US2489068A - Internal-combustion engine - Google Patents

Description

NW, 22, 1949 c. A. CARLSON 2,489,068

INTERNAL- COMBUST ION ENGINE Filed Dec. 19', 1945 I 5 She'ets-Sheet 1 Nov. 22, 1949 c. A. CARLSON INTERNAL-COMBUSTION ENGINE 5 Sheets-Sheet 2 Filed Dec. 19, .1945

Nov. 22, 1949 I c. A. CARLSON INTERNAL-COMBUSTION ENGINE Filed Dec. 19, 1945 5 Sheets-Sheet 3 Nov. 22, 1949 c. A. CARLSON INTERNAL-COMBUSTION ENGINE s Sheets-Sheet 4 Filed Dec. 19, 1945 NW. 22, 1949 c. A. CARLSON 2,489,068

INTERNAL- COMBUSTION ENGINE Patented Nov. 22, 1949 UNITED STATES PATENT' OFFICE INTERNAL-COMBUSTION ENGINE Charles A. Carlson, Bethesda, Md.

Application December 19, 1945, Serial .No. 635,857

11 Claims. (Cl. 123-139) bureted is delivered to the respective cylinders in.

graduated amounts, according to the acceleration or deceleration by the operator and this same condition obtains when the engine is initially started. Therefore, as there is no regulation as regards the compression within the cylinders, it is clear that a greater amount of fuel will necessarily be consumed and the engine under'certain circumstances will not perform satisfactorily.

Engines now commonly used have a suction stroke used to take air through a carburetor past a fuel orifice, and quantity is controlled by what is called a butterfly valve which is in the carburetor. This valve is closed to reduce speed of intake of fuel to engine cylinders, with the result that the engine becomes a vacuum pump; said vacuum absorbs all oil on top rings of piston, which is harmful and at the same time the inlet manifold is filled with a rich mixture, when said control valve is opened. The first fuel mixture is too rich and reduces the engine's power temporarily until the wet gases, as well as the lubrieatin oil is burned out and wasted. This results in a large waste because of the fact that the control valve has to be used continually to regulate speed. Furthermore, the average engine now built uses a compression ratio around 6.5 as a higher ratio would cause severe knocking when engine speed is reduced under load.

In my invention, I eliminate carburetor and manifold and supply mixture of gas and air in proper ratio directly to the cylinders. And at high speed, a compression ratio of 10.1 can be used which means more power for the same amount of fuel used, and when engine speed is slowed down the compression ratio will automatically be reduced and thus avoid knocking, which is harmful to engines.

In my invention I provide a low and high speed compression stroke and the means to this end results in obtaining a higher compression than heretofore obtained at high engine speed. The result is that there will be no knock at lower engine speeds as I also provide means for regulating the compression within the cylinders in accordance with the engine speed and this is accomplished automatically. Under such circumstances there will be a great saving in fuel consumption and the engine will perform its functions ideally under any and all conditions of operation.

In accomplishing the foregoing results I have provided a new design insuch engines, which includes, among other things, a very compact and readilly accessible minimum number of elements which includes means for the automatic regulation and control of the proper volume of fuel under the various conditions of operation of the engine, which means is under the manual control of the operator and, further, includes a new system of fuel injection to each of the cylinders and the automatic control and operation of a single air inlet valve and the exhaust being accomplished without the use of a valve. Then, too, I have embodied in the engine a novel cam shaft which serves the dual function of operating the aforesaid single air inlet valve to the respective cylinders, and also supports and operates the novel control means for supplying the proper volume of fuel to the cylinders as well as operating the means for automatically regulatin the compression in the cylinders under the various conditions of operation of the engine, such as starting, running at minimum or maximum power. In addition the means for regulating the compression within the cylinders serves a dual function in that it also controls and operates the fuel injecting means to supply the proper volume of fuel to the cylinders.

With the foregoing in mind, it is one object of my invention to provide means for the regulation, control and supply of the proper proportion of air-fuel mixture to be compressed in the cylinders in proportion to the work required.

Another object of my invention is to provide automatically operating means, which at high speed, a compression ratio of 10.1 is utilized, which results in savings of fuel, and at lower speeds the compression ratio will automatically be reduced, which results in elimination of engine knock.

Another object of my invention is to provide a new system of fuel supply to the cylinders in proper proportion to the work required and which system includes injecting means for supplying the fuel directly to each of the cylinders.

Another object of my invention resides in the automatic control and regulation of the supply of proper proportions of air-fuel mixture to each of the cylinders, including means which operates injectors for the fuel supply and the said means also automatically controlling the volume of air to be supplied to each of the cylinders.

Another object of my invention resides in the regulation of the power of the engine by means of a mechanically operated hydraulic valve adjuster and combined e inlet valve regulator.

Another object of my invention resides in providing means for regulating the power of the engine, including a combined valve adjuster and engine inlet valve regulator, and a new type of fuel injection system in coniunction therewith.

Another object of my invention resides in the provision of a cam shaft having spaced similarly 7 formed cams of different contours in sets, which cams perform the function of operating the inlet valves in the cylinders and other cams which operate the regulating means for the proper amount of compression within each of the cylinders and such regulating means controlling and operating the fuel injector means for each cylinder.

Another object of my invention resides in the regulator means for the compression in the cylinders, which is under control of the operator and which performs such regulation automatically when the operator. accelerates or decelerates the engine, according to the working conditions imposed on the engine.

Further objects of the invention will appear from the following specifications taken in connection with the drawings which form part of this application.

In the drawings: Q

Fig. 1 is a top plan view of the engine with certain parts broken away to disclose interior structure;

Fig. 2 is a vertical sectional view along the line I 2-2 of Fig. 1, showing certain parts broken away and disclosing the compression regulator means and the fuel injector and the fuel system to the cylinders:

Fig. 3 is a top plan, partly in section, disclosing the cam shaft and the new compression control means in conjunction with the hydraulic valve adjuster;

Fig. 4 is a vertical sectional view on the lines 4-4 of Fig. 1 showing the two fuel injector means and the automatic compression regulator;

Fig. 5 is a diagrammatic showing of the new cycle or cycles with regard to the engine as depicted in Figs. 1 to 4;

Fig. 6 is an end elevational view of the connecting rod;

6 Fig. 7 is a cross sectional view along the line 1-1 of Fig. 6;

Fig. 8 is a vertical sectional view of the engine substantially along the line 8-8 of Fig. 1, disclosing the crankshaft, cam shaft and the operating means for the automatic compression control;

Fig. 9 is a partial elevational view of the rear end of the engine with the flywheel omitted;

Fig. 10 is a partial elevational view of the front end of the engine disclosing the oil pump and part of the fuel injecting system;

Fig. 11 is a partial sectional view'of a modification of the engine of this invention, applied to a vertical cylinder 4-cycle type engine;

Fig. 12 isa side elevational view with most parts in section, of the engine depicted in- Fig. 11;

Fig. 13 is a diagrammatic showing of the new cycles of the enginein Figs. 11 and 12;

Fig. 14 is a transverse sectional view of the fuel injector used in connection with the engine in Figs. 11 and 12, taken on the line xrv- -m'v The invention will be more readily understood a by referring to the drawings in detail, wherein Figs. 1 through 4 and Figs. 8, 9 and 10 there is depicted a variable cycle horizontal, directly opposed pistons, multi-cylinder type engine. The engine consists of a crankcase i with side walls 2 and front and rear walls 3 and 4, respectively, and is open at the top 5. The side walls 2 are provided with oppositely disposed openings 6 and support cylinders I at each of the said open ings. The cylinders I are preferably single castins and are bolted or otherwise secured to the opposite side walls by means of bolts or other securing means 8, and these cylinders are directly opposite each other and there being three such cylinders at each side of the engine but it will be readily understood that a greater or less number of cylinders may be employed within the spirit and scope of my invention. The cylinders also have preferably cast integrally therewith an extension 9 which constitutes a support for the valves and a further extension in which supports the air inlet manifolds at one side of the cylinder and at the other side of the cylinder there is also preferably cast integrally an extension I l which constitutes the support for the exhaust manifolds. Each of the separate cylinders are provided exteriorly with integral heat dissipating fins i2 and extensions I3 exteriorly about the chamber wherein the air inlet valve is supported. Each cylinder is provided with a suitable cylinder liner I4. The air inlet manifolds l5 extend above and throughout the length of the three cylinders at either side of the engine and are maintained securely in association with the extension supports in by means of suitable clamps l6. Spaced openings H are provided in the bottom portions of each of the manifolds 15, which openings are in alignment with the air inlet chamber Id. The exhaust manifolds is, which have spaced openings 20 therein, in register with the exhaust outlet 2i, are likewise secured to the extension supports H by means of suitable clamps 22. It is 5 understood that the exhaust manifold l9, such as shown on the right side of one of the cylinders in Fig. 1, similarly should appear at the left side of Fig. 1 but which has been'omitted there in order to depict further figures of the drawing. Each of the three cylinders is closed by a cylinder head 23 and which is secured to the cylinders by means of bolts 24 or other suitable fastenings, and includes combustion chamber 25 substantially cen. trally of the cylinder for the spark plug 26 and a fuel opening 21 laterally spaced from the spark plug opening and closely adjacent the cylinder air inlet chamber 28. Air is supplied to air inlet chamber 18 through manifold 15 by standard supercharger.

An intake valve 29, which is of the puppe yp is associated with each cylinder adjacent the chamber 28, which communicates with the air inlet chamber IS. The valve 29 is provided with the usual head 30 adapted at times to seat on the valve seat 8! provided in the integral extenof such flns also are' sion It. The support 9 for the valve has an opening 32 therethrough and in which opening there is disposed a tubular bearing 33 for the valve stem 29 and this bearing extends beyond the opening and a coil spring 35 is concentrically disposed thereabout, one end of which contacts a spring retainer 36 that is maintained by wedges 34 in fixed relationship with the valve stem 29 adjacent one end thereof, as clearly seen in Fig. 2. A protective cap 31 for the valve spring surrounds and encloses the same, this cap at one end being snapped and securely held into an opening in the engine side wall 2 and .the other 'end thereof is engaged by the end of the coil spring 35 and thus there is a tendency of the spring to exert its motive force to keep the valve 29 on the seat 3| for a purpose later described.

The engine crank shaft 39, in this instance provided with three crank throws 48, is suitably mounted at its rear end in a bearing 4| and likewise at its front end in a bearing 42, and is supported intermediate its ends in bearings 43 mounted in supports 44 which are preferably integral with the interior structure of the crankcase. The rear bearing 4| for the crankshaft is mounted in a removable end plate 45 which is secured to the crankcase by means of bolts or other suitable fastenings 46, and the front bearing is likewise mounted in a removable plate 41 which in turn is secured to the crank case by suitable bolts 48 or the like. A flywheel 49 is secured to the extreme rearward end of the crankshaft 39 by means of bolts or the like 50 and suitable pins to obtain the alignment thereof. The bearing 4| for the rear end of the crankshaft is provided with a circular flange 52 which abuts a circular projection 53 adjacent the end of the crankshaft within the crankcase. Similarly formed connecting rods 54 have their outer ends attached to opposed pistons 55 by means of wrist pins 58. The crank shaftends of the connecting rods 51 are arcuately formed and embrace the crank throw, see Fig. 2. The inner ends 51 of the connecting rod are maintained about the crank throw by means of substantiall H-shaped upper and lower concave plates 58 and 59, respectively, which are held together and about the ends 51 of the connecting rods by means of bolts 60. Each of these plates, see Figs. 1 and 2, is provided with central oppositely disposed cutouts BI and, of course, this cut-out portion permits the throw of the crankshaft 40 to complete the arc of a circle in its rotation. Thus, as the crank shaft is rotating clockwise, as in Fig. 2, the individual connecting rods 54 each connected with the opposed pistons in the aligned opposed cylinders, will be enabled to complete their reciprocatory motion imparted by the rotary motion of the throws of the crankshaft, and each piston at either side of the engine alternately moves into and out of the respective cylinders as the crankshaft is rotated.

The top 5 of the engine casing is open, as stated. This enables a cover plate 62 to be detachably associated therewith by means of the bolts 63 which pass through the cover and engage the upper flange portion of the engine casing. This cover plate 62 is provided with a longitudinally extending recess 84 which is substantially intermediate the side edges of the cover and supporting and housing means 81, and includes a thickened centra1 part 65 also extending longitudinally of the cover, and holes 86 in this said thickened portion for a liquid, such as oil, for a purpose later described. The cover plate 62 on its underneath portion and on opposite sides of the centrally disposed recess 64 has either integral therewith or attached thereto the supporting and housing means 61 for the combined metering and fuel injector means, and also serves as a housin for the hydraulically operated valve opening means, see Figs. 3 and 4. It is to be understood that the combined metering and fuel injector means and the hydraulic valve operating means, to be presently described, are in the housings '61 at either side of the cam shaft 68, the latter being supported in bearings which depend from and are preferably integral with cover 52. In other words, cover 52 is provided at its forward end with a depending bearing support H for the front end of the cam shaft and a depending rear bearing support I2 for the rear end of the cam shaft, see Fig. 8. The crank shaft 39, at its front end, is provided with a gear 13 which is keyed thereto as at 14 and which meshes with a gear 15 that is keyed at 16 to the front end of the cam shaft and, of course, these lntermeshing gears provide the drive for the cam shaft 88 which is supported intermediate its ends in spaced bearings 11, the latter being attached to or integral with the cover .plate 62, see Fig. 8. The cam shaft 68 is provided with three sets of spaced cams l8 and 19. Suitable flanged bearings are positioned in the depending bearing support I2 and the two supports TI and the flanges 8| of all three of the said bearings are positioned so as to confine be tween the same and the supports 12 and I1 suitable regulator discs 82, see Figs. 3 and 8. Each regulator disc 82 carries diametrically opposed regulator arms 83, which arms are provided with interiorly projectingcam followers 84 and which are .pivotally mounted on said discs by means of a pin or bolt 85. The regulator disc 82 is proyided at a portion of its periphery with suitable gear teeth 86 which are constantly in mesh with gear teeth 81 formed integrally on a regulator operating shaft 88, which shaft is also provided at one end with integral gear teeth 89 which are constantly in mesh with the manually operable gear segment 98 which is turn is pivotally mounted on the cover 82 by segment screw 9| and which has integral therewith an operating lever 92 which is suitably connected with the conventional accelerator pedal, not shown. By referring particularly to Figs. 4 and 8, it will be seen that the regulator armswith their cam followers 84 are in .position so as to be operated by the cam 18 on the cam shaft 68, and that the gear teeth 81 in the disc control operating shaft 88 are in mesh with the geared portion 86 of the control disc 82, so that when the accelerator, not shown, is operated and the gear segment 90 is turned, and being in mesh with the gear teeth 89 on shaft 88, all three of the control discs 82 are moved simultaneously for a purpose later described.

The cover 62 acts as a support for fuel injectors. These fuel injectors, which are all identical, are maintained in position on top of the cover by means of hold-down clamps 92A which in turn are secured to the cover by bolts 93. Each fuel chamber 91 includes a flexible diaphragm 94 which is normally urged downwardly by means of a coil spring 95 the latter bein positioned in a central opening 96 which communicates with a fuelchamber 91. Fuel from any suitable source I of supply, such as a tank, not shown, enters a iongitudinally extending pipe 98, see Figs. 1 and2, and there are laterally extendin preferably inclined take-offs or outlets 99 to each of the fuel asaaoca injectors QIA and, of course, there is one fuel in- Jector for each cylinder. The fuel enters the supply pipe 88 and then passes laterally outwardly through the connecting pipes 93 which are suitsbly coupled at I to the oppositely disposed fuel injectors BIA. As the fuel enters the injectors it .opens check valve IN and then passes by the spring 85 into the chamber 81 and as the metering pins I02 are reciprocated by the regulator arms 83 the fuel is ejected from the chamber 81 outwardly past the check valve I03 and past the coupling I04 and into the pipe I05 which supplies the fuel to the fuel nozzle I86 to be injected interiorly within each cylinder. The metering pin I82 is provided with a cam face I01 which engages a similarly formed cam surface I08 on the lower end of the pump operating pin or plunger I89 and the upper end of which is in engagement, preferably centrally of the diaphragm 84, The inner end of each metering pin I02 is at all times in contact with the regulator arms 83. The other end of the metering pin III) is somewhat reduced in size and acts as an operating means for a check valve II I which is positioned in a cavity II 2 within the housing 61. This check valve is normally spring pressed on its seat by means of a coil spring H3 which is held in place by the cap screw nut III.

By referring to Figs. 3 and 4 it will be seen that the housing 61 for the aforesaid metering pin, valve plunger etc. also supports and encloses the hydraulic valve actuator. This hydraulic actuator consists of a movable hollow piston I I6 which reciprocates in a cylindrical passageway III and partially surrounds a coil spring H8 one end of which is within the hollow piston and the other end I I8 in engagement with the wall of the housing 61, and laterally offset from this piston and in the same housing 61 there is another hollow piston I which reciprocates in a cylindrical passageway H5, partially houses a coil spring I2I the inner end of which is within the piston and the outer end I22 being in engagement with the wall of the housing Bl. The piston I20, at its forward closed end I23 is reduced in size and is always in contact with the extreme outer end of the valve stem 29. The interior formation of the housing 81 provides a passageway I25 for oil which is supplied by means of pump I28, which pump receives the oil through pipe I2I from the crankcase and delivers the oil through outlet pipe I28 to the passageway 66 and maintains oil under pressure therein at all times, which oil passes from the passageway 66 through outlet I29 in the main cover plate 62 and which outlet is in register with a passageway I30 in the housing 61 and when the metering pins I02 are moved outwardly by the regulator arms 83 the oil by-passes the check valve I I I which has been opened by the metering pin and enters into the passageway I30 permitting pressure to drop from passageway I25, pistons I28 will then be forced down by the pressure of valve spring returning intake valve 28 to its valve seat 3i thereby starting the compression stroke, and as the pistons H6 and I20 are in communication in this passageway the hydraulic pressure created by the rotation of camshaft 88 and cams l9 lifting the pistons IIS effects hydraulic operation of pistons I28 thereby opening intake valv 29.

Attention is directed to Figure 5 which depicts the novel cycles developed in the operation of the engine. a denotes 165 low speed intake stroke; b 105 high speed intake stroke; c 60 low speed compression stroke; d 120 high speed compres- 8 sion stroke; e 120 power stroke and I 120 exhaust stroke.

Referring specifically to low speed only. in the above cycle it will be noted that when. the de areas are totaled. the intake will equal 165 degrecs; the compression 650 degrees; power 120 degrees; exhaust 120 degrees, which will total 465 degrees. As there are only act degrees in the circle or the complete cycle, the difference is accounted for by the intake stroke overlapping the exhaust and compression stroke 105 degrees.

Referring to high speed only, it will be noted that when the degrees'are totaled the intake is 105 degrees; compression 120 degrees; power 120 degrees; exhaust 120 degrees, which total amounts to 465 degrees. the difference being accounted for by the Intake stroke overlapping the exhauststroke 105 degrees. It is quite clear then that the high and low compression is arrived at and that my invention makes it possible to have a dual cycle engine where the cycle can be changed by manual control.

Mode of operation Oil from the conventional lubricating system for the engine is supplied to the cam followers IIG by means of the pump I26, into passageway 86, which communicates with the cam followers through passageway I25 when the cam followers are operated by their respective cams 18. The intake stroke is 105 degrees and the compression stroke 60 degrees at low speed. The regulator arms 83, which are pivotaliy mounted at diametrically opposite points on the regulator disc 82 are rotatable by the manually operable lever 82 which is secured to the segmental gear 90. The said gear is in mesh with the gear teeth 89 on the shaft 88. Thus when the said segmental gear is manually rotated the regulator arms 83 with their inwardly projecting cam followers 84 are brought into position so that the cam followers of each of the arms are substantially diametrically opposite each other and with the cam shaft and its cam face I8 in position to operate first one of the arms and then the other, this results in operation of the metering pins I02, which in turn operates the respective plungers I09 of each of the fuel injecting devices for each of the opposed cylinders and in this same movement and operation of the metering pins 882 the pressure regulating valves l I I are successively operated, which results in obtaining the desired compression space in the cylinders, as release of the regulating device or valves III lowers the pressure in passageway I25 and allows the inlet control piston I 23 to become inactive and allow spring 35 to close inlet valve 28 earlier for high speed. Thus, at high speed the intake stroke is degrees and the compression stroke degrees.

It will be seen that with the manual control of the regulator disc 82 and the fact that it carries the pivotally mounted regulator arms 83 thereon, that by movement of the lever 82 which in turn causes rotation of the regulator disc 82,

the respective regulator arms 83 can be positioned at various points so as to be operated to control the opening and closing oi the intake valve 29 in order to secure any desired compression space in the cylinders between the above mentioned degrees. It is understood that at low engine speed there will be smaller amount of air needed to start the engine and by controlling and operating the inlet valve 28 as regards its closing. this is what determines the compreluion space for the cylinders and consequently requires a very small amount of fuel.

When the engine is in operation under maximum load, this situation requires maximum supply of fuel and compression in the cylinders to obtain the maximum power and under such circumstances the regulator arms 83 will assume the position as shown in full lines in Fig. 4 of the drawings, wherein the cam follower 84 of the regulator arms are in position to give the maximum reciprocation to the metering pins I02 in order to operate the injector plungers I09 to obtain maximum supply of fuel to the respective cylinders of the engine and simultaneously releasing the pressure in the passageway I25 to allow the inlet control piston I23 to close inlet valve 29 for high compression.

When the engine is operating on substantially low power, which means, of course, that the engine is not under any load, the operator will ease up on the accelerator and this action will effect movement of the lever 92 and consequent operation of the regulator disc 82 and move the same anti-clockwise, thereby carrying the regulator arms 83 and their cam extensions 84 away from the oppositely disposed metering pins I02, as shown in dotted lines in Figure 4, which will result in supplying a lesser amount of fuel-air mixture.

Referring now to Figures 11, 12, 13 and 14, the engine is a 4-cycle vertical one and the theory of operation and substantially all of the control and regulating means are quite similar to the 2-cycle engine already described. The cam shaft I35 is suitably mounted in bearings, not shown, and includes a cam face I36for operating exhaust valve I31 and a cam face I38 for operating intake valve I39. The cylinder head I49 is suitably attached to the engine block MI by means of bolts I42 and is provided with the usual spark plug opening into which a spark plug I43 is inserted, substantially directly above the inlet valve I39, air being supplied to the opening I44 and the exhaust being discharged through the opening I45. Both the inlet and exhaust valves are of the usual poppet type and have an elongated stem mounted in fixed bearings I46 which extend through suitable openings I41 in the engine block, there being a lower wall I48 for a purpose later described. There is provided the usual cylinder I49 within which piston I50 reciprocates, having this motion transmitted thereto by means of connecting rod I I, which in turn is connected to the crank shaft, not shown. There is only one section of the multi-cylinder engine shown.

It will be understood, of course, that there are a plurality of in line pistons and cylinders and inlet and exhaust valves, and adjacent each piston, regardless of the number, there is suitably secured by thru bolt I55 a housing I52 which houses the valve operating means and the fuel injecting means and supports the fuel operating and regulating means, under manual control, whereby the injection of fuel is in effect an automatic throttle and cyclic changes, depending upon the conditions under which the engine is operating, may be effected. The housing I52 has two cylindrical passageways I53 and I33 therein in which the inlet and exhaust valve pistons I54 and I6I operate, respectively, said pistons take the form of inverted pistons or hollow cups, into which cups on top pistons I54 the end of the inlet and exhaust valve stems enter and engage the closed end thereof and which valve stems each carry a fixed collar I58 which acts as a support for a con:

centrically disposed coil spring I59 about the medial portion of each of the aforesaid valve stems and the valve stem bearings I46. The upper ends of each of the coil springs I59 engage collars I60 for maintaining the bearings I46 in their espective openings and acting as a stop against wall I 48 for the upper ends of the springs. The passageway I53 is in direct communication with the closed ends of the cup pistons I54 and also with valve operating means in the form of sliding pistons or sleeves I6I each of which partially houses a coil spring I62 and which springs have their lower ends seated within the sleeves NH and their upper ends in direct engagement with the inverted cup pistons I54 and, of course, in vertically spaced relationship with respect to each other. The sleeves I6I are adapted for reciprocatory motion within the openings I33 formed in the support or housing means I52. Thus it will be seen that as the cam shaft is rotated the inlet and exhaust valves will be operated by the cams I36 and I38 and by means of oil or other suitable liquid, which is introduced through openings I63, which openings are in connection with the oil pressure supply line of the engine and later fully described. When cam I36 starts to lift exhaust valve piston I6I it acts as a shut off valve from opening I63 and compresses the oil in piston I6I which forces upper piston I54 to overcome tension of spring I59 and opens exhaust valve I31.

In addition to the cams I36 and I38 on the cam shaft there is also provided a cam I64, there being, of course, all three of these cams for each cylinder and piston. The cam I64 operates regulator arm I65 which is of arcuate formation and carries an inwardly projecting cam follower I66 and which, when adjusted as later described, is operated by the cam I64 to effect feeding of more or less fuel, as occasioned by the load imposed on the engine. This regulator arm I65 is pivotally connected at I61 to the lower portion of a regulator quadrant I 68 which in turn is secured to the housing I52 by means of headed bolts or the like I69 and I19, which are screw threaded into the housing and in spaced relation with respect to the housing so that the regulator quadrant I68 having spaced arcuate openings I12 and I13 through which said bolts extend is permitted to move back and forth with respect to the housing I52 by means of the lever I14 connected at its upper end to a longitudinally extending rod I15 and at its lower end being pivotally connected with a link I11 which in turn is connected with the quadrant regulator I68. The rear face of the regulator I68 is grooved at I19 complemental with a curved rib I89 on a portion of the side face of the housing I52 and this provides for a substantial hearing and stability of movement of the regulator I68 when operated by means of the lever l8l which has suitable connection with the accelerator and under manual control of the operator, substantially the same as the control and operation as described in connection with the 2-cycle engine.

The fuel injecting means embodied and housed within the support and housing member I52 adjacent and preferably below the inlet valve consists of what might be termed a fuel pump I83 within which is disposed preferably centrally thereof a coil spring I84 which normally tends to force the flexible diaphragm I85 downwardly. This diaphragm is held between the upper portion of the fuel pump I83 and a lower ing through which extends a pump plunger I89- having an upper enlarged portion engaging the under side of the diaphragm I85 directly opposite the point where the spring I94 engages the diaphragm. The lower end of the pump plunger I99 has a coil spring I90 thereabout, the free end of which engages pressure regulating valve Iii which is seated in a recess and tends to normally close this valve. Valve I9I is operated by regulator arm rod I93 which is adapted for reciprocation, within opening in-the housing I52 directly below the said valve and which recess III is in direct communication with the oil inlet opening I68. The reduced upper end of the regulator arm rod I93 is adapted to engage and unseat the valve I9I when the other end of the rod, that is in contact with the regulator arm I", is operated by the cam I94 engaging the cam follower I66.

Fuel is supplied to the pump I" through pipe I94 from any suitable source, such as a tank, and this pipe in turn is attached to a coupling I95 and the fuel enters past spring-pressed check valve I99 into chamber I91 from where it is discharged outwardly through a coupling I99 containing a spring-pressed valve I99 into outlet pipe 200 which in turn is connected by means of coupling20l with cylinder inlet nozzle 202 whereby the fuel is directly injected into the cylinder head directly opposite and below the spark plug I and above the inlet valve I39. A suitable cover plate 209 extends longitudinally of the side wall of the engine block and is secured thereto by means of bolts or the like 294. This plate is removable and permits ready access to all of the individual valve operators and fuel pumps and regulating means therefor.

We will assume that the engine is in operation and the cam shaft I35 is rotating and consequently the valve operators for the inlet and outlet valves will be reciprocating, in their respective'passageways, this being eifected by the spaced faces on the cam shaft, and that simultaneously with the operation of such valves the pressure regulating valve I9I will in turn be opened and closed by means of the cam IGl-engaging the cam follower I69 on the regulator arm I95 and the latter effecting movementvertical reciprocation-of the regulator arm rod I92 operating the pressure regulating valve I91 which permits the oil from the pressure line through the opening I" to enter the passageway in and in turn flll the hollow sleeves IBI, which, when operated, eflect a hydraulic operation of the inlet valve I39 and the unseating of the valve I9I also simultaneously effects operation of the pump plunger I89 which acts against the flexible diaphragm I95 and forces the fuel in the chamber I91 outwardly past the check valve I99 into the pipe 200 which in turn results in injecting the fuel thru nozzle 202 in the cylinder head below the spark plug. All the while these parts are 1 operating the manner of the cycle control and the proper amount of fuel to be injected into each of the cylinders is eflected manually by the operator accelerating or decelerating the engine, as the case may be, which results in operation of the regulator quadrant I69 carrying the regulator arm I" and moving it either clockwise or anticlockwise with respect to the cam shaft I35 and thereby positioning the cam follower I 98 so as to effect injection of more or less fuel, depending upon the position of the regulator arm I90 with respect to the operating cam l 04. In other words. 5 movement of the regulator quadrant I99 results in obtaining the desired compression space and power wanted in the respective cylinders of the engine, such as hereinbefore described in connection with the 2-cycle engine. As the pressure regulating valve I9I opens, releasing pressure from the valve operating pistons, this allows the engine intake valve I39 to close earlier for high speed and when the engine is operating at high speed the intake stroke is 248 degrees and the inlet valve I39 can be controlled to close at any desired place between the figures above in order to suit best engine performance.

By referring to Figure 13 and in regard to the vertical type 4-cycle engine just described, it will be noted that the low speed intake stroke A is 293; the high speed intake stroke B is 248; the low speed compression stroke 0 is 67; the high speed compression stroke D is 112; the powg; stroke E is 125 and the exhaust stroke F is 2 In Figure 15 there is depicted a fuel injector which may be employed in lieu of the fuel injectors described in connection with the 2 and 4- cycle engines and which fuel injector is particularly adaptable for use in heavier types of engines. The fuel injector is denoted generally and includes a cup shaped casing 201 with an opening 209 therein through which extends the pump plunger 209 and which plunger engages a reinforcing disc 2I'0- adjacent the closed end of a hollow corrugated bellows 2i I. The upper end of the casing 201 is closed by a cap H2 and has a depending flange 2I3 suitably secured thereto. This cap is provided with a connector-2 it which houses a spring-pressed valve 2l5 and which comprises the inlet for the fuel to the interior of the bellows 2| I the upper end of which is sealed and held between the cap and the upper portion of the cup shaped body 201. A coil spring 2I8 normally maintains the bellows in distended condition and is adapted to receive fuel therein through opening 2". The fuel received within the bellows is discharged therefrom when the outwardly past valve 2 l8 and the outlet pipe M9. The valve 2|! is regulatable by means of set screw 220 which bears against one end of coil spring 22l which normally maintains the valve 2I8 seated. The operation of this pump is quite clear in that when the bellows is compressed or collapsed the fuel therein which has entered the bellows through the opening 2I'i will be forcibly ,ejected outwardly through the pipe 2I9 which, in the present invention, would be the fuel injecting pipe to the several cylinders of the two described engines.

I claim: 1. In an internal combustion engine of the multi-cylinder and piston type, a single valve for controlling the inlet of air to and from each cylinder, means for operating the valves to vari- \ably open and close the same, which valves when operated open and close an opening communicating with each cylinder at'p'roper times in the cycle of operation and allow. air to enter each cylinder for compression therein by the pistons or allowing the egress of excess air therefrom depending on the varying and final pressure that is desired in the. cylinders, iniectormeans oper- 76 ated by the first mentioned means for variably ISO compression stroke is 112 degrees. The engine.

plunger 209 is moved upwardly and is ejected Y feeding predetermined amounts of fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fuel-to-air mixture for all variable compressions desired in the cylinders, and an opening in the cylinder for the exhaust.

2. In an internal combustion engine of the multi-cylinder and piston type, a single valve for controlling the inlet of air to and from each cylinder, cam means for operating the valves to variably open and close the same, which valves when operated open and close an opening communicating with each cylinder at proper times in the cycle of operation and allow air to enter each cylinder for compression therein by the pistons or allowing the egress of excess air therefrom dependingon the varying and final pressure that is desired in the cylinders, injector means operated by the first mentioned means for variably feeding predetermined amounts of .fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fuel-to-air mixture for all variable compressions desired in the cylinders, and an opening in the cylinder for the exhaust.

3. In an internal combustion engine of the multi-cylinder and piston type including a crank shaft and a cam shaft, a single valve for controlling the inlet of air to and from each cylinder, means for operating the valves by means of the cam shaft to variably open and close the same, which valves when operated open and close an opening communicating. with each cylinder at proper times in the cycle of operation and allow air to enter each cylinder for compression there'- in by the pistons or allowing the egress of excess air therefrom depending on the varying and final pressure that is desired in the cylinders, injector means operated by the first mentioned means for variably feeding predetermined amounts of fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fuelto-air mixture for all variable compressions desired in the cylinders, and an opening in the cylinder for the exhaust.

4. In an internal combustion engine of the multi-cylinder and piston type, a single valve for controlling the inlet of air to and from each cylinder, a spring for normally maintaining each valve closed, means for operating the valves to variably open and close the same including a hydraulic media, which valves when operated open and close an opening communicating with each cylinder at proper times in the cycle of operation and allow air to enter each cylinder for compression therein by the pistons or allow the egress of excess air therefrom depending on the varying and final pressure that is desired in the cylinders, injector means operated by the first mentioned means independently of the hydraulic media for variably feeding predetermined amounts of fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fuel-to-air mixture for all variable compressions desired in the cylinders, and an opening in the cylinders for the exhaust.

5. In an internal combustion engine of the multi-cylinder and piston type, a single valve for controlling the inlet of air to and from each cylinder, a rotatable cam shaft and slidable piston means for compressing a hydraulic media for operation of the valves to open same, a spring to normally maintain the valves closed, which valves when operated open and close an opening communicating with each cylinder at proper times in the cycle of operation and allow air to enter each cylinder for compression therein by the pistons or permitting the egress of excess air therefrom depending on the varying and final pressure that is desired in the cylinders, variable means to release hydraulic pressure applied to the valves for allowing the spring to close the same, means for supplying fuel to the cylinders, a fuel supply regulator disk mounted on the cam shaft and rotatable relative thereto, manually operable means for adjusting and rotating the regulator disk about the said cam shaft, a regulator arm including a cam carried by the disk, a fuel injector for each cylinder operated by the cam shaft engaging the cam carried by the disk for variably feeding predetermined amounts of fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fuel-to-air mixture for all variable compressions desired in the cylinders, and an opening in each cylinder for the exhaust.

6. In an internal combustion engine of the multi-cylinder and piston type, a single valve for controlling the inlet of air to and from each cylinder, a rotatable cam shaft and slidable piston means for compressing a hydraulic media for operation of the valves to open same, a spring to normallymaintain the valves closed, which valves when operated open and close an opening comor permitting the egress of excess air therefrom regulator disk mounted on the cam shaft and rotatable relative thereto, manually operable means for adjusting and rotating the regulator disk about the said cam shaft, a regulator arm including a cam pivotally carried by the disk. a fuel injector for each cylinder operated by the cam shaft engaging the cam carried by the disk for variably feeding predetermined amounts of fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fuel-to-air mixture for all variable compressions desired in the cylinders, and an opening in each cylinder for the exhaust.

7. In an internal combustion engine of the multi-cylinder and piston type, a single valvefor controlling the inlet of air to and from each cylinder, a rotatable cam shaft and slidable piston means for compressing a hydraulic media for operation of the valves to open same, a spring to normally maintain the valves closed, which valves when operated open and close an opening communicating with each cylinder at proper times in the cycle of operation and allow air to enter each cylinder for compression therein by the pistons or permitting the egress of excess air therefrom depending on the varying and final pressure that is desired in the cylinders, variable means to release hydraulic pressure applied to the valves for allowing the spring to close the same, means for supplying fuel to the cylinders, a fuel supply regulator disk mounted on thecam shaft and rotatable relative thereto, manually op rable means for adjusting and rotating the regulator disk about the said cam shaft, two regulator arms each including a cam portion carried by and pivotally mounted at substantially diametrically opposite points on the disk, a fuel injector for aceaocs each cylinder operated by the cam shaft engaging the cams carried by the disk for variably feeding predetermined amounts of fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fuel-to-air mixture for all variable compressions desired in the cylinders, and an opening in each cylinder for the exhaust.

8. In an internal combustion engine of the multi-cylinder and horizontal directly opposed piston type, a single valve for controlling the inlet of air to and from each cylinder, a rotatable cam shaft and slidable piston means for compressing a hydraulic media for operation of the valves to open same, a spring to normally maintain the valves closed, which valves when operated open and close and opening communicating with each cylinder at proper times in the cycle of operation and allow air to enter each cylinder for compression therein bythe pistons or permitting the egress of excess air therefrom depending on the varying and final pressure that is desired in the cylinders, variable means to release hydraulic pressure applied to the valves for allowing the spring to close the same, means for supplying fuel to the cylinders, a fuel supply regulator disk mounted on the cam shaft and rotatable relative thereto, manually operable means. for adjusting and rotating the regulator disk about the cam shaft, a regulator arm including a cam pivotally carried by the disk, a fuel injector, a metering pin in engagement with the fuel injector, the said regulator arm cam contacting the metering pin for operating the injector and which metering pin is operated by the cam shaft for variably feeding predetermined amounts of fuel to each cylinder in proportion to the amount of supplied air and maintaining the proper fueLto-air mixture for all variable compressions desired in the cylinders, and an opening in each cylinder for the exhaust.

9. In an internal combustion engine of the multi-cylinder and piston type, a single valve for controlling the inlet of air to and from each cylinder, a rotatable cam shaft including sets of cams spaced thereon and which sets of cams correspond in number to the number of pistons and cylinders, a hydraulic media adapted to be compressed for operating the valve to open same, j

slidable piston means for compressing the hydraulic media to open the valves, a spring for norma ly maintaining the valves closed, which valves when operated by one cam of each set of cams which engage the slidable piston and compress the hydraulic media uncover an opening communicating with each cylinder so that air will enter the same for compression therein by the engine pistons or permitting the egress of excess air therefrom depending on the varying and final compression that is desired in the cylinder. variable means to release hydraulic pressure applied to the valves for allowing the spring to close the same, means for supplying fuel to each cylinder, a fuel supply regulator disk mounted on the cam shaft and rotatable relative thereto, manually operable means for adjusting and rotating the regulator disk about the cam shaft. a regulator arm including a cam pivotally carried by the disk, a fuel injector for each cylinder operated by other sets of cams on the cam shaft, which cams engage the cam of the regulator arm so that variable predetermined amounts of fuel are supplied to each cylinder in proportion to the amount of supplied air and maintaining on the cam shaft and capable of movement relative thereto, manually operable means for adjusting the regulator disk about the said shaft, a regulator arm including a cam carried by said disk, a metering pin operated by the cam shaft, a fuel injector, the said pin engaging the injector, the said regulator disk cam contacting the said pin for operating the injector to inject the proper amount of fuel into the cylinders, said metering pin also operating means to release hydraulic pressure applied to the valves for allowing the spring to close same, whereby varied amounts of air may be compressed in the cylinders by the pistons and the proper amount of fuel-to-air ratio in the cylinders is attained for all variable speeds and idling conditions of the motor.

11. In a multi-cylinder and piston internal combustion engine including a single valve for controlling the inlet and outlet of air to each cylinder, a rotatable shaft, a spring for normally maintaining each of the valves closed, hydraulic means operated by the shaft for operating the valves to variably open and close the same, a fuel supply regulator disk mounted on the shaft and capable of movement relative thereto, manually operable means for adjusting the regulator disk about the said shaft, a regulator arm including a cam carried by said disk, a metering pin 40 operated by the shaft, a fuel injector, the said pin engaging the injector the said regulator disk cam contacting the said pin for operating the injector to inject the proper amount of fuel into the cylinders, means to release hydraulic pres- 45 sure applied to the valves for allowing the spring to close same, whereby varied amounts of air may be compressed in the cylinders by the pistons and the proper amount of fuel-to-air ratio in the cylinders is attained for all variable speeds and o idling conditions of the motor.

CHARLES A. CARLSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Date OTHER REFERENCES Internal Combustion Engines, by Lichty, Fifth edition, 1939, McGraw Hill Book Co., New York, New York.

Mechanical Engineer's Handbook by Lionel S. Marks, Fourth edition, 1941, McGraw Hill Book Co., New York, New York.

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