effect intensive cooling of the piston head 5 which without this cooling is the principal contributing cause for detonation, and the use of a pie-compressor l8 for the charge with expansion injection through the valve 9 directly into the combustion chamber 6 and in proximity to the spark plug 1 avoids true preignition. To the extent that exhaust gas is retained in the combustion chamber 6 it is a further factor in preventing detonation the retained heat thereof being of less importance than its heat adsorptive capacity during combustion of the fuel.

If the net delivery of the charge compressor i8 be as small as 10% of the displacement of the working cylinder 5, it is possible to operate it at constant volumetric eiiiciency, that is without a throttle valve since this is the approximate minimum charge volume required for idling conditions. During idling the blower by-pass valve '58 will therefore remain wide open, the entire air supply as well as the fuel being delivered by the compressor 18. This results in exceptionally smooth and reliable low speed idling. The exhaust back pressure valve 6| will, of course, also be open and unloaded under such conditions.

To increase the power output of the engine, the by-pass valve 58 is 'partly closed. This results with consequent flow of air through the ports3 into the working cylinder. The carbureter 39 in building up a pressure in the blower housingmust now supply fuel in proportion not alone to I the air flowing through it, but in proportion also. to that delivered by the blower.

This result is obtained by increasing the fuel-to-air ratio of the carbureter proportionately to the closing of the by-pass valve 58. Changes in total air supply .per minute resulting from changes in engine speed without change of setting of the by-,

pass valve 58 will be taken care of by the metering characteristics of the carbureteras in normal practice. Preferably the by-pass valve 58 will be fully closed before the exhaust back pressure valve Si 'is loaded. The engine will therefore operate up to an. equivalent volumetric efficiency in excess of (neglecting thecapacity lost through late closing of the exhaust) without exhaust back pressure, and under these conditions will deliver up to two displacement volumes of cooling air through the cylinder and especially over the piston head 5 at each cycle. Where the ratio of surface to volume of the combustion chamber is high, as for example upwards of 1.5

tol, corresponding to the small cylinders especially useful in automotive work this internal cooling is eflicient in the sense that the air used picks up heat in important amounts from the combustion chamber walls. As the surface to volume ratio falls the efficiency of utilization of the excess air for cooling of the walls also drops, and in large engines of the slow speed type is practically negligible. The operation described is therefore especially the desirable condition for high speed engines in which the heat liberation in unit time and consequent-required rate of heat flow through the walls of the working chamber is high. Without adequate internal cooling the rate of heat flow in a two cycle engine operating at high speeds and high brake mean effective pressure becomes excessive with consequent uncause it to approach the variable cut-off re-- ciprocating steam engine or the series wound electric motor. l

-Tnese unusual performance characteristics render the engine of the present inventionespecially suitable for vehicle propulsion. 'For such service, however, there is required in addition the maximum attainable degree of continuity of torque, which comes only with multiplicity of working chambers or cylinders even where the two stroke instead of the four stroke cycle is employed. There is further required compactness of design, light weight, absence of vibration and easy accessibility of parts requiring frequent service attention. Inadapting the engine of the present invention to this service in the manner here shown and described it has been possible to meet these conditions,

Radial engine Referring to the construction shown inFigs. 3 to '7 inclusive, the ten radial cylinders which may be for example 2 bore by 2 stroke .are preferably cast integrally within a smooth annubearing 83.

lar water jacket I9. The common annular water jacket I9 surrounding all of the cylinders is so large that thermo-siphon or evaporation cooling is adequate for the engine, thus dispensing with a water circulating pump. Each of the ten radial cylinders is of the construction previously described in connection with Figs. 1, 1a, and 2. I prefer to use an articulated connecting rod for the ten pistons, the master rod being designated 13 and one of the nine link rods being designated 14. The crankshaft 15is divided, the crankpin being formed integrally with the loaded end of the crankshaft and secured in the crankthrow of the unloaded end of the crankshaft. The bigencl bearing may thus be a one-piece bushed bearing. The main bearings I8 of the crankshaft are shown as ball bearings. The engine crankcase is designated I9.

Radial compressor The compressor, like the engine itself, is preferably formed as a singlecasting, designated 89, and carrying ten radial compressor cylinders preferably aligned with the respective engine cylinders which they serve. The compressor casting 99 fastens directly against the face of the engine casting 'm and forms the support for the adjoining main bearing I8 as in the construction illustrated in Fig. 1. The compressor pistons 8| are driven by articulated connecting rods 82, the big-end bearing of the master rodbeing a ball The stroke of the compressor pistons is so short that they may be conveniently operated by an eccentric 84 which is keyed to the crankshaft I5. Because of the compact arrangement of the parts as shown in Fig. 4, it is practical to consider the eccentric 84 as an over-hung load on the adjoining main bearing I8. A compressor. counterweight 86 may be locked against the face of the eccentric 84 by a retain ing nut 81 which secures the eccentric 84 in position. The compressor eccentric 84 is set ahead of the engine crankpin I6 by 45 more or less as previously described. In addition to the counterweight 86 the adjacent crankthrow of the crankshaft I is formedto complete the balancing of the compressor thus avoiding. the interposition of a counterweight between the compressor eccentric 94 and the main bearing I8.

By virtue of perforations 89 in the compressor casting 89, the crankcase '9! of the compressor opens freely into the engine crankcase I9. The engine crankcase I9 is fiared outwardly at a small angle to form a cone frustrum with its larger end opening to the compressor. Both centrifugal force and gravity thus operate to divertoil from the engine crankcase I9 into the compressor, whereit may collect in the dead space around the lowermost cylinder and be drained off to a sump tank'to be later described.

Fuel distributor The outer face of the compressor crankcase a carbureter 98 through an intake pipe 99 which extends downwardly from a heater chamber I99 carried by an exhaust collector ring -'I9I The exhaust collector ring I9I communicates with the exhaust ports' I through exhaust passages I92..

Lubricating oil feed .The cover plate of the distributor-housing 92 4 is formed as a. unitwith a pump housing and oil sump designated I95. Within the housing I95 there is mounted an oscillating cylinder lubrieating oil pump I96. The bearing for the oscillating cylinder is a hollow trunnion I98 which carries the pump foot valve I99. The pump I96 is driven by. an eccentric II9 mounted on the crankshaft I5 and delivers the oil pumped through holes III in the bearing surface of the eccentric II9 to an oil duct H2 in the crankshaft I5 from whence the oil is fed in the usual way to the crankpin bearing as'shown and to any other crankshaft bearing if desired. Oil collecting around the lowermost compressor cylinder-drains by gravity through drainage ducts II3 to the sump I95 in which the oil suction-valve I99 is located.

Preferably the front end of the crankshaft I5 is coupled directly to the shaft II4 of a generator II5, as shown-in Fig; 3. The generator H5 is secured to the cover plate of the oil pump housing I95. The generator shaft H4 and its bearings therefore serve to support the free end of the crankshaft 15. The front end of the generator shaft II I carries a cooling fan II6, (see Figs. 8 and'9), which is thus located opposite the central portion of a cooling radiator III. The cooling radiator H1 is preferably inface of the engine casting I9 as clearly seen in 1 Fig. 3; and forms a closure for the rear end of the crankcase I9 and support for the rear livering air to the ring of inlet -ports 3 of the engine. The passage I23 is blanked off by a web I25 on the intake side of the blower casing I29 and opens to'a by-pass I26 on the delivery side of the casing I29. -By-pass control valve I21 controls flow through the by-pass I26 from blower outlet ports I28 'to' inlet ports I29. An air inlet opening I39 is provided in the side of the by-pass I26, as can be seen in Fig. 5. Gyrors I3I of the blowers are driven by eccentrics I32 set at 180 on a sleeve "I33 keyed to the crankshaft I5 and are counter-weighted as indicatedat I34.

Each gyror 'I3I is provided with an arm I36 whichpasses through a slot in a rock-shaft I3],

as clearly shown in Figs. 5 and 6. The two rockshafts I31 are assembled in end to end rela-' tion in.a common sleeve I39 whichhas wide slots I 39 to permit of the oscillation of the arms r I36. The sleeve I39 is supported at its ends by the casing 129 and in the center by the partition web I2I. One of the two blower arms I36 carries a driving. rod MI affixed to its end and projecting through a slot I42 in the housing I29. At its outer end the rod I4I has a bearing ona crank which is affixed to an accessory shaft I43 mounted atop the blower housing I29 in a casing I. The accessoryidrive-shaft I93 is thus coupled directly and positively. to the eng ne practical purposes, .the elasticity of the parts and the ordinary bearing clearances being sufllcient to take up the microscopic deviations. The angular velocity ratio of crankshaft'lii andthe accessory shaft I43 also deviates slightly from unity but this deviation is small, constant and predeterminable for each angular position and may therefore be compensated for in the design of the timed accessory where necessary. As will 'be apparent from Figs. 8 and 9, the location of the accessory drive-shaft is especially convenient, giving maximum accessibility for service adjustments of accessories driven thereby.

Control system Referring to Fig. 7 in which the control system is shown in an enlarged diagram, the manual control rod by which the power output is regulated is designated I66. The control rod I66 is movable axially to the right, as shown in Fig. 7. to increase power output, and to the left to decrease the power output of the engine. At the front end the control rod I66 is pinned to one end of a floating link I68 supported by a hanging link I68 from a fixed point. The center of the link I68 is coupled by alink IBM.- to a crank-arm III) on a cam shaft III: A cam IIS on the shaft III moves a fuel valve second arm I15 on the cam shaft III is coupled by a link Il6 with the carburetor throttle valve Ill. The link I I6 has a slotted end I18 within which the pin of the arm I16 may slide against the resistance of a spring extending the length of the slot.

A third arm I66 on the cam shaft III has coupled thereto at its end a link I8I which through a bell crank I82 as shown operates the blower by-pass valve I21 previously described. The link I8I likewise has a slotted head I88 with an axial spring, which spring however. extends only through half the length of the .slot, as shown. The arm I88 carries an additional link I65, the slotted outer head I85 of which is pinned to a bell crank I86, the other arm of which is pinned to a telescopic loading rod I61 fixed to the exhaust back pressure valve I65 which has previously-beendescribed; The exhaust back pressure valve I65 has aspring I88 fastened to it and of suflicient strength to hold the valve I66 normaliy open and take up lost motionin the linkage connected with the valve. The valve I66 is coupled also to a dash pot I86 which prevents chattering of the valve. The two ends of the telescopic loading rod I8'I are held in an extended position by a valve loading spring II. The upper end of the bell crank I86 is coupled through a link I82 having a slotted head and through a lever I920. to the end of a governor shaft I83. A ball governor I94 is affixed to the governor shaft I93 so that upon expanding by.cen'trifugal force it is capable of drawing in the shaft I83 axially against the resistance of a spring I65. Such resistance, however, causes the governor I96 to first retract, up to limit of its mo ement, a shaft I86 on its other end. This shaft 186 is splined in a driving-sleeve I81 of the governor I8 6. The driving sleeve I91 is indicated diagrammatically as being driven by a belt I98 from the driving memproximately 10%) lid of the carbureter 88. A

mixture delivered by the "5 her I58. The shaft I96 is coupled through a link 26!! to the floating link I68.

Operation. of the control linkage The sequence of operation of the control linkage just described is as follows: Initial opening movement of the control rod I66 rocks the cam shaft III to open the throttle II'I progressively up to the full open position without effecting any other motions, except that as the speed of the engine increases the governor retracts the shaft I96 and thus offsets the opening movement of the rod I66 by moving the lower end of the floating link I68 to the left, as viewed in Fig, '7. This control action of thegovernor I94 isfbptional, and is intended only to prevent the engine from tending to race at low throttleopenings when unloaded. The throttle III is also optional. If the compressor displacement be limited to the charge volume required for idling the engine, the

throttle I'II may be omitted, permitting the'compressor to operate at full volumetric efllciency at all times. If it be desired to employ the compressor for super-charging beyond this low limit (apthe compressor must be of larger displacement and in such case requires the throttle III for control of the engineatlow loads, as described. In the event the throttle I11 lost motion provided Initial is omitted there will be no 7 between the arm I88 and the link I8I.

movement of the control rod I66 will therefore begin to close the by-pass valve I21, thus creating a pressure in the blower. delivery duct I23 which will result in the delivery of air through the inlet ports 3 of the engine when the latter are exposed by the pistons. The air entering the ports 6 will displace exhaust gas through the opposite ports 4. Each cylinder will therefore contain a mixture of exhaust gas and air whenthe piston over-runs the exhaust port 4 on its outward stroke. The mixture supplied'by the carbureter 88 must now contain sufi'icient fuel to burn not only the air passing through the carburetor 96, thence through the compressor to the engine, but in addition fuel for the air supplied by the blower. This result is obtained by enriching the carbureter 98 to the compressor proportionately tow the delivery of blower air to the engine. I employ the camc I13 for this purpose, forming thesurface of the cam to cooperate with the head of the fuel valve I'll to open the valve as the shaft I'll is turned. I

Progressive opening movement of the rod I66 therefore either first opens the throttle I'IIto full open position without affecting any other controls, and subsequently progressively closes by the slotted head ment of the control rod I66 causes the bell crank I86 to rock in counter clockwise direction to compress the spring I9! and thus force the valve I65 to its seat against the resistance, of the spring I88 which has been holding the valve I65 in the full open position. The slotted head of the link I92 permits this motion without interference from the governor if the lathe is ,in a low speed position. There is thuscreated a pressure within the exhaust pipe I 03, and as a result the final pressure in the cylinder itself rises so that the mass of gas retained in the cylinder on the'closing of the exhaust port 4 is increased. As heretofore stated, the displacement of the blower is in excess of that of the engine, for

example 150 to 300% of the engine displacement.

So long as the exhaust system is free to discharge directly to the atmosphere, it results that on complete closing of the by-pass valve I2'I- the blower delivers a quantity of air in excess ofthat required to displace the combustion gases,

the excess blowing directly out, mainly across the top of the pistons, for cooling the latter. Until the exhaust back pressure valve I65 is loaded therefore the excess blower capacity is used for internal cooling of the engine. IE5 is loaded by the spring I9I, however, the volume (but not the mass) of the blower delivery decreases proportionately, and the engine cylinder is charged with air at superatmospheric pressure, that is super-charged. If for example the net delivery of the blower per revolution, measured at atmospheric pressure, is two displacement volumes of the engine, the valve I65 may be loaded by the spring I9I to hold a pressure of one atmosphere gauge on the exhaust system. The volume of the blower delivery under these conditions is approximately equal to the displacement volume of the engine, s'o'that the combustion gases are displaced against a pressure of one atmosphere (gauge) by an equal volume of air at the same pressure, leaving the cylinder filled with twice the normal -mass of air at the beginningof the compression stroke. This increased mass of air requires additional fuel for combustion, which is provided as before by further enrichment of the mixture in the carbureter 98 resulting from the progressive opening of the fuel valve by the same control motion which loads the exhaust control valve I 65. Under conditions of maximum supercharging the carbureter 98 may deliver a mixture so rich that relatively little vaporization ocours in the induction or'intake pipe 99. For that reason, it is especially desirable to employ a down draft carbureter with heater and induction pipe arranged for continuous downward flow, as shown, and to deliver from the induction pipe 99 against a rotary charge distributor 93 through which the unvaporized fuel isdelivered in equal proportions to each of the compressor cylinders. f

' Assuming the control rod I58 to be in the fully advanced position, operation under supercharging conditions continues until the engine attains a speed sufflcient to'oyercome the tension of the governor springs, for example 1,000v to 1,500 R. P. M. Beyond this speed the governor shaft I93 begins to be retracted, the lost motion is taken up in the end of link I92 and through the linkageshown the governor forcibly moves the entire control linkage backward, thus progresslvely unloading the spring I! and relieving the back pressure on the exhaust system, until at a speed of, for example, 2,500 R. P, M. the governor reaches the limit ofits...action. At this point the valve I65 is completely unloaded and is returned to its open position by the spring I88. Further increase of engine speed has no effect on the control system, and the engine conexhaust back pressure, upto its maximum speed of, for example, 5,000 B. P. M. During such When the valve employed in internal cooling of the engine, serving to prevent excessive temperature rise of the combustion chamber surfaces, especially the piston head. Super-charging to the extent of the net delivery of the compressor continues unchanged throughout the speed range of the en-' glue, the increase of power from this supercharging being. sufficient to offset the weight of the compressor. To a considerable extent also the compressor super-charging exerts a cooling action oifsetting' the tendency toward detona tion. The primary cooling effect is from the loss of heat during compression, with resultant temperature of the charge as injected through the valve 8 below that of the compressed gas in the engine. A secondary cooling effect is obtained by the absorption of-heat by vaporization of the fuel after the 'closing'of the compressor intake valve, that is during compression and injection.

Supplementary internal water cooling If desired, additional cooling may also be effected most conveniently by the compressor by installing an additional nozzle 203 and valve 204 in the carbureter 98 as indicated in Fig. 7a, and supplying the nozzle 203 from a separate float chamber, connected to a water supply. This water valve 204 operates in precisely the same way as the fuel valve save that it remains closed until the control linkage reaches an open position requiringsupplementary cooling by water after which it opens progressively. When using compression ratios or super-charging pressures requiring supplementary internal water cooling,

it is desirable to insulate the heater chamber I00 from the exhaust pipe IOI so that there will be no substantial vaporization of the water in the induction system and therefore no substantialeifect on the air volume inspired by the compressor cylinders or loss of heat absorption power of the water. vaporization of the water during compression in the compressor reduces the temperature of the charge prior to injection, while vaporization occurring as or after the charge is injected into the combustion chamber 6 through the valve 8 directly cools the combustion chamber contents. In both cases the heat absorption attendant upon the vaporization of thewater does not reduce volumetric efliciency. Preferably the compression ratio of the engine as used for general motor vehicle service is such that supplementary water cooling is either unnecessary or'is limited to the condition of blower super-charging. The occasions for such blower super-charging in vehicle service are so rare and with a conventional vehicle chassis it produces.

an automotive vehicle of materially simplified construction. I am aware that variouselements of this complete construction are old in similar general combinations, but I believe the combination of the present invention to be inventive, new

and useful as a combination, and I have therefore claimed the same in the appended claims. I have also claimedvarious elements. and subcombinations which are novel and useful independently or in combinations other than those shown. It is my intention to claim all novelty inherent in the subject matter herein shown and described as broadly as is permissiblein view of the prior art.

I claim;

1. A positive displacement two cycle internal combustion engine having an air blower driven by .the engine and of a capacity substantially in excess of the engine displacement, means for supplying the air delivered by the blower to the intake ports of the engine during the period in which the exhaust ports are likewise open, whereby the excess air passes through the engine for internal cooling of the combustion chamber walls,

3. In combination with a positive displacement internal combustion engine, an air compressor of relatively small displacement as compared with the engine, means for synchronously driving the compressor by the engine with at least the latter portion of the compression phase of the compressor coinciding with a part of the compression phase of the engine, meansefor supplying water to the compressor during its suction phase, and means for delivering compressed air carrying the water so supplied to the engine for reducing the temperature attained on combustion.

4. A combination according to claim 3, means for supplying fuel as well as water to the compressor during its suction phase.

5. In combination with an internal combustion engine, a blower for supplying air thereto comprising a casing of cylindrical form, a drum shaped rotor of less diameter than the casing and of the same axial length rotatively and eccentrically mounted in the casing substantially in contact on the projected radius of the cocentric throw, means for rotating the eccentric mounting means of the rotor on the axis of the casing, a radial arm extending from the rotor, a rocking member journaled in the casing parallelwith the axis thereof and having a sliding seal with the arm,means for preventing air from passing from one side of the arm and rocking member to the other Side means for admitting I trally mounted on one face of the engine and drivengay the crankshaft thereof, a multi-cylin air to the casing in proximity to the side arm which lies in the direction of rotation means for delivering air to the engine iron); he casing in proximity to the other side of the "arm. 6. A combination according to claim 5 in which the blower is synchronously driven by the engine and the arm. is extended through the rocking "member and rotatably connected to a crankpin,

and an accessory driveshaft is mounted parallel with the casing axis and carries the crank for said crankpin', whereby the blower serves to drive the accessory shaft synchronously with the engine. r

'7. In combination with an internal combustion engine, an eccentric synchronously driven by the crankshaft thereof, a driving member rotatably mounted on the eccentric and having a sliding fit with a spaced rocking member mounted parallel with the eccentric shaft, an accessory shaft journaled for rotation on a parallel axis in the plane of the eccentric and rocking member axes and equally spaced, anda crank on the access sory shaft operatively connected with the said drivingmember whereby the crankshaft drives the accessory shaft synchronously.

8. A combination as describe'd in claim 5 in which the engine has a multiplicity of combustion chambers operating at approximately equal angular intervals, and the blower is in duplicate with the two gyrors at 180 with respect to one another.

9. In combination with a multi-chambered internal combustion engine, a radial charge compressor mounted 0n-the engine shaft and having an equal number of compression chambers, a stationary housing surrounding the shaft adjacent the compressor, an impeller secured to the shaft and turning therewith in the housing, means for supplying liquid and gas to the housing in the path of the impeller, means for supplying liquid and gas distributed by the impeller from the periphery of the housing separately to each chainber of the compressor, and means for supplying the compressed mixture from each compression chamber to a connected engine chamber.

10. In combination a multi-cylinder radial internal combustion engine, aradial charge compressor of an equal number of cylinders mounted on one face of the .engine and driven by the crankshaft thereof, a charge distributorhousing on the other face of the compressor and having ports in its periphery connected respectively with the compressor cylinders, an impeller secured to the crankshaft and operating in the housing, means for supplying liquid and gas to the housing in the path of the impeller for distribution thereby to the ring of peripheral ports, and means for supplying the compressed mixture from each compressor cylinder to a connecting engine cylinder.

11. In combination a multi-cylinder radial in ternal combustion engine, a circular housing mounted on one faceo-f the engine having an intake and an outlet, a displacement member mounted on the crankshaft and operating in the housing to displace air under pressure, means for by-passing a portion of the air to tlie intake side of the housing, an outer circular conduit surrounding and: forming a part of the housing, means for supplying air under pressure from the housing tothe conduit, and means for delivering the air so supplied through the side face of the conduit directly to the cylinders of the engine.

12. In combination, a multi-cylinder radial in-f ternal combustion engine, a rotary blower cender compressor centrally mounted on the other'face of the engine and likewise driven by the crankshaft thereof, means fordeliverin'g the blower discharge in parallel to the engine cylinders, and means for delivering the compressor cylinder charge to a single connected cylinder of the engine.

l3. A combination as described in claim 12 having in addition a circular housing adjacent the compressor and from the periphery of which lead individual suction ducts for the' compressor cylinders, an impeller on the crankshaft within the housing, and means for delivering liquid and gas to the housing in the path of the impeller for distribution thereby to the ring of suction ducts.

14. In combination, a reciprocating single a-cting internal combustion engine, means for supplying its main air requirement in advance of the compression stroke of the piston, means for supplying additional air during the compression stroke comprising a reciprocating single acting compressor mounted-beside the engine cylinder and driven from'the crankshaft, means for supplyingwater as Well as air to the compressor for delivery thereby to the engine, and a single valve interposed between the compressor cylinder and the engine cylinder and constituting the outlet valve of the compressor and the means for admitting the air and water delivered thereby into the engine cylinder.

15. In combination, a reciprocating single acting internal combustion engine, means for supplying its main air requirement in advance of the compression stroke of the piston, means for supplying additional air during the compression stroke comprising a reciprocating single acting compressor mounted beside the engine cylinder and driven from the crankshaft, means for supplying fuel and water as well as air to the compressor for delivery thereby to the engine, and a single valve interposed between ,the compressor cylinder and the engine cylinder and constituting the outlet valve of the compressor and the means for admitting the air delivered thereby into the engine cylinder.

16. A variable torque high speed positive displacement internal combustion engine having a combustion chamber of high surface to volume ratio operating on the two-stroke cycle, an air blower driven by the engine of capacity substantially in excess of the engine displacement, inlet and exhaust ports for the engine controlled by the piston, means for supplying'the air delivered by the blower to the intake ports of the engine during the period of its cycle in which the exhaust ports are likewise open, whereby the excess delivery of the blower passes through the engine for substantial internal cooling of its combustion chamber walls," means for regulating such air supply whereby the air volume admitted per cycle may be reduced below the engine displacement for reduction of engine torque below full normal torque, means for delivering fuel to the combustion chamber after the closing of the exhaust port, means for applying a regulated back pressure to the exhaust port, and means responsive to the speed'of the engine for progressively limiting the back pressure which may be applied to the exhaust as the engine speed increases.

. 17. A variable torque high speed positive displacement internal combustion engine having a combustion chamber oLhigh surface to volume ratio operating on the: two-stroke cycle, an ,air blower driven by the engine and of capacity substantially in excess of the enginedisplacement, inlet and exhaust ports for the engine controlled by the piston, means for supplying the air delivered by the blower to the intake ports of the engine, means governed by the speed of-the engine for recycling through the blower a portion of the air of the'blower for regulating such air supply whereby the air volume admitted per cycle may be reduced below the engine displacement for reduction of engine torque below full normal torque. I

18. An engine according to claim l'i in which means are provided for applying a regulated back 76 pressure to the'exhau st port of the engine to retain therein an air volume in excess of the engine displacement volume and increase the torque above the full normal torque.-

19. An engine according to claim 1'? in which a loaded valve isprovided on the discharge outlet of the exhaust port for applying a regulated back excess of the engine displacement, means for supplying the air delivered by the blower to the intake ports of the engine, means for regulating the air supply to reduce it below'the engine displacement for reduction of engine torque below full normal torque, and means for applying a regulated back pressure to the exhaust ports of the engine to retain an air volume in excess of the engine displacement volume.

21. An engine according to claim 20 in which means are provided for progressively limiting the back pressure which may be applied to theexhaust as the speed of the engine increases.

22. In an internal combustion engine, a working cylinder and a piston therein, a combustionhead lying above the outer limit of the piston stroke and forming a chamber of crescent form... the arc of which is centered on a point offset.- from the cylinder axis, of maximum depth at its point of maximum width and of gradually diminishing depth toward the points of the crescent,

means for adding fuel through a valve into the chamber, an ignition plug located in the central portion of the chamber, and inlet and-.exhausl'fi; ports in the lower end of the cylinder whereby the charge is passed through the valve and is con ducted through the working cylinder to the exhaust port.

23.- A two-cycle reciprocating internal combustion engine combined with a reciprocating compressor of relatively small displacement synchronously driven by the engine, means for supplying water as well as fuel and air to the compressor and for delivering the same from the compressor to the engine, and a rotary blower of displace ment not substantially less than that 01' the engine, driven thereby for supply of the main requirement of the engine. 24. In combination, a reciprocating single acting internal combustion engine, means for supply: ing its main air requirement, means for supplying additional air comprising areciprocating single acting compressor mounted beside the engine cylinder and driven from the crank-shaft, means for supplying water as well as air to the compressor for delivery thereby to the engine, and a single valve interposed between the compressor cylinder and the engine cylinder and constituting the outlet valve of the compressor and the means for admitting the air and water delivered thereby into the engine cylinder.

25. In combination, a reciprocating single acting internal combustion engine, means for supplying its main air requirement, means for sup- .plying additional air comprising a reciprocating single acting compressor mounted beside the engine cylinder and driven from-the crank-shaft, means for supplying fuel and water as well as air tothe compressor for delivery thereby to the engine, and a single valve interposed between the compressor cylinder and the engine cylinder and constituting the outlet valve of the compressor and the means for admitting the air delivered thereby into the engine cylinder. 26. A variable torque high speed positive displacement internal combustion engine having a for delivering fuel to the combustion chamber after the closing of the exhaust port, means for applying a regulated back pressure to the exhaust port, and means responsive to the speed of the.

engine for progressively limiting the back pressure which may be applied to theexhaust as the engine speed increases.

27. In a positive displacement two-cycle internal combustion engine having an air blower driven by the engine and of capacity substantially in excess of the engine displacement, means for supplying theair delivered by the blower to the intake ports of the engine during the'period in which the exhaust ports are likewise open whereby the excess air passes through the engine for internal cooling of the combustion chamber walls, means for regulating the air supply to reduce it below the engine displacement for reduction of engine torque below full normal torque, and means for applying a regulated back pressure to the exhaust port of the engine to retain an air volume in excessof the engine displacement volume.

28. In combination with' an internal combustion engine, an eccentric synchronously driven by the crank-shaft thereof, a driving member rotatably mounted on the eccentric and having a sliding fit with a spaced rocking member, an accessory shaft journaled for rotation, and a crank on the accessory shaft operatively connected with the driving ..-ember whereby the crank-shaft drives the accessory shaft synchronously.

29. In combination, a multi cylinder radial internal combustion engine, a housing associated with the engine and having an intake and an outlet, a displacement member mounted on the crank-shaft and operating in the housing to displace airunder pressure, means for by-passing a portion of the air to the intake side of the housing, a conduit, means for supplying air under pressure from the housing to the conduit, and meansfor delivering the air so supplied through the conduit directly to the cylinders of the engine.

30. In combination, a multi cylinder radial internal combustion engine, a blower driven by the crank-shaft of the engine, a compressor driven by the crank-shaft, means for successively delivering the blower discharge to the engine cylinders, and means for delivering the compressor discharge to a single connected cylinder of the engine. v

31. In combination, a multi cylinder radial internal combustion engine, a blower driven by the crank-shaft of the engine, a compressor driven by the crank-shaft, means for successively delivering the blower discharge to the engine cylinders, means for applying a regulated back pressure to the exhaust of the engine cylinders, and means for delivering the compressor discharge to a single connected cylinder of the engine.

valve and controlled by the governor for varying the positionof the valve to progressively limit the back pressure applied to the exhaust as the speed of the engine increases.

33. In an internal combustion engine having a drive shaft and having an exhaust pipe, a valve for the exhaust pipe, a governor, and means driven by the drive shaft and connected to the valve for altering the position of the valve proportionately to the speed of rotation of the shaft for progressively limiting the back pressure which may be applied to the exhaust as the speed of the engine increases.

34. In an internal combustion engine having a drive shaft and having an exhaust pipe, a weighted valve for the exhaust pipe, a governor, and means driven by the drive shaft and connected to the valve for altering the position of the valve proportionately to the speed of rotation of the shaft for progressively limiting the back pressure which may be applied to the exhaust as the speed of the engine increases.

35. A variable torque high speed positive displacement internal combustion engine having a combustion chamber of high surface to volume ratio operating on the two-stroke cycle, an air blower driven by the engine and of capacity substantially in excess of the engine displacement, means for supplying the air delivered by the blower to the intake ports of the engine, means for recycling through the blower a portion of the air of the blower for regulating such air supply whereby the air volume admitted per cycle may be reduced below the engine displacement for reduction of engine torque below full normal torque and means for applying a regulated back pressure to the exhaust port of the engine to retain therein an air volume in excess of the engine displacement volume and increase the torque above the full normal torque.

36. A variable torque high speed positive displacement internalcombustion engine having a combustion chamber of high surface to volume blower to the intake ports of the engine, means for recycling through the blower a portion of the air of the blower for regulating such air supply whereby the air volume admitted per cycle may be reduced below the engine displacement for reduction of engine torque below full normal torque and means for applying a regulated back pressure to the exhaust port of the engine to retain therein an air volume in ex- Y cess of the engine displacement volume and increase the torque above the full normal torque and a loaded valve on the discharge outlet of the exhaust port for applying a regulated back pressure to the exhaust port of the engine to.

retain an air volume therein in excess of the engine displacement volume and to increase the torque above the full normal torque.

37. A variable torque high'speed positive displacement internal combustion engine having a combustion chamber of high surface to volume ratio operating on the two-stroke'cycle, an air blower driven by the engine and of capacity substantially in excess of the engine displacement,

means for supplying the air delivered by the blower to the intake ports of the-engine, means for recycling through the blower-a portion of the air of the blower for reguiatingsuch air supply whereby the air volume admitted per cycle may be reduced below the engine displace-- ment for reduction of engine torque below full

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