US2382598A - Compressor - Google Patents

Description

Aug. 14, 1945.

H. A. ANDRESEN COMPRESSOR Filed Sept. 25, 194i 5 Sheets-Sheet 1 Aug. 14,1945. D SEN COMPRESSOR I Filed Sept. 25, 1941 5 Sheets-Sheet 2 g 1945. H. A. ANDRESEN 2,382,598

COMPRESSOR Filed Sept. 25, 1941 5 Sheets-Sheet 3 H/LMAE A. Alvoesdnv Aug. 14, 1945. H. A. ANDRESEN COMPRES 50R Filed Sept. 25, 1941 5 Sheets-Sheet 4 Patented Aug. 14, 1945 COMPRESSOR Hilmar A. Andresen, Chicago. 111., assignmof onehali to Melville Keim, Chicago, Ill.

Application September 25, 1941, Serial No. 412,243

9 Claims.

The present invention relates to compressors and more particularly to certain improvements in construction and operation of a, combined aircompressor and internal combustion engine,

In the usual air-compressor construction, one or more compressor pistons are reciprocated by a mechanism whose stroke is mechanically limited for maintaining each compressor piston in spaced relation from the end walls of the cylinder within which it slides for compressing air or other fluid. As compared with the present invention, the usual compressor construction employs a greater number of relatively movable parts which make for a heavy and cumbersome device. Furthermore, the increased friction of additional parts efiects a proportionate reduction in the efilciency of the mechanism.

The present invention seeks to provide an engine-compressor in which the pistons thereof are fixedly connected together and each freely slidable axially within separate cylinders. Combustion and compression pressures are so arranged and timed as to limit the stroke of the pistons. Consequently, the speed of operation is high and islimited only by the operative pressures developed and the time required in overcoming the kinetic energy of the pistons by the compression pressures against which the pistons work.

It is, therefore, an object of the present invention to provide an improved compressor of extremely simple and durable construction.

Another object of this invention is to provide a high speed compressor whose working stroke is limited by the operative pressures developed for actuating the compressor.

A further object of the present invention is to provide a combined engine and compressor of the reciprocating piston type with the working stroke of the compressor being limited only by balancing of the kinetic energy and th compression pressures of fluid as the pistons are reciprocated,

A still further object of the present invention is the provision of a combined internal combustion engine and fluid compressor construction in which the kinetic energy of reciprocating pistons resulting from pressures of combustion exerted in one direction is balanced by the compression pressures of fluid exerted in the opposite direction for limiting the stroke of the pistons.

Another and still further object of this invention is the provision of an improved ignition system for efiecting combustion within an engine for actuating a compressor.

A still further object of the present invention is the provision of an ignition system for an ensine-compressor construction which is controlled either manually or by the reciprocation of piston rods therein.

A further object of the present invention is the provision of a two-cycle engine of the reciprocating piston type having a compressor between the reciprocating pistons for compressing fluids.

Another and further object of this invention is the provision of a novel starter mechanism for an internal combustion engine.

Still another object of this invention is the provision of an engine having spaced reciprocating pistons connected to a compressor piston therebetween with a starter mechanism for supplying fluid under pressure to the compressor piston for reciprocating the latter and the connected engine pistons.

A still further object of the present invention is the provision of an engine-compressor construction having pistons connected by piston rods which cooperate with ports for controlling the intake and exhaust of fluids therethrough and which cooperate with an electrical system for timing the ignition of fuel in the engine as the pistons and rods reciprocate.

Th novel features believed to be characteristic of the present invention are set forth with particularity in the appended claims. The invention itself, however, both as to its organization and manner of construction, together with further objects and advantages thereof, may best be understood by reference to the following description taken in connection with the accompanying drawings, in which:

Figure l is a side elevational view of the com-- pressor construction of the present invention;

Figure 2 is a top plan view of the compressor construction of the present invention;

Figure 3 is a vertical cross-sectional view, with parts in elevation, and other parts omitted, taken along the line IIIIII of the compressor illustrated in Fig. 2;

Figure 4 is an enlarged fragmentary vertical cross-sectional view, with parts in elevation, taken substantially along the line IV-IV of Fig. 3;

Figure 5 is an enlarged fragmentary vertical cross-sectional view, with parts in elevation, taken substantially along the line VV of Fig. 3;

Figure 6 is a view similar to Figs. 4 and 5 taken substantially in the plane indicated by the line VI-VI of Fig. 3;

Figure 7 is an enlarged fragmentary view, with parts in elevation, as seen when taken substantially in the ofiset planes indicated by the line V1IvIIofl"lg. landlookinginthe direction of the arrows;

Figiu'e'laisacrosssectionalviewtakenalong thelineVnAV1IAofFlg.'lillustratingacheck alve;'

v Figure 8 is an enlarged horizontal cross-sectional view through a sidewall of the commusor as seen when taken substantially in the plane indicated by the line VIII-VIII of Fig. 1;

Figure 9 is a side view in elevation of the ignition and starter control mechanism;

FlgurelisaviewsimilartoFlg.9 asseenon the opposite side and illustrating, in a cut-away portion, the internal mechanism of the starter control;

Figure 11 is a fragmentary vertical cross-sectional view taken substantially along the plane indicated by the line XI-XI of Fig. 9 and illustrating the manner of insulating parts of the ignition control mechanism; and,

Figure 12 is a wiring diagram illustrating the electrical system of the compressor device of this invention.

As best shown in Figs. 1, 2 and 3, the compressor construction "of this invention generally comprises a compressor 2|, a two-cycle internal combustion engine 22 for actuating the compressor, an ignition system control mechanism 23 and a starter mechanism 24 for initially reciprocating the pistons of the compressor construction.

For convenience, each of the above mentioned mechanisms will be described under a separate heading.

The compressor The compressor 2| has a cylinder casting 25 which is internally bored as at 28 for slidably receiving therein a piston or plunger 21. Integral legs 28a and 23b are suitably apertured formounting the cylinder 25 on a base 29 by means of stud and nut assemblies 30.

The ends of the cylinder 25 are provided with enlarged bores for respectively receiving therein the end closure members 3|. Each end closure member 3| has an outwardly extending hub 32, for a purpose to be more fully explained hereinafter, and an inwardly extending hub 33. The ends of the piston 21 are suitably recessed as at 34 and 35 for loosely receiving therein the inwardly extending hubs 33 as the piston nears the end of its stroke. The flt between the hubs 33 and the recesses 34 and 35 is such that fluid will not be trapped in the recesses but is compressed and forced out into the bore of the compressor cylinder.

Piston rods 35 and 31 are each suitably connected to an end of the piston 21 by threading, welding or other similar means. The piston rods extend axially away from the piston 21 and are slidingly received through bores 38 in the end closure members 3|.

As best shown in Figs. 3 and 6. a stud 39 is threaded through a side wall of the cylinder 25 with its smooth inner endilseated in a longitudinal slot 4| extending intermediate the ends of the piston 21 at its. periphery. The inner end 43 of the stud 33 permits the piston 21 to be reciprocated within the cylinder bore 23 but prevents rotation thereof.

Spaced annular rows of radially extending inlet openings 42 and 43 are provided through the side walls of the cylinder 25 (Figs. 1, 2, 3 and 6). The rows of inlet openings 42 and 43 are positioned to communicate with the chamber defined assasas bythebore 23 attheendsofthepistonstroke to permit air to flow into the chamber when the piston is at either end of its stroke. When the pistonhasbeenmovedtotheend ofitsstroke to the right, the inlet opening! 42 permit air to flow into the cylinder at the left-hand end of the piston. when the piston has been moved to the endof its stroke to the left, the inlet openings 43 are uncovered to. permit air to flow therethrough into the cylinder 23 adjacent the righthand end of the piston. A screen 44 surrounds the cylinder 25 to cover the inlets to the rows of holes 42 and 43 for filtering the air flowing into the cylinder bore.

A vertical bore 43 is provided in each of the end closure members 3| between the hubs 32 and 33 for receiving therethrough the actuating rods 43a and 46b whose purpose is to be more fully explained hereinafter. The outer end of each bore 45 is enlarged and threaded as at 41 for receiving an externally threaded sleeve 43 provided with an internal bore slightly larger than the diameter of the actuating rod received therethrough. Each of the actuating rods is thus slidably mounted and the clearance therearound relative to a sleeve 43 is kept at a minimum in order that as little pressure as possible may seep thereby. As an aid in eliminating the seepage of pressure from the bore 23 around the actuating rods 48a and 43b, the inwardly extending hubs 33 are provided for eil'ecting a longer bearing with a piston rod 33 and for seating in the piston ends.

When the piston 21 is reciprocated within the bore 25, vertical movement of the actuating rods 45a and 45b is provided by the tapered slots 43 and 50. Each of these slots extend in a longitudinal direction on the piston rods 33, 33 with their deep ends toward the piston.

As will be seen in Fig. 3, when the piston 21 has been moved to the right the actuating rod 46a engages the periphery of its adjacent piston rod 38 while the actuating rod D has moved downwardly into the deep end of the slot 50. As the piston 21 is moved to the left, the actuating rod 46b cams along the bottom of the slot 50 until it engages the periphery of the adjacent piston rod 38. When the piston nears the end of its stroke in a direction toward the left, the inner end of the actuating rod 450 will slide downwardly to the deep end of the slot 48.

As best shown in Figs. 1, 6, 7 and 8, the ends of the cylinder 25 are provided with radially extending peripheral flanges 5| and 52 for a pur-- pose to be more fully apparent later. Rib portions 53 and 54, extending partially around the circumference of the cylinder 25, are positioned adjacent the flanges 5| and 52. A transversely extending rib 55 connects the ribs 53 and 54.

The flange 5| and rib 53 are cored to provide an arcuate recess 55. Radially extending internally threaded openings 51 are provided adjacent the ends of the arcuate recess 55 through the sidewall 01' the cylinder 25. The end closure member 3| has an arcuate slot 53 connecting of the check valve members 59. These fingers serve to retain a valve plate 63 in connection with the check valve member 59. Each plate 63 is free for movement in a direction axially of the sleeve 60 between the limits defined by the shoulder 6i and the inturned flanges at the ends of the fingers 62. It will be apparent that when the plate 63 seats on the shoulder 6| the internal bore through the sleeve 60 is closed against fluid flow. The operation of the check valves 59 will be more fully explained with the operation of the compressor construction.

Externally threaded plugs 66 are threaded into the outer end of each of the openings 51 to block the flow of fluid into the atmosphere.

The flange 52 and rib 54 on the opposite end or the cylinder 25 have the same construction as just described for the flange 5| and rib 53.

As shown in Fig. 8, the transversely extending rib 55 is internally cored to provide the recess 65 which terminates at its ends in the arcuate recesses 56, 56. A boss 66 is formed substantially at the center of the rib 55 and is provided with an internally threaded bore 61 communicating with the recess 65.

It will be apparent from the foregoing that the openings 61, 65, 56 and the opening through each of the check valves 59 provide passageway for exhausting fluid from each end of the cylinder bore 26 to the exterior of the cylinder 25. Suitable pipe fittings and fluid conducting pipes are connected to the internally threaded bore 61 and a fluid pressure tank (not shown) for receiving therein fluid such as air which is compressed by the piston 21 in the bore 26.

The actuating mechanism for reciprocating the compressor piston 21 will now be described.

Internal combustion engine The internal combustion engine 22 is of the two-cycle type having separate but identical constructions at each end of the compressor 2|. The engine portion at the left is identified by the reference numeral 22a and the engine portion at the right is identified by the reference numeral 22b only for convenience in describing the operation of the compressor construction. As the engine portions 22a and 22b are identical, only one will be described and the parts of each will be identified by like reference numerals.

Each engine portion has a cylinder casting I internally bored as at H and which is connected to a spacer member I2 by means of circumferentially spaced studs I3 and nuts I4. A gasket I5 is inserted between the cylinder casting l0 and the spacer member I2 for providing a fluid-tight joint therebetween.

The face of the spacer member I2 oppositethe face in connection with the cylinder casting I0 is provided with an outwardly extending circumferential ring portion I6 which seats within a complemental groove formed in the end closure member 3|. This interengagement provides a fluid-tight joint when the spacer member I2 is connected to the compressor cylinder 25 by means of studs 11 and nuts I8.

It will be noted that the free end of engine cylinder I0 has a portion I9 of reduced diameter for insertion into the bore of the spacer member I2. This interengagement is such as to axially align the engine bore II with the compressor bore 26.

A piston 90 is slidable within the bore II and is connected to the outer end of the piston rod 38 by threading, welding or other suitable and similar means. The outer end of the piston has a deflector portion 9| thereon for a purpose to be more apparent in the following description.

The cylinder I0 is water jacketed by the water chamber 02. Thin relief plugs 83, 94 and are provided at the periphery of the cylinder I0 should the pressure of the water in the Jackets exceed a predetermined degree through freezing or the like. A drain opening 66 extends through a wall' of the cylinder I0 through which the cooling medium may be drained. This drain opening is normally closed by a cap screw 61.

An internally threaded opening is provided radially through a sidewall 01 the cylinder 10 adjacent the blind end thereof for receiving a spark plug 90. It will be noted that a similar internally threaded opening has been provided axially through the end wall 69 of the cylinder which is normally closed by a plug 90. If desired, the spark plug 86 may be substituted for the plug 90 to flre in an axial rather than a radial direction as illustrated.

The engine cylinder I0 has an upwardly extending thickened portion 9| which is internally chambered with an arcuate recess 92 (Figure 5). One end of the arcuate chamber 92 opens at 93 into an intermediate portion of the bore II while the opposite end thereof registers with a curved recess 94 provided diagonally outward in the spacer member I2. The recesses 92 and 94 connect an intermediate portion of the bore II with the end of the cylinder defined between'the inner periphery of the spacer member I2 and the hub 32.

Circumferentially spaced inlet openings 95 and 96 separated by a baflle 96a join the bore II with the interior of a cored boss 91. A carburetor 96 for vaporizing liquid fuel and mixing it with air supplied through a hood 99a is connected to the boss 91 by means of a stud and nut assembly 99. The carburetor is connected to a source of fuel supply (not shown) in a well-known manner. V

The cylinder I0 is also provided with an enlarged chambered portion I00 on its periphery for providing an enlarged exhaust opening IOI in connection with an openin I02 in the sidewall of the cylinder I0. These openings permit exhausting of combustion gases from the bore of the cylinder I0 to the atmosphere.

If the combustion gases are to be exhausted adjacent the base 29,-a hood member I03 is detachably secured by a stud and nut assembly I04. Combustion gases exhausted through the openings IN and I02 are thereby exhausted away from the base 29. A modified form of exhaust means is illustrated in Fig. 3 wherein a, plurality of openings I05 may be provided in the bottom wall of the chamber I00 and the exhaust gases may flow therethrough with a muilling efiect directly into the atmosphere or into an exhaust line connected thereto (not shown). When so used, the opening IOI is plugged.

It will be apparent from the foregoing description that reciprocation of the engine pistons 80, 60 will reciprocate the compressor pisten 21. With the parts positioned as illustrated in Fig. 3, the vacuum created in the end of the compressor bore 26 by movement of the piston 21 to the right will cause air to flow from the atmosphere through the inlet openings 42 into the compressor cylinder. Likewise, the movement of the engine piston 80 at the end 22b in a direction toward the right, will result in the inlet openings 96 and 96 being unmasked for the flow of mixed fuel into the cylinder bore II. Compressed fuel is trapped between the piston I and cylinder end wall 82 which is ignited through the spark plug 88 to drive the piston in a direction toward the left. when the right-hand piston 80 is forced to the left. the compressor piston 21 compresses air trapped in the bore 2!. when the pressure of the compressed air is higher than the pressure on the opposite side of the check valve plate 63 the latter will open to permit the air under pressure to flow through the openings 51, 58, 65 and 61 where it will enter a pressure tank (not shown). During this movement. the left-hand piston 8| compresses the fuel charge which flows from the rear of the cylinder through the registered recesses 92 and N to a position ahead of the piston. As the left-hand piston II travels forwardly it masks the fuel inlet openings 93, I and SI.

The weight of the pistons 22, II is such that kinetic energy will continue the-axial movement of the compressor piston 21 to fully compress the trapped air therein even though the combustion pressure on the live" piston has been practically spent as the latter piston reaches the end of its stroke and the opposite piston is com- I pressing a charge of fuel thereahead.

An ignition mechanism, to be shortly described, regulates the sparking of the spark plugs 22, 88 so that ignition of a charge of fuel is timed to take place at approximately a point in which the compressing piston has traveled three-quarters of its full stroke toward full compression. The speed of the compressor construction is such that the remaining one-quarter stroke of the piston is necessary to effect maximum combustion pressure to be exerted against the piston to force it away from the cylinder end wall 89. In other words, compression takes place for approximately one-quarter of the piston stroke after the fuel has been ignited.

Compression of the fuel charge by one of the engine pistons and compression of the air by the compressor piston 21 eventually expends all of the kinetic energy to bring the rigidly connected pistons to a stop. The compression and combustion then reverses the movement of the pistons in the opposite direction.

It will be apparent from the foregoing, that the stroke of the pistons 21 and l0, 20 is limited only by expending the kinetic energy built up by motion of the pistons in one direction in compressing a charge of fuel and trapped air in the compressor at the ends of one of the pistons III and the piston 21 opposite to the end of the other piston '0 against which combustion pressures are exerted.

As the pistons 2|, 8| reciprocate in the bores 1 I ll they mask and unmask the fuel inlet openings 95 and 08. During movement of each engine piston inwardly, the indrawn fuel is forced into the registered recesses 82 and 94. When the engine piston reaches the end of its stroke at the end of the cylinder I0, the compressed fuel in the recesses 02 and It flow into the bore II ahead of the piston through the opening I3. Reverse movement of the piston then compresses the trapped fuel ahead of the piston whereit is ignited to form pressure by combustion. Likewise, each engine piston ll masks and unmasks the exhaust opening I22 for the flow of spent gases to the atmosphere.

The deflector end II on each of the engine pistons 20 effects a scavenging of each of the 0:11- inders II. It will be noted that theexhaust aseasas openings I22 are large enough to extend forwardly of the fuel inlet openings 23 so that the cylinders may begin exhausting before fresh fuel is supplied thereto. when the engine piston ll reaches the inner end of its stroke the fresh fuel and air entering through the inlet openings 02 strikes the deflector II and is deflected toward the end wall 8!. This deflection of the fresh fuel forces the spent gases through the exhaust openings I02 and IIII into the atmosphere. The exhaust opening I02 is sufficiently large to completely exhaust the spent gases before the eng ne piston Ill masks the opening to trap the fresh fuel for compression. The relative sizes of the fuel inlet opening 22 and the exhaust opening "2 are such as to balance the pressures within the cylinders during the high reciprocating sp of the pistons. Also, the relative sizes of the exhaust openings I II and I22 must be such that the surge of the exhaust gases is synchronized with the speed of the engine pistons. This synchronization of the exhaust gases is effected by adjusting the exhaust openings III, I, in con- Junction with the large opening III, by means of a masking element (not shown) to control the effective opening areas thereof.

If desired, supercharging may be effected by leading a small amount of compressed air from opposite ends of the compressor cylinder 2| to the carburetor for vaporizing the fuel by a suitable conductor such as a pipe (not shown).

It may also be desirable to supercharge by compressing the mixed fluid fuel and air. For this purpose, a ball check valve I" is threaded into an opening in a side wall of the spacer member 12. In this case a suitable container and reduction valve is connected to the ball check valve I06 by a suitable conductor (not shown). It is also apparent that simflar results may be effected by using part of the exhaust gases for vaporizing the fuel as it is drawn into the cylinders.

The timing mechanism for the ignition system generally referred to in the description of the operation above will now be more fully explained.

Ignition system The ignition control mechanism 23 is best illustrated in Figs. 1, 2, 9 and 10. A base plate IIll,

having a vertical flange III and a horizontal flange H2 at the top thereof extending laterally from the base Ill, is connected to the compressor cylinder 25 by means of internally bored cap screw members H2 and Ill. The exteriorly threaded shanks Ilia and Illa thereof are received through suitable end openings in the base plate H0 and are threaded into the internally threaded portions 41 of the actuating rod bores 45. The internal bores on the cap screws III and lit permit the actuating rods a and 46b to extend therethrough.

A pair of contactor rocker arms H5 and H8 are pivotally connected adjacent the ends of the flange III by means of pivot pins Ill and II.

As the ignition control mechanism 22 is identical in construction on both ends thereof on opposite sides of its vertical center line, the mechanism of only one side will be described and like parts will be designated by the same reference numerals.

A hollow member I I! has an externally threaded end portion I20 threaded through a suitable opening in the base plate H0 and in alignment with the inner end I2I of the contactor rocker arm I It. A coil spring I22 is seated with the member II! to urge a plunger I23 against the end I2I of the contactor rocker arm. The coil spring I22 and I58 has one end thereof grounded as at I50 and plunger I28 serve torock the contactor rocker arm II whereby its outer end I28 is maintained in contact with the actuating rod 88a. The same construction engages the inner end I25 of the contactor rocker arm H8 and serves to maintain the outer end I28 thereof against the actuating rod 481:.

A sheet or suitable insulation I2? is positioned between the laterally extending horizontal flange II! and separates connector plates I28, I28, I80 and I 3i. An additional sheet of insulating material I32 separates a connecting plate I 33 from the connector plate I28. Likewise, a sheet of suitable insulating material I8 I separates a connector plate I35 from the connector plate I29.

As best shown in Fig. 11, connector plates I28 and I33 with the interposed dielectric I32 are connected together to the flange M2 by means of a stud I 35. A dielectric flanged sleeve I3? is inserted through the connector plates I28 and I33 and the interposed dielectric sheet I32 for receiving therethrough the stud I35. Similarly, another stud I38 received through a dielectric flanged sleeve I as connects other portions of the con nector plates I28 and I33 to the flange H2. The dielectrically separated plates I29 and I35 are connected to the flang H2 in the same manner.

Each of the connector plates I30 and III carry a condenser M5 by means of a sleeve clamp IdI and a stud I 32.

The outer end of the connector plate I33 is suitably apertured to receive therethrough a contactor point assembly I55 which includes a compensating coil spring M6 therein for urging the contactor point It? in a projected operative position. A contactor MI? is carried by the rocker arm M5 in alignment with the resiliently supported contact point I III. A nut I 459 is threaded to one end of the contactor MB to carry one end of a ground conductor I55, the other end of which is connected to the base plate I It by means of a bolt and nut assembly I5 I The inner end Iii of the rocker arm H5 has a contactor I52 thereon in alignment with a contactor unit I53 carried by the connector plate I28.

The same arrangement of contactors is provided between the rocker arm I I t and the connector plates I25 and I35.

It will be apparent from Figs. 9 to 12 that when the actuating rod ita is at its lowermost position, the actuating rod (Nib is in its uppermost position.

spring pressed plunger I23 urges th contactor I52 on its inner end I2I into engagement with the contactor I53 while th contactor I48 on the outer end I2 3 has been moved out of engagement with the contactor I07. Likewise, when the spring pressed plunger I 23 has been moved inwardly by the actuating rod 46b through the rocker arm M8, the contactor I52 on the inner end I25 of this rocker arm has been moved out of engagement with the contactor I53 while th con- ,tactor 5% has been moved into engagement with the contactor III.

As shown in the wiring diagram of Fig. 12, a source of energy such as a battery B is grounded as at I 53 on any suitable part of the metal compressor assembly. A conductor I55 connects the other terminal of the battery with a switch I56 which, as shown in Figs. 1 and 3 can conveniently be mounted on the base plate 29. A conductor I5I from the switch I 55 has the branches I5'Ia and E571) leading to spark coils I58 and I59 respectively. These spark coils can feasibly be located in the base plam 29 as shown in Fig. 1.

The secondary winding of each spark coil I58 and the other end thereof connected to a spark plug 88. As is customary, each spark plug 88 is rounded on the motor body as shown;

The other end or the primary winding 01' the spark coil I58 is connected through a conductor IBI with connector plate I3I. Th corresponding other end of the spark coil I59 is connected through a conductor I 62 with the connector plate I30. The conductors IBI and I82 can each be connected to ground through the breaker points I and I48.

The connector plates I28 and I29 are connected respectively to solenoid coils I88 and I84.

The connector plates I83 and I are connected by a conductor I85 to ground through the circuit including the condenser I40. Likewise the connector plates I8I and I85 are connected by a conductor I86 to ground through the circuit including the other condenser I40. I

The connector plate I30 carries a bracket I61 with spaced superimposed connector points I68. Likewise, the connector plate I3I carries a bracket I59 with spaced superimposed connector points IIIl. A spring leaf III is mounted on the connector plate I85 and-extends between-the points I68 of the bracket I67. Likewise, a second spring leaf I72 is can'ied by the plate I85 and extends between the points "0 of the bracket I58.

It will be noted that the conductors I I5-join the connector plates I33 and I85 with the contact points Ml on the respective sides of the device to provide the customary "closed ignition breaker circuits. Likewise, the connector points I53 are in circuit connection with the connector plates I28 and I29 by conductors I79 and I80, respectively, to provide intermittent contacts in the open solenoid breaker circuits. The ignition breaker circuits and the solenoid breaker circuits are thereby alternately opened and closed thgough movement of the rocker arms I I5 and II The conductor 290 between the solenoid coils I63 and I56 is in circuit connection with the bat= tery B through a conductor till inwhich a switch it? is provided to disconnect the solenoid coils from the source of energization. This switch is closed during starting of the compressor and is opened during operation of the device.

The respective spark plugs 88 of the engine are thus energized in proper timedrelation by clos- 1 ing the circuit from the battery through the sparking coils I58 and I58 whenever the rocker arms H5 and H5 are actuated by the rods 66a and 45b to bring the points I48 in contact with the points I07.

Th actuating rods are thus controlled by movement of the pistons and in turn control the sparking of the spark plugs so that the fuel and air mixture will be ignited when the piston is in a position about three-quarters of the full length of its stroke as described above.

The starting mechanism As shown in Figs. 9 and 10 the solenoid coils I53 and I84 are wound around a cylinder I15 which houses a slidably mounted valv I18 having enlarged portions I11 and I18. The coils I58 and I54 are alternately energized to reciprocate the valve I15 by movement of the rocker arms H5 and lit to alternately join the contact points I52 and I53 thereby closing a circuit through the connector plates I28 and I29 respectively to the coils. Conductors I I8 and I80 join the contact points I53 with the connector plates I28 and I28 respectively.

I85 with manually operated valves I88 (Fig. 1) j threaded in the housing 28. I

When it is desired to start the engine compressed air is fed through the inlet I8I from storage in the compressed air tank which is supplied by the operating compression. The compressed air enters the chamber of the cylinder I18 and is then directed to either the outlet I82 or the outlet I88 depending upon the position of the valve portions I" and I18 relative to the outlet port. The position of these valve portions is controlled by the solenoid coils I83 and I64 as explained above.

The compressed air will alternately flow to opposite sides of the piston 21 thereby reciprocating the engine pistons 80, 88 resulting in the drawing in of the fuel and air mixture to the combustion chambers. If the engine parts are relatively warm or at normal temperature starting should immediately follow by the manual manipulation of the spring leaves III and I12. When the spring leaves are actuated manually, the connector plates I30, I33 and I31, I35 are in circuit connection and the spark plugs 88, 88

are thereby energized. If the engine does not start in this manner, then the starting mechanism is turned ofl by closing the valves I88. With the engine pistons stationary and a full charge of fuel and air in the cylinders, the spring leaves III and I12 are manually actuated to lgnite the charge thereby starting reciprocation of the entire device. Once the device is started. ignition is. controlled automatically as previously explained.

Conclusion device may be effected by drawing a full charge of fuel and air into the engine cylinders and then igniting the charge against the stationary engine pistons by manual actuation of spring leaves.

It is also to be understood that I may provide a compressor-engine construction having pistons of sufllcient size and weight for storing kinetic energy whereby the ignition system described is entirely disconnected and the fuel compressed under pressures sufficient for self-ignition such as in Diesel engines. Likewise, the combustion engine portions of the present invention may combine features of both the electrical ignition and true Diesel types in order to provide a semi-Diesel arrangement.

, While a particular embodiment only of this invention has been illustrated, it will, of course, be understood that the invention should not be limited thereto, since many modifications may be made and, therefore, it is contemplated by the appended claims to cover all such modifications as fall within the true spirit and scope of the present invention.

I claim as my invention:

1. A compressor construction comprising a cylinder having inlet and exhaust ports. a piston in saidcylinder arranged to open and close said ports as it reciprocates, an internal combustion engine at each end of said cylinder, a piston for each engine, a piston rod rigidly connecting each of said engine pistons with said first piston for free co-movement, the stroke of said pistons being controlled only by the pressures of compression and combustion in said engines.

2. A compressor construction comprising an igniting said fuel, the stroke of said pistons being limited only by expending the kinetic energy built up therein through combustion pressures on one of the engine pistons in compressing both the drawn-in fuel by the opposite engine piston and the drawn-in fluid by the compressor piston.

3; A compressor construction comprising an internal combustion engine having spaced aligned cylinders, pistons in said cylinders, a compressor cylinder between said engine cylinders, a double-acting piston in said compressor cylinder, piston rods rigidly connecting said pistons together for co-movement, fluid inlet and outlet ports in each cylinder arranged to be opened and closed successively by the reciprocation of the pistons thereover, said engine pistons alternately drawing fuel therein and compressing said drawn-in fuel, means for igniting said fuel, and means operable by the reciprocation of said piston rods for establishing electrical impulses through said ignition means, the stroke of said pistons being limited to less than the length of their respective cylinders only by expending the kinetic energy built up therein through combustion pressures on one of the engine pistons in compressing both the drawn-in fuel by the opposite engine piston and the drawn in fluid by the compressor piston.

4. A compressor construction comprising a compressor cylinder having inlet and outlet ports, a double-acting reciprocating piston in said cylinder opening and closing said ports during reciprocation thereof, a combustion cylinder at each end of and in alignment with said compressor cylinder and having fluid inlet and outlet ports therein, a reciprocating piston for each engine cylinder opening and closing said ports during reciprocation, a piston rod connecting each engine piston with said compressor piston, means permitting free axial movement of said pistons and restraining rotation thereof, said engine pistons alternately drawing fuel therein and compressing said drawn-in fuel, means for igniting said fuel in each engine cylinder, and means operable by said reciprocating piston rods for alternately establishing electrical impulses through said ignition means, the stroke of said pistons being limited to less than the length of their respective cylinders only by expending the kinetic energy built up therein through combustion pressures on one of the engine pistons in compressing both the drawn in fuel by the opposite engine piston and the drawn-in fluid by the compressor piston.

5. In a compressor having piston rods for connecting reciprocating pistons in combustion chambers, ignition means for said combustion chambers including means for establishing electrical impulses comprising longitudinally extending slots insaid piston rods angularly disposed relative to the longitudinal axis thereof, actuating rods engaging the periphery of the piston rods and said slots therein for movement toward and away from the axis 01' said piston rods, and means operable by said movements of the actuating rods for energizing said ignition means and alternately igniting the fuel in said combustion chambers.

6. In a compressor including a plunger, and a piston for driving said plunger, the improvement which comprises a rod directly connecting said plunger with said piston, said rod having a tapered slot therein, spring pressed means movable into and out of said slot as the rod oscillates, and fuel ignition means for driving said piston controlled by movement of said spring-pressed means whereby the position of said rod controls operation of said ignition means.

7. A compressor comprising a reciprocal plunger, piston rods extending longitudinally from said plunger, pistons on the ends 01' said rods, means defining combustion chambers receiving said pistons, said piston rods having tapered slots therein, actuating rods movable into and out of said slots, ignition means for said combustion chambers controlled by said actuating rods, and a compressed fluid starting mechanism for oscillating said pistons controlled by said actuating rods.

8. In a compressor construction having a reciprocating piston for compressing fluids and an internal engine for reciprocating said compressor piston, a starting mechanism for said in-- ternal engine comprising fluid inlets at the ends of the cylinder housing the compressor piston, a valve for alternately controlling the flow of fluid through said inlets, and electro-magnetic means for reciprocating said valve.

9. In a compressor including a plungeriand an internal combustion engine for actuating said plunger, the improvement of a starter mechanism for said internal combustion engine comprising a valve member for controlling the flow o1 fluid under pressure from a source of supply, electromagnetic means for eflecting actuation of 'said valve to control the flow oi fluid under pressure alternately to the ends of said plunger, and ignition means for said internal combustion engine operated at timed intervals by reciprocation of said plunger.

HILMAR A. ANDRESEN.

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