US2217721A

US2217721A - Internal combustion engine

Info

Publication number: US2217721A
Application number: US229868A
Authority: US
Inventors: Leon P Anthony
Original assignee: MARY ADELINE REYNOLDS
Current assignee: MARY ADELINE REYNOLDS
Priority date: 1938-09-14
Filing date: 1938-09-14
Publication date: 1940-10-15
Anticipated expiration: 1957-10-15

Description

Oct. 15, 1940.

L P. ANTHONY INTERNAL COMBUSTION ENGINE Filed Sept. 14, 1938 I 4 Sheets-$heet I Oct. 15, 1940.

L. P. ANTHONY INTERNAL COMBUSTION ENGINE Filed 55m: 14, 1958 4 Sheets-Sheet 2 Oct. 15, 1940;

L. P. ANTHONY 2,217,721

INTERNAL COMBUSTION ENGINE:

Filed Sept. 14, 1938 4 Sheets-Sheet 3 Oct. 15,1940. ANTHONY Q 2,217,721

INTERNAL GOMBUSTION ENGINE Filed Sept. 14, 1938 4 Sheets-Sheet 4 ffiiazrzyf Patented Oct. 15, 1940 i INTERNAL COMBUSTION ENGINE Leon P. Anthony, Los Angeles, Calif., assignor of gag-half to Mary Adeline Reynolds, Los Angeles,

Application September 14, 1938, Serial No. 229,868

. 14 Claims.

This invention relates to improvements in intemal combustion engines.

An object of the invention is to provide animprovedinternal combustion engine wherein provision is made for maintaining the degree of compression of the explosive charges taken into the cylinder of the engine at a constant or substantially so, regardless of the volume of charge that is taken into the cylinder.

In the conventional form of internal combustionengine the position of the working face of the piston with respect to the crankshaft and with respect to the head or top of the cylinder is a constant so that the volume to which the explosive charge is compressed is a constant. The volume of the charge taken in however varies under varying conditions. Thus, if the engine is rotating at relatively low speed with a nearly closed throttle, as in idling, the volume of charge taken into the-cylinder is relatively small.

The degree of compression under thesecircum-v stances is the lowest. On the other hand, when the throttle of the engine is fully open or nearly so, the volume of charge taken into the cylinder is relatively large and consequently the degree of compression is quite high. Under these latter circumstances there is a more eflicient combustion of the fuel than where the degree-of compression is relatively low. Where an inferior grade of fuel is being employed having the constituents which have the tendency to preignite,

the engine in the reverse direction resulting in a loss of efilciency.

By means of the present invention the degree of compression is maintained at substantially a constant under the various working conditions. That is, regardless of whether the engine is rotating at low or high speed and regardless of whether the throttle is open or nearly closed, the

' engine automatically adjusts itself so as to maintain substantially the same compression at the top of its compression stroke. In this way, the efliciency of combustion is substantially the same under all working conditions, and even where inferior grades of fuel are employed the danger of preignition when the engine is rotating slowly but under a wide open throttle are very materially reduced, if not entirely eliminated.

Heretofore, it has been proposed to provide an.

variable position with respect to the working face of the piston. However, such proposals have proven unsuccessful due to the following factors:

(1) It is difiicult to prevent leakage around such adjustable heads.

I (2) The inertia of the adjustable parts is such that they cannot quickly shift or adjust themselves to the varying conditions.

(3) It is difiicult to make adequate provision for cooling or suitably water-jacketing such adjustable parts.

It is a further object of the present invention to provide an improved internal combustion engine wherein provision is made for maintaining the degree of compression constant or substantially so at the varying conditions and which is so constructed as to require no alteration or new design of engine on which the invention is embodied with respect to cooling or water-jacketing. The improved construction is such that instead of varying the position of the cylinder head or the surface forming the top of the cylinder the position of the working surface or face of the piston with respect to the crankshaft is automatically altered to compensate for the varying conditions when small or large volume charges are taken into the cylinder. The present invention also has for one of its objects the provision of a construction which can quickly and automatically alter or adjust itself to the varying conditions.

With the foregoing and other objects in view, which will be made manifest in the following detailed description and specifically pointed out in the appended claims, reference is had to the accompanying drawings for an illustrative embodiment of the invention, wherein:

Figure 1 is a partial view in vertical longitudinal section through two cylinders of an internal combustion engine illustrating the essential, features which embody the invention;

Fig. 2 is a view taken substantially upon the line 2-2 upon Fig. 1 in the direction indicated;

Fig. 3 is a sectional view taken substantially upon the line 33 upon Fig. 1, illustrating merely the piston, the crankshaft pin, and the conthe crank pin of the crankshaft, and may be considered as having been taken in the direction of the arrow 5 upon Fig. 3;

v Fig. 6 is a view similar to Fig. 3, illustrating an alternative or modified form ofconstruction embodying the invention;

Fig. '7 is a view in elevation, parts being broken away of the structure shown in Fig. 6, this view being taken at right angles to the view shown in Fi 6;

Fig. 8 is a horizontal section taken substantially upon the line 6-8 upon Fig. 6;

Fig. 9 is a vertical section through a piston and its connecting means, illustrating a further alternative form of construction embodying the invention;

Fig. 10 is a horizontal section taken substantially upon the line Ill-Ill upon Fig. 9;

Fig. 11 is a vertical section taken substantially upon the line ll-ll upon Fig. 9; and

Fig. 12 is a-horizontal section taken substantially upon the line l2-l2 upon Fig. 9.

Referring to the accompanying drawings wherein similar reference characters designate similar parts-throughout, and referring first to the construction shown in Figs. 1 to 5, inclusive, I have illustrated in Fig. 1, two cylinders of an internal" combustion engine, these being within a cylinder block l0 having a cylinder head II. It will be understood, however, that the invention may be incorporated in a single cylinder engine or in an engine having any desired number of cylinders.

The crankshaft for the engine is generally designated at l2, this crankshaft being hollow'having a continuous passage l3 formed therethrough which extends through the crank arms and through the crank pins. I have not illustrated the valves which control ingress of fuel and egress of burnt gases from the cylinders, but it will be understood that these valves and their operating means may be of any preferred or conventional type, preferably being of the valvein-head type. Likewise, I have not illustrated the oil pump which'most internal combustion engines are now equipped with, this being conventional and usually having a suitable by-pass or relief valve so that the oil that is pumped from the crankcase to the various parts that are to be lubricated is delivered at a constant pressure or substantially so.

The oil pump of the engine is connected to. a flexible hose l4 which leads to a valve housing I5 equipped with a reed type check valve l6 or the equivalent so that oil-may be delivered under pressure to a nipple l1 disposed within a gland I8 equipped with a bushing l9. This nipple, in

turn, delivers the oil or equivalent liquid to bore l3 in the crankshaft. The reed valve l6 permits ingress of oil from hose l4 to bore l3 whenever the pressure in hose I4 is in excess of the pres-' sure'in bore l3. The reed valve, however, prevents fiow in the reverse direction but fiow from bore [3 to the opposite side of the reed-valve may be accomplished through a relief valve 20 urged intoclosed position by means of a spring 2|, the compression of which maybe adjusted by an adjusting screw 22. If desired, this adjusting screw may-be operated from the dashboardof an automobile'when the invention is embodied on gar-11791 around the valve seat 35 an automobile engine so that the operator of the automobile may raise or lower the compression to suit the grade of fuel used.

In each cylinder there is disposed a piston which is connected by a hollow extensible connection to its respective crank pin 24 on the crankshaft. The extensible connection is provided with a bearing 25 fitting between the crank arms 26 in a manner similar to that on the conventional connecting rod. This bearing, however,

has a central annular channel 21 formed therein which is arranged opposite ports 29 formed in the crank pin 24. The ports communicate with the central passage or bore l3 so that oil delivered to.the bore from the oil pump maypass from the crank shaft through ports 23 to the annular channel 21. The bearing surfaces of the hearing at the sides of the channel will thus be adequately lubricated by this oil whichis supplied under pressure.

A cam 30 is made integral with the crank pin or is rigidly attached thereto. The movement of 'this cam as the crankshaft rotates is through the annular channel 21. Acam follower 3l .is pivoted as at 32 in the side of the bearing and is arranged in the path of cam 30. When lifted by the cam it serves to engage the valve stem 33 of a valve 34 which seats on seat 35 at the top of the bearing. The valve stem 33 slides through a central spider in the top of the hearing so as to be guided thereby. The exterior of the bearing is externally threaded to receive the inner tubular member 36 of the extensible connection. This inner tubular member has an internal spring seat 31 for a spring 38 lower end bifurcated as indicated at H. Screws 42 carrying rings or washers 43 are driven into the sides of the inner tubular member 36 with the-rings disposed within the bifurcations 4|.

Thus, although the outer sleeve 46 may telescope.

or slide with respect to the inner tubular member, it is prevented from otating by the guide means afforded by the ring or washers 43 closely fitting the bifurcations or slots in the bottom of the sleeve.

The upper end or outer sleeve 40 is enlarged as indicated at 44 forming a shoulder on which is positioned a fiber ring 45. In a similar manner, the inner tubular member 36 has its upper end enlarged as indicated at 46 so as to flt the enlarged end 44. This enlarged end 46 acts somewhat as a pistonion the annular space 41 above the fiber ring. In the walls of the enlarged end 44 there are formed one or more downwardly tapering slots 48 which serve to establish communication between the annular space 41 and the interior of the hollow connecting means formed by the sleeve 40 and the tubular member 36. Due to the fact that these slots taper downwardly, the amount of com-'- munication provided for therethrough around the enlarged end 46 decreases as the connecting means between the piston and crankshaft is extended. In this manner, the construction acts somewhat as a dashpot retarding the outer sleeve end of slots 46 preventing flow therethrough.

cushion preventing u The fiber ring 45 acts as a at the beginning of all downward strokes.

L crankshaft.

metal to-metal contact with the shoulder whenever there are unusual conditions so that there is noon present beneath'the enlarged end,

The outer ends of the slots 48 are closedby a sleeve 49- which-is rigi'dly secured over the enlarged end 44, The uppenendof the. enlarged end 44 is closed bymeansof a cap 50 having a tance with respect to the inner tubular member 36.

The operation and advantagesof the improved construction as above-described, are as follows: Oil at predetermined pressure is delivered from the oil pump, not shown, through hose l4 into the This oil discharges through the ports 29 of each crank pin so that oil is supplied under the predetermined pressure to the annular space 2'! in each bearing. If the oil pressure in the annular space 21 is in excess of the pressure within the inner tubular member 36, this pressure is suflicient to i open valve 34 against theforce exerted byspring 38. The oil pressure thus being admitted to the interior of the telescopic connecting rod urges the outer sleeve 40 and the piston 23 mounted thereon upwardly. This upward force exerted by the oil pressure that is admitted to the telescopic connecting rod is opposed by whatever force there may be exerted on the working face 52'of the piston.

The cam 30 is so arranged on the crank pin 24 that the valve 34 will be opened or lifted during all upward strokes but it will be allowed to close The purpose of this being to have the valve closed when the explosion occurs so that the connecting rod will not be collapsed during the power or working stroke when the. maximum pressure is exerted on the working face 52 of the piston.

To trace through the operation of the construction considering it at a given throttle opening and as having been incorporated in a four-cycle engine, during the downward intake stroke there will be a minimum pressure on the working face 52 of the piston. Although valve 34 is allowed to close by cam 30 on this downward stroke, the pressure of the oil delivered to space 21 being unopposed by any material pressure on face 52, can open the valve 34 against the action of spring 38,

thus extending the telescopic orextensible connecting rod. At the beginningof the compression stroke, the cam;30 has moved into such a position as to lift the cam follower 3| and hold valve 34 open throughout the compression stroke.

The pressure of .the oil within the extensible connecting rod thus becomes opposed by the pressure of the fuel charge on face 52 which is being compressed. Someof the oil inside of the connecting od'may thus be expelled back into the crankshaft past the valve 34. which is. being held open by cam,

3|! throughout "this compression. stroke. 7 The quantity of oil'that is thusreversely driven from the connecting rodintothe'crankshaft depends upon the force impose'd-onrthe face52-of the piston. This, inturn, depends upon the volumetric quantity of fuel or-"cliarge taken into thecylinder 'f'on' the intake stroke; Thus, ifthe throttle is "nearly closed, o'nly'a small'charge will be taken in.

Consequently, on'compressing this small charge, 2 onlya small amount of force i'simposed on'the worlnngface i inoppositioii tothe oilpressure the same.

conditions, the compression of the. charge is apinthe extensible connecting rod. Consequently,

the oil pressure during a compression stroke with nearly closed throttle is sufilcient to maintain the piston in its uppermost position with respect to the crankshaft or crank pin 24. With nearly closed throttle, asabove-described, the piston will most nearly reach the cylinder head compressing the charge to a degree commensurate with the oil pressure that is supplied to the crankshaft. At the start of the explosion stroke, the cam follower 3| is dropped oil? of cam 30 allowing valve 34 to close. At .the time of the explosion where the greatest force is imposed on face 52, the interior of the extensible connecting rod is thus closed and the oil being a comparatively incompressible liquid cannot escape therefrom and therefore holds the extensible connecting rod against 001- lapse during the power or working stroke. During the exhaust or scavenging stroke, there is little pressure imposed on working face 5'4, and consequently oil may re-enter the connecting rod from the crankshaft extending the connecting rod and thus shifting the piston to its uppermost position. Consequently, during the exhaust strokethe pis ton most closely approaches the cylinder head expelling substantially all of the burnt gases.

It will, of course, be appreciated thatif the tion that it assumed at the topof its stroke when the throttle was barely open. In this manner, regardless of whether the throttle is nearly closed or fully open, the connecting rod automatically adjusts itself so that when the piston is at the top of its stroke the compression is approximately Thus, at the time of firing under all proximately the same, securing the most efficient combustion of the fuel and creating no greater tendency.for preignition in the event that cheap fuels are used when the engine is'laboring under a heavy load.

IL with the change of conditions, the connecting rod is quickly extended so that sleeve 40 slides upwardly, the slots 48 form a type of dashpot.

Thus in the position shown in Fig. 3, the oil which.

is in the annular space 41 may somewhat readily pass through the wide portions of the slots. However, as the sleeve 40 approaches its uppermost position with respect to the enlarged end 46, the width of the slots decreases making it more diflicult for'the oil in annular space 41 to escape through the slots, 48. This retards the upward -movement of sleeve 40 and it is finally stopped when the, small ends of the slots are completely covered. Conversely, if the change of conditions is such as to cause the connecting rod to quickly collapse or to be shortened the'sleeve '40'slides downwardly on the inner tubular member 36-until the upper end of spring 39 i's-engaged which cushions it." h p With the improved construction, I find that the degree of compression of the charge is not exactly the same under all speed conditions. Thus, at

high speeds'at the top'of the stroke when. the

piston" is having its motion reversed from an r 1 upward stroke to a downward stroke, the inertia of the piston tends to pull the extensible connecting rod apart and at the: bottom of the stroke, when the piston is having its downward motion reversed to upward motion, the inertia of the piston tends to collapse or shorten the extensible connecting rod. I find that this function operates to the advantage of the engine in that at high speeds the compression of the fuel charge slightly increases over the: compression at the same throttle opening for slow speeds. Thus, for a given throttle opening at a high speed of rotation, I secure a slightly increased compression which is advantageous in that the engine is traveling with sufficient speed that the slight increase in compression 'can be advantageously used without danger of causing preignition where cheaper fuels are employed and without affecting the eificiency of combustion. It wil'rbe noted that all parts of the present construction having copious quantities of oil under pressure therein and thereabout are adequately lubricated at all times. By use of the present construction also it is unnecessary to modify or change the cooling system of the engine or to design elaborate cooling devices or water jackets to carry oft the heat of the parts forming the present invention. Furthermore, as the construction is operated positively by liquid under pressure it can very quickly adjust itself or a'c'commodate itself to the varying conditions to which the engine may be subjected even though the engine may be turning at a high rate of speed.

In Figs. 6 to 8, inclusive, I alternative form of construction for accomplishing the same general results obtained from the construction as above described. In this form of construction the crank pin is indicated at 18 having the passage II which is supplied with the oil under pressure from the oil pump, as previously described. In this construction also there are ports corresponding to ports 21 and a cam corresponding to cam 30. There is also a cam follower corresponding to cam follower 3| operable to open the valve 12 which is urged into closed position by a spring 13. In this form of construction, the extensible connecting rod is composed of an outer tubular part or sleeve 14 which is connected to the top of the bearing 15. Within this outer tubular part there is secured a cap 16 which provides a spring seat for spring I3 and which has apertures l'l formed therein communicating with the annular space 18 formed between the tubular part 14 and the outer sleeve 19.

This annular space, in turn, is in communicationwith diamond-shaped slots 80. Within the outer tubular member 14 there is disposed an inner tubular member 8| carrying the cap 82 which is mounted on the wrist pin 83 of the piston 84.

The cap 82 carries bosses 85 slidable in slots or bifurcations 86 in the top of the outer sleeve 14. In this construction, as above-described, the

valve 12 is held open by the cam during every' -upward stroke and is allowed to close by the'cam during every downward stroke. The oil pressure supplied to the crankshaft may pass the valve 12 during the upward or compression or scavenging strokes and may also pass the valve during the intake or downward stroke-when the pressure on the top of piston 84 is a minimum. In this way, the piston may automatically adjust itself to give the charge the compression commensurate with the oil pressure in the crankshaft, the degree' of compression being substanhave disclosed an.

tially constant regardless of whether the throttle is open or nearly closed.

In this construction, oil may pass into the annular space 81 through the diamond-shaped slots or grooves 80. These, because of their tapering ends, act in conjunction with the enlarged end 88 of the upper tubular member 8| as a dashpot dampening sudden movements of the parts 8| and 14 with respect to each other.

The operation and advantages of this form of construction are substantially the same as those previously described, and therefore need not be repeated. j

In Figs. 9 to 12, inclusive, another form of construction is disclosed. In this formof the invention, the bearing is indicated at 90 having the valve 8| which is opened and closed by the cam as previously described, against the action of spring 92 which is seated within the tubular connecting rod 93. In this form of the construction, the piston 84 of the engine has an inner piston 95 which is provided with a wrist pin 86. The wrist pin 96. has an aperture 91 formed in its lower 'sidewhich is in constant communication with the interior of the tubular connecting rod 93. Thus, although the wrist pin 86 may be rigid with respect to the inner piston 95 regardless of the angular positions that the tubular connecting rod 93 may assume with respect thereto, oil supplied through the hollow crankshaft to the hollow connecting rod .may be delivered under pressure to the interior ofv the wrist pin. The upper side of the wrist pin is provided with one or more slots 98 which are in constant communication with apertures or slots--99 in the top of the inner piston 85. Within the skirt of the outer piston 94 there is threaded a ring- |80 which forms a seat for aspring IOI.

- In this form of construction, the oil is delivered under pressure from the crankshaft to the interior of the connecting rod from which it may pass throughthe wrist pin and be delivered to the space I82 between the tops of the to the inner piston, thus increasing the distance between the working face I03 of the outer piston and the crank pin. Conversely, when the throttle 'is open so that a large charge is taken into the cylinder, the pressure effective on the face N13 for compressing this large charge, serves to return the oil from space I02 back into the crankshaft so that the outer piston 94 will not travel so high on its compression stroke under these conditions,.

and thus the large charge will have substantially the same compression as in the case of a small charge.

In allforms of construction that oil which is forced from the connecting rod back into the I crankshaft may escape past relief valve 20 back into hose l4 and from this hose it may escape through the conventional relief valve that the oil pump is equipped with into' the crankcase. It will, of course, be appreciated that in a multiple cylinder engine one piston may be subjected to high compression due to the taking on of a large charge. In this event, oil must -be expelled from its connecting rod back into the crankshaft. Another piston, however, being on its scavenging stroke 'or its intake stroke, may

require that oil be supplied to its connecting rod- Consequently, while oil may be expelled from the connecting rod of one eylinder., oil may be required by the'connecting rod of an. adjacentcyiinder and inthenlatter event, that'oil which is returned to the crankshaft merely oscillates from one connecting rod to, anotherconnecting rod through the crankshaft.v The relief valve then becomes operative only when theresultant of all conditions in. all of'the cylinders requires that some oil be released from the hollow crankshaft. In the absence of these conditions, the relief valve 20 may remain closed and the oil merely moved back and forth between one connecting rod and another.

It will, of course, be appreciated that the adjustment of screw .22 controls the amount ,of pressure that is maintained on the oil in the crankshaft. This screw should be adjusted so as littletendencyto preignite, a fairly high pressure in the crankshaft can be maintained so as to produce a fairly high degree of compression on the fuel in the cylinder. Where a cheaper fuel is used, which has a tendency to preignite, the adjustment of the screw 22 should be such as to reduce the pressure maintained in the crankshaft and consequently, the degree of compression to which the fuel charge is compressed which reduces the 'preignition tendencies.

It will, of course, be understood that the three embodiments of the invention herein illustrated are merely representative of various embodiments that the invention may assume. The essentials of the construction are the provision of a pressure-responsive connection between the working face of the piston and the crankshaft so that the position of the working face of the piston with respect to the crankshaft may be varied. Thus, if the pressure on the piston face during the compression stroketends to increase, the connecting rod or connecting means is permitted to shorten to compensate therefor. On the other hand, if the pressure on the working face of the piston is not great, the oil under pressure in the crankshaft serves to extend or lengthen the connecting means. to move the piston upwardly with relation to the crankshaft, and thus cause the smaller amount of charge to be compressed to the same degree but in a smallencompression space.

Various changes may be made in the details of construction without departing from the spirit or scope of the invention as defined by the appended claims.

I claim:

1. An internal combustion engine having 'a cylinder, a piston, and a crankshaft, means providing an extensible connection between the piston and. crankshaft, and means for varying the length of the connection so as to maintain an approximately constant compression in the cylinder at the end of its compression stroke regardless of the volumetric quantity of charge taken therein.

2. An internal combustion engine having a cylinder, a piston, and a crankshaft, means providing an extensible connection beiwveen the pistensible connection during the ton and crankshaft, means for varying the length of the connection so as to maintain an approximately constant compression in the cylinder at the end of its compression stroke regardless of the volumetric quantity of charge taken therein, and means for preventingcontraction of the ex-' stroke of the piston. v I 3. An internal combustion engine having cylinder, a piston, and .a crankshaft, means providing a telescoping connection between the piston and crankshaft, means urging the telescoping connection into extended position with a substantially constant force, and means for preventingcontraction of-the telescoping connection during the working or power stroke of the piston. 4. An internal combustion engine having a working or power cylinder, a piston, and a crankshaft, means providing a telescoping connection between the piston and crankshaft, means for supplying fluid under pressure to the telescoping connection to expand or extend the same, there being provision for entrapping fluid inthe telescoping connection to prevent contraction thereof ?during the working or power stroke. I 5 An internal combustion engine having a cylinder, a piston, and a hollow crankshaft, a hollow telescopic connection between the piston and crankshaft arranged to be capable of communicating with the hollow interior of the crankshaft, means for supplying liquid under pressure to the crankshaft to pass therefrom into said telescopic connection, and means for permitting egress therefrom only during upward strokes of the piston. v

6. An internal combustion engine having a cylinder, a piston, and a hollow crankshaft, a hollow telescopic connection between the piston and crankshaft arranged to be capable of communicating with the hollow interior of the crankshaft, means for supplying liquid under pressure to the crankshaft to pass therefrom into said telescopic connection, and means for closing the hollow telescopic connection against egress therefrom upon the working or power strokes of the piston.

'7. An internal 'combusiiion engine having a cylinder, a piston, and a 'hollow crankshaft,

means connecting the piston to the crankshaft,

arranged to close to prevent reverse flow from the connecting means into the,crankshaft, and cam means on the crankshaft operable to allow the valve to close during downward strokes of the piston and to open upon upward strokes thereof.

' 8. An internal combustion engine having a cylinder, a piston, and a hollow crankshaft, means connecting .the piston to the crankshaft, said means being hollow and adjustable as, to length whereby the position of the working face of the I piston may be varied with respect to the crankshaft, means for supplying the crankshaft with liquid under pressure, there being provision made for delivering said liquid to said connecting means to expand or extend the same, a valve arranged to close to prevent reverse flow from the con-.

necting means into. the crankshaft, cam means -on the crankshaft operable to allow the. valve to close during downward strokes of the piston and to open upon upward strokes thereof, and

- connection between the 5 means for urging the connection to extend or cylinder, a piston, a crankshaft, an extensible power strokes of the piston, and means for dampening movements of said connection.

10. An internal combustion engine having a cylinder, a piston, a crankshaft, an extensible connection between the piston and crankshaft,- means for urging the connection to extend or lengthen with a substantially constant force during compression strokes of the piston, and means for preventing collapse or shortening of the connection during working or power strokes.

11. An internal combustion engine having a cylinder, a piston, a crankshaft, an extensible piston and crankshaft,

lengthen with a substantially constant force during exhaust and compression strokes, and means for preventing collapse or shortening of the connection during working or power strokes.

12. An internal combustion engine having a cylinder, a piston,

connection between the piston and crankshaft,

means for urging the connection to extend or lengthen with a substantially constant force dur-. ing intake strokes, and means preventing collapse. or shortening thereof during working or power strokes.

13. An internal combustion engine having a a crankshaft, an extensible connection between the piston and crankshaft, means for urging the connection to extend or lengthen with'a substantially constant force during intake and compression strokes, and means preventing collapse or shortening of the connection during working or power strokes.

' 14. An internal combustion engine having a cylinder, a piston, and a crankshaft, means providing an extensible connection between the piston and the crankshaft, said means providing for varying the length of the connection so as to maintain an approximately constant compresslon in thecylinder at the end of the compression strokes regardless of the volumetric quantity of the charge taken therein operating at a constant speed, and for causing the compression to increase in the cylinder at the end of the compression strokes regardless of the volumetric quantity of the charge taken therein when the speed of the engine is increased.

when the engine is LEON P. ANTH' our. 30