Note: Descriptions are shown in the official language in which they were submitted.
This invention applies to plston type internal combustlon
engines~ whereln each cycle of the combustion process ls improved
by a novel reclprocatlng cylinder head~ giving improved expansion
ratios,
B~kg~Qu~Q~_~he Invention
In the art relating to lnternal combustlon engines it i8
known that optimum efficiency is obtained if all cycles of the
combustlon process proceed under ideal conditlons. These conditions
are dlf~erent for each of the cycles involved. The exhaust cycle
Zo should be po~ltlve~ wlth llttle or no back pressure, and should end
with a zero combustlon chamber volume. The lntake cycle should
commence with zero comhustion chamber volume and should proceed wlth
lowest po~sible suctlon pressure~ or should be pressurized. The
compression cycle should compress the charge to maximum permisslble
values under all power output conditlons. The power cycle should
commence with maxlmum permisslble char~e denslty,and should exp~rld
the charge clo~e to ~tmospherlc pressures, In case oP diesel
englnes~ no more air than required ~or combustion purposes should
be taken ln during reduced power outputs. The ~ixed volume and
locatlon of the initlal combustlqn chamber in conventlonal englnes
makes compromises necessary in conventional engines.
SU~BIY_Qf ~ on
The prese~t lnventlon optl~iz~s the volume ~d location of
the inltial combustion chamber by the use of a novel reciprocating
~ 75~
cylinder head whereby the volume and location of the combustion
chamber is changed to optimlze conditions for each cycle of the
combustion process. ~ractically zero combustion chamber volume is
achieved at the end of the exhaust stroke and commencement of the
intake or re-charging stroke and the volume of the combustion
chamber is reduced as the charge is reduced to bring or keep the
charge to maximum permisslble density levels; the location of the
center of the initial combustion chamber is changed by bringing
same closer to the top of the piston during reduced power outputs;
1 the reduced volume thus achieved resulting in improved expansion
ratios during reduced power outputs. ~xecuted inPlternative versi~s,
some of which are capable of not only improved expansion ratlos,
during reducqd power outputs bu~t also capable of deep expansion
under all power outputs. Thus the inventlon provides means for
improved fuel efficiency.
The novel three cycle version of this invention is
executedas follows:
a piston engine is provided with an air charge pre-compres-
sor, with coolers, to pre-compress the air charge to very high
consistent and constant values~ at low temperature, allowing
addition of fuel into the manifold without self ignition for gas
versions. The conventional cylinder head is dispensedwith and
replaced with a reciprocating cylinder head which moves down
into the cylinder,meets and follows the plston during the
. r .. . .
'750
latter p~rtion of the upstroke ~ or exhaust stroke. The exhaust
cycle is total and positive and completed well before TDC.
Similarly the pre-compressed charge admission is positive and
completed before TDC, allowing ignition to commence BTDC for
efficiency. Thus the conventional exhaust stroke is divided in
two cycles~ the greater lower portion is retained for positive
near total e~hausting of the spent charge~ while a large part
of the upper portion is utilized for high pressure charging.
The volume of the initial combustion chamber is adjusted
"on the run" to vary power output, with the admitted gas charge
being at constant pressure and temperature levels. By sizing
the capacity of the pre-compressor to half the normal full
power aspiration capacity of the engine, the engine stroke
becomes long enough for deep expansion down to near atmospheric
levels. Thus deep expansion is achieved with little or no
wasted motion. The present invention incorporates and combines
certain improvements of the following previous inventions of
the inventor:
InYention of "A Three C~cle Internal Combustion En~ine"
This invention covers the basic three cycle process with
varying gas compression levels~ and deep expansion capability.
Invention Or "A Varvi~ Geometric Com~ression Ratio ~Finç~
This invention covers adjustment of the initial combustion chamber
volume utilizing a screw jack, giving constant gas compression
under all outputs for four cycle engines.
Invention of "~ Th~ ,g~LL~ ith Va~in~ Combustion
Chamber Volume"
This invention covers the three cycle process with constant gas
compression levels and deep expansion capability and includes
adjustment of the initial combustion chamber volume to vary
power output; cam driven versions achieve completion of the
charging cycle before the piston commences its down stroke;
crankshaft driven versions carry out the charge admission cycle
i~'
7.5~
with the piston "generally ln the top position".
The present invention includes shaft driven, constant
gas compression, three cycle, englnes which achieve completion
of the charging cycle well before the piston reaches TDC position,
with specific alternative embodlments. Achievement of completion
of the charging cycle well before TDC position of the piston is
of critical importance and therefore this ~nvention represents
an improvement, over the above mentioned invention for shaft
driven engines.
The specific improvements of the present invention
are as follows: -for the three cycle engine-
1. A reciprocating cylinder head is lowered into the cylinder,
upon commencement of the exhaust stroke and closely meets
the top of the piston at a position approximately 45 degrees
BTDC, positively expelling nearly all exhaust gasses.
2. The exhaust valve closes at this instant and the charge
admission valve starts to open, admitting a pre-compressed,
constant pressure charge.
3. The reciprocating cylinder head moves up into the cylinder~
slightly ahead of the piston, and "tops" out against an
ad~ustable~ positive stop.
. This positive stcp determines the volume of the initial
combustion chamber and thereby controls the weight of the
charge admitted, with the charge always being at constant
pressure and temperature. 1he weight of the charge determines
the power output.
5. The pre-compressed charge is pre-compressed to extremely
high values and cooled before fuel is added. The air charge
therefore is extremely dense, yet cool for safe introduction
~ 5~
of fuel. ~uel for gas versions is added to ths air charge
before admission into the combustion chamber.
6. Charge admission is completed before the TDC position is
reached, and ignition commences before TDC.
7. The charge admission valve is positively actuated at precisely
timed positions of the piston. Although the charge admission
valve is carried by the reciprocating head, the timing of
the valve is totally independent of the relative position
of the reciprocating head.
8. The high pressure charge biases the upward travel of the
reciprocating head and also strongly biases the closing of
the charge admission valve, both very favourable conditions
for quick action.
9. The reciprocating head is executed in three basic alternatives:
high pressure charge bias actuated~ desmodromically actuated,
and spring actuated.
10. In the first alternative~ the reciprocating head is lowered
to a constant positive bottom position completely by charge
bias only. In this position~ raising of the head is commenced
zo positively by sctuating mechanism, in precisely timed relation
with the positlon of the piston. The charge admission valve
is similarly positively opened~ and the inrushing high
pressure charge now biases the reciprocating head stron ~in
upward direction. This upward bias takes over from the
actuating mechanism and the reciprocating head is driven
upper
against the adjustable positive stop completely by charge
bias. The actuating mechanisms positively lifts the
reciprocating head, ~ust in advance of the top of the piston~
so that under all circumstances, no interference results.
11. In the second alternative, the reciprocating head is
positively lowered completely by desmodromic actuating
mechanism, from any position, between "maximum power" and
"idle" positions. The reciprocating head is consecutively
raised to the "idle" position by desmodramic actuating
f ` 5
~ '75 ~
mechanism~ but this alternative also relies on upward charge
bias to raise the reciprocating head to any higher position
between "idle" positions and "maximum power" positions.
This alternative however, also allows the upward charge
bias to raise the reciprocating head at a faster speed than
dictated by the desmodromic actuating mechanism, from the
instant of charge admission.
12. The reciprocating head is hydraulically cushioned in both
directions of travel to prevent wear, damage and noise.
13. A single camshaft actuates the exhaust valve, the charge
admission valve~ and the reciprocating head for either/both
downward and upward travel.
14. To enable the achievement of extremely high gas compression
ratios, an integral two stage charge pre-compressor with integral
inter-cooling and after-cooling is used in one embodiment.
15. The pre-compressor capacity is sized to give expansion of
the combusting gas charge to near atmospheric levels, in
the "most used" power output range thus achieving deep
expansion without wasted motion in this range.
16. The air charge is pre-compressed to constant values and
cooled to consistent and constant values. Automatic control
of pressure is achieved by unloading an air intake valve,
or by throttling the pre-compressor air intake.
17. For gas versions~ fuel is added to the pre-compressed,
cooled air charge by way of direct injection into the
charge admission duct, or alternatively~ is added to the
pre-compressed, cooled air charge by way of a special
pressurized carburetor, a novel concept of this invention.
Alternatively~ fuel may be added before prercompression.
3o The arrangements provide various specific features of
construction which accommodate the invention to practical
manufacture and use~ These, along with other fea~ures and
advantages of the invention, will be more apparent from the
following description of certain preferred embodiments,
taken together with the accompanying drawings~
tio
These and other features and advantages of the invention will be
more fully understood ~rom the following description of certain
preferred embodiments tsken together with the drawings.
Brief Description of the Drawin~s
In the drawings: .
Figure 1 shows the adiabatic volume and pressure
relationships o~ an air charge. The inversed flgure shows the
related pressure and ~olume relationships for the upper curve in
Figure l;
Figure 2 is a sectional view taken on the longitudinal
centerplane of a three cylinder internal combustion engine executed
in accordanco with one version of the invention~ showing details
of two power cylinders, with th,eir respective reciprocating
heads, including sleeve valve exhaust valves~ and neutral charge
blased charge admission valves; details of the forward third
cylinder acting as the first stage of the charge pre-co~pressor,
with its concentric inter-cooler; details of the second stage of
the charge pre-compressor, mounted piggy-back on the first stage
r
~ S3 7~
pre-compressor piston,agaln with its concentric~lly arranged
after cooler;
Flgure 3 is a cross sectional view Or the concentric
combined lntake and dlscharge valve cartrldge for the second
stage pre-eompressor;
Figure 4 is a cross sectional view of the concentrlc
piston rod ~eal for the second stage pre-compressor;
Figure 5 is a cross sectional view of one of the
discharge valve cartridges ~or the first stage pre-compressor;
Figure 6 is a cross sectlonal Vi9W of one o~ the lntake
valve cartridges for the rirst stage pre-compressor;
Flgure 7 is a frontal vlew of the engine shown ln
Figure 2~ on plane B-B~ showin~ detalls of the camshaft drive
details~ with the timing chain cover removed. This view clearly
show.~ the compact profile of the engine, with the air cleaner~
exhaust connection and camshaft all arranged on one side;
Figure 8 is a sectional vlew taken on plane A-A ln
Flgure 2~ showlng details of the exhaust sleeve valve actuating
mechanism~ and details of the first stage pre-compressor cartridge
zO type cylinder head;
Figure 9 is a sectional vlew taken on the vertlcal
transverse ce~ter plane of a power cylinder ~hown ln Flgure 2.
This view illustrates version number 1 of the lnvention~ namely
the desmodromlcally ~ctuated reciprocating cylinder head;
Flgure 10 shows a vlew~ partlally ln cross sectlon~
taken on plane C-C ln Flgure 9,and shows details of the desmodromic
actuating rocker arms ror the reciprocating cylinderhead;
Figure 11 shows a cross sectional view tsken on plane
D-D in Figure 10, and shows the desmodromic actuating rocker arms
for the reclprocating cylinder head;
Flgure 12 shows a vertlcal ~ransverse cross sectional
view of the casting Xor the reclprocating cylinder head;
Figure 13 is a cross sectional view taken on plane E-~
in Flgure 12;
~ 7~
Figure 1~ is a cross ~ ~ional vlew taken on Plane F-F
in Flgure 12;
Figure 15 is a cross sectlonal view taken on plane C-G
in Figure 12;
Figure 16 is a cross sectional view taken on plane H-
~in Figure 12;
Figure 17 is a sectional view taken on the vertical
transverse centerplane of a power cylinder shown in Figure 2.
This view illustrates version number 2 of the invention~ namely
l~ the charge bias actuated reciprocating cylinder head;
Figure 18 shows a view~ partially in cross section
taken on plane I-I in Figure 17 and shows details of the actuating
rocker arms for the reclprocating cylinder head;
Figure 19 shows a cross sectional view taken on plane
J-J in Figure 18 and shows the actuatlng rocker arms for the
reciprocating cyllnder head;
Figure 20 shows a plan view of the cylinder block
castlng~ wlth the cyllnder heads removed, and taken on plane K-~
ln Flgure 17;
zO Flgure 21 shows a plan view of the cyllnder block
csstlng for the second stage pre-compressor~ wlth the second
stage pre-compressor cylinder head removed; shown are the concentric
a~ter cooler coils wi~hin the coolant ~acket of the engine;
Figure 22 is a transverse horizontal cross sectional
vlew of the casting for the reciprocatlng cylinder head, taken
on plane L-~ in Figure 17;
Figure 23 is a cross sectional view taken on plane M-M
in Figure 22;
Figure 24 is a sectional view taken on the vertlcal
transverse center plane of a power cylinder shown in Flgure 2.
This view illustrates version number 3 of the invention, namely
the poppet valve type exhaust valve equlpped version; flgure 2
is taken on plane P-P in Figure 26;
Figure 25 shows a vlew~ partially in cross sectio~
. g
~ 75 ~
taken on plane N-N in Figure ~4 and shows detalls of the valve
actuating mechanism;
Figure 26 is a cross sectional view takenon the
horizontal transv~rse plane 0-0 in Figure ~4~ and shows details of
the ~xhaust passages;
Figure ~7 is a cross sectional vlew taken on planes
~-y in Figure ~6, showlng details of the poppet ~alve type
exhaust valve actuating mechanism;
Figure 28 is an alternative to Figure 24 and illustrates
/0 Version IV of this invention namely~ the spring biased reciprocating
cylinder head version;
Figure ~9 is a plan view of the components in Figure 28;
Figure 30 is a vertical cross section of an air intake
valve cartridge for the first stage pre-compressor, and is an
alternative to Figure 6;
Figure 31 shows an alternative to Figure 28, illustrating
basic Version IV;
Flgure 32 shows an alternative actuation detsil for
components sh~wn in Figure 31;
~o Figure 33 shows the first of thefour cycle verslons of
this invention; a cross sectional view of the novel reciprocating
head, taken on the longltudinal centerplane of an in-line engine;
and showing the intake and exhaust poppet type valves carried by
this version of the novel reciprocating head~ the novel valve
actuating meohanlsm~ novel on-the-run ad~ustable and ad~usted head
upper travelilimiter~ and externally mounted helical ribbon head
bias springs;
FiLure 3~ is a transverse oross sectional view of the
engine shown in Figure 33.
Figure 35 is a composite o~ a longitudinal and a transverse
cross section of an alternative novel cylinder head of the engine
shown in Figure 33, using an internal bias spring. The LH and
Lower portion is the longitudinal section7 the upper R~ is the
transverse section;
~ 9~ 7~
Figure 36 is a cross sectional view taken on plane S-S
in Figure 35, and shows the compact valve actuatlng mechanism etc.;.
Figure 37 is a cross sectional view taken on plane T-T in
Figure 35 and shows the aspiration routes, etc.;
Figure 38 ls a transverse cross sectlon of an alternative
novel cylinder head of the engine shown in Figure ~3, using an
internal bias spring and an intake snorkel tube~
Figure 39 is a cross section taken on plane U-U in Fig. 38;
Figure 40 is a transverse cross section of an alternative
(o novel cylinder head of the engine shown in Figure 33, using an
external bias spring~ double alongside-head camshafts, and an lntake
snorkel tube and an exhaust snorkel tube;
Figure 41 is a cross sectional view taken on plane V-V
ln Figure 40;
Figure 42 is a partial sectional view taken on plane W-W
ln Flgure 41;
Flgure 43 is a partial sectional view taken on plane X-X
in Flgure ~1;
Flgure 4~ is a t~ansverse cross sectional view of a deep
Z~ expansion Radlal Cam Powershaft equlpped four cycle version of the
engine of the inventlon;
Figure 45 is a transverse cross sectional view of the novel
cylinder head Or the four cycle version of the engine of the lnvention
using splayed valve arrangement;
Figure ~6 is a partial section taken on plane Y-Y in Fig. 45;
Figure ~7 is a partial transverse cross section, identical
to Figure 45? except for using an internally mounted head upper
travel limit~r and multiple internally mounted bias springs or
hairpin type bias springs;
Figure 48 is a transverse cross sectional view of the
cross-head equlpped double acting two stage compressor;
Figures ~9 and 51 are a vertical cross section of
alternative cross heads for the pre-compressor of Figure ~8;
11
~ 9'~50
Figure 50 illustrates the counter-balance shaft
arrangement required for the engine in ~igure 2 equipped with
a pre-compressor per Figure 48;
Figure 52 is a transverse cross section on the vertical
plane of a cylinder head for the four cycle versions of this
invention showing a miniature reciprocating cylinder head to
replace the full size reciprocating cylinder heads of previous
disclosure, as an alternative;
Figures 53 to 57 show cross sections taken on planes
indicated in Figure 52, to show further details;
Figure 58 shows the engine of Figure 52 equipped with
an alternative coaxial miniature reciprocating cylinder head,
employing novel poppet sleeve valving means~ coaxially arranged~
a further novel concept of this invention;
Figure 59 and 60 show cross sections taken on planes
indicated in Figure 52 to show further details;
Figure 61 shows the novel valve actuating means for
the engine shown in Figure 58;
Figures 62, 63~ 64 and 65 show alternative arrangements
of the engine shown in Figure 58 employing the novel poppet
sleeve valving means;
Figures 66 and 67 show.alternative arrangements of
the novel reciprocating cylinder head used in three cycle engine
versions of this invention employing the novel poppet sleeve
valve valving means;
Figure 68 shows the valve actuating means for the
novel poppet sleeve valving means shown in Figure 66;
Figure 69 shows the valve actuating means for the
novei poppet sleeve valving means shown in Figures 6~ and 65;
Figure 70 shows a plan view of the actuating rocker arms
for the novel poppet sleeve valving means shown in Figure 67;
Figure 71 shows a chart comparing values for the various
factors, believed valid for various engines of this inventionO
12
t75~
Description of the Drawin~s and Illustrated ~mbodiments
Rer~rrlng flrst to Figur~sl and ~1
Internal combustion englnes rely on an expanding confined
hot gas charge to convert chamical energy into mechanlcal en0rgyO
To det~rmine the theoretical efficiency of the process~ ideal
conditions are presumed and only the absolute temperatur~s need be
considered. Efficiency, in relation to internal combustion engines,
expresses the relatlonshlp between the net amount of converted
energy to the net available chemical energy in the chargeg The net
l~ available energy is represented by T-combustion minus ~-compres~ion.
It should be noted here that denslty determines the actual tempera-
ture rise; not the compresslon heat. Referring to Flgure 1, at
Vl, densltles are identical.. One charge ls at 272 psla and 650 deg.
R whlle the other charge is shown at 685 psia and 1633 deg. R.
In both cases~ the temperature rlse will be 5~30 deg. F. The
relatlonshlp between net converted energy and net available energy
may be expressed several ways. One way is to relate the "unconverted"
energy to the "net available energy" and subtract the result from
unlty. The net unconverted energy is represented by
Z o T-exhaust mlnus T-envlron~ent.
Formula 1: Efficiency -~T-exhaust - T-çny~Qnment
l~~T-combustion - T-compressionJ
This formula applles only to a process completely taklng place
within the combustion chamber. ~he novel three cycle process by
this inventor requires a different formula since compression takes
place externally.
Formula 2: Efficiency = Adiabatic temperature drop during
expansion minus net heat of compression_
Net heat of combustion
This formula applies to processes both wit~in and external to the
combustion chamber. It simply represents:
0 work extracted minus work exp~nded
net energy available
~ 5 ~
The above expressions explain why higher and lower temperatures
are sought to improve th~ thermal efficiencies. Both routes are
taken in this invention. The above theoretical expressions
~or efficiency assume that all temperature drops during expansion
resulted in conversion to work~ in other words~ lt is assumed that
adiabatic expansion took place. In practice thls is not the case.
Upon ignition~ actual theoretical temperature limits are approached
because a minimum surface area of the "container" is exposed and a
minimum of time was available to lose heat to the container walls.
Howe~er~ during expansion, as more container wall area is exposed
and more time of exposure expires, the temperature drops ~ore rapidly,
moving further and further away from adiabatic conditions. The
theoretical efficiency formula cannot take this situation in consid-
eration since it varies from engine to engine, and only theoretical
adiabatic temperatures must be used in the formula. ~en comparing
various engine designs~ the theoretical formula is valuable since
it gives relative results~ all else being equal.
Figure 1 shows two curves, representing the relationship,
during adiabatic conditions~ of temperatures and volumes for a gas
~o charge; pure air in this case. The lower curve represents comp~es-
sion temperatures and related volumes starting at 538 deg. ~, the
temperature of the environment, and the upper curve represents
similar relationships for the identlcal charge heated to 4500 deg.~
by combustion at the moment of ignition. These curves are construc-
ted uslng the following for~ulas applying to
T2 =(V1)0.41 and ~ = (Tl) 2.46
Tl V2 Vl T2
~diabatic compression and expansion of pure air. The presence of
hydro carbon molecules or atoms is assumed not to af~ect the results,
and it is assumed also that the exponents 0.41 and 2.46 are consis-
3~ tent for all temperatures and pressures encountered in this process.
1~
7~
Note: the heat developed by ~ chemical energy of the charge i5added to the heat of compression. The temperatures shown for the
upper curve in Figure 1 represent this fact. Thus ~7, 7063 degrees
equals T6, 1633 degrees, plus heat of combustion. If T6, instead
of 1633 degrees becomes 650 degrees, T7, will be lower by an equal
amount~ or T7 will become 6080.
This invention irnproves the efficiency of the engine when
used as a diesel, as follows:
The inter coolers are dispensed with since 1633 deg. and
l~ 685 lb. psi must be reached for ignition purposes. Removing heat
from the alr would lower the compression temperaturs too ~uch and
attempting to regain this temperature by further compression would
unless glow plugs are used.
result in unpractical pressures~ Variable output diesals, such as
used in automobiles, may be assumed to run 75,; of the ti~le at
possibly 5057 of m~ximum power. ~ince a full air charge ~ust be
taken ln to reach ignition temperatures and prassures in the fixed
volume lnitial combustion chamber, of conventional diesels, this
initial chamber is twice as large as it needs to be at 50,J power.
T~erefore, this lnvention allows the initial chamber to be r~duced,
zO and the air charge weight varied to suit co~bustion deLIands~ ~lt~
lgnition pressure and te~perature constant at above values. In
addition the novel three cycle engine may be a diesel engine.
On the basis of the above, a typical s~lall ordinary engine,
with a geometric compression ratio of 5, would have a theoretical
thermal efficiency of 48~J at full power output. At 50,~ charge
input~ the said efficiency rises to 57,;; although the peak tc3l}~era-
tures are much reduced, in this case the vastly irlproved e~nsi~n
ratio makes up more than enough for the loss in peak temperature.
At full power: e = 1 - 2~27 - ~8 = 48
4500 - 1041
At 50 charge intake: e = 1 - 1884 - ~8 - 57io
2 70 - 663
3 o It is known that the following energy distribution applies to an
average small four cycle engine:
Exhaust 3~50, Cooling 365o~ Windage and Friction 8,'~ i~et ~ower or ;~ork
Output 22%-
~ '75~
It is also ~own that typic~lly the exhaust temperature is 1800 deg.Ror ~75% o~ the theoreti~al ~alue o~ 2327 deg.R a3 ~hown in Figure 1.
Th~ theoretical "exhaust lo~se~" of 5Z~ ror the typical
engine repre~ent ~tual exhaust los8eg Or 3~% s~d heat losses
lncurred dur~g expansion of 18%~ totalling 52%. This compare8
reasonably well with the drop of the theoretical exhaust temperature
of ~327 degrees R to 1800 degrees R; a 25% drop. Si~ee the actual
heat losses are 36~, another 18% in heat losses must be subtr~etad
from the theoretical energy output of 48%, gi~ing a ~et output of
30~. Fro~ this net output must be subtracted the windage a~d ~riction
loss~s o~ 8% to arrive at the actual net work output of 22~.
The engine may be lmproved by reducing the windage ~nd
friction losses~ reducing the heat losseæ~ or may ~e improved by
impro~ing the theoretlcal thermal ef~iciency~ which is the route
cho~e~ in this ~nvention. It ls known that a cool charge can be
at much greater pressures than a hot charge berore selr-ignition
o~ ruel tak~s place. This is taken advantage Or ln some versions
Or this e~gi~e.
By improving the thsoretical thermal efficiency~ the
gross ~ergy input Or the engine will be reduced, a direct benefit.
A side benefit i8~ that the absolute heat losses~ assu~ed a certain
percentage of the gross energy input, are also reduced~ while the
absolute windage and rrlction losses should remain a~ approximately
constant absolute value~ since ~he net work output Or the engine
would remain at a con~tant absolute value. These assumptions
having been made, let us consider an ordinary 100 HP englne and
use it a~ a base reference for improvements.
RefeT~ing now to Figure 71 th~re are shown~ in chart
rorm, the anticipated values ~or the Y~rious ractors which determine
the erficie~cy o~ an engine~ for the basic reference e~gine ~nd
~or ~arious vers~ons o~ this invention~
Columns ~, B~ C sho~ figures ~or four cycle engl~es
while the remainder shows ant~cipated figures for the novel three
cycle versio~s af thi invention.
Column A represents an averags ordinary four cycle e~gine
16
~t~ '5~
with a ge~letrlc compression ratio of 5, and with a maxirmum output
of 100 HP at 3000 rpm, which speed is identlcal for all engines in
the chart at full output~ Since one of the ob~ects of the invention
is to lmprove efficiency at reduced power outputs, values are also
shown for several engines at 50~ charge weight input. Theoretical
thermal efficiencies are deterrnined from consulting rigure 1.
Knowing the required output power, ~he thermal efficiency, and the
energy distribution~ gives sufficient information IO determine the
gross energy input expressed in horsepower. Fuel consumption is
o based on gross energy input and 20,800 B~U/lbs. Free air consumption
is based on a 15 to 1 air-to-fuel ratio by weight. Turning now to
the remaining columns.
Co~umn B shows values for the engine in Column ~ with a
50~ charge weight inputr Lower peak temperatures but vastl~ i~lpl'OVed
expansion ratio results in vastly improved thermal efficiency. lhe
bottom three lines show improvements of 18.75,~ over the engine in
Column A for the thermal efficiency and a 32~ improvement in actual
efficiency over the engine in Column A.
Column C shows an engine as in Colur~n A but modified by
70 intake valve timing manipulation to take in a maximum of 50,. charg~
weight, one-h~lf the charge weight which normally would be taken in
at full po~er. This reduced charge weight is compressed to r;laximum
permissible vaiue. As expected, the great wasted motion introduced
by this modifiOEtion results in a large increase in the required
displacement, being 56~ larger than the engine in Colurnn ~ for the
same maximum power output of 100 I~. This ex~mple makes it clear
that whenever improved expansion ratios towards the botto~ end Or
and wasted motion is incurred
the energy curve cre sought, vastly increased displacemen~ r~ust be
expected. The novel ~h~r~x~F~ enginesof this invention overcome
thls problem by eliminating wasted motion.
Column D shows the engine of Colurnn A modified to carry
the novel reciprocating cylinder head or novel rnini reciprocating
cylinder head of this invention. Said novel heads improve
volumetric efficie~cy of the exhaust and intake s~rokes and improve
17
f 5~
the thermal efficiency of the power stroke under all or nearly all
power outputs. The charge intake is shown at 50~ ldentlcal to
Column B. Improvements are a 13~ reduction in displacement and a
12~ improvement of actual efficiency over the engineiin Column
and A.
Turning now to the columns representing the novel three
cycle engine of this invention:
Column E shows the basic three cycle engine with a fixed
volume for thc initial combustion chamber ("Power determinator"
replaced with a fixed "upper travel limiter" . The engine is provl-
ded with deep expansion by sizin~ the maximum output of t~le charge
pre-compressor at 50~ of normal equivalent engine aspiration
capacity, and compressing the reduced charge intake to full permls-
sible value at full output only.
Column F shows the engine of Column ~ at a 50/r~ reduced
charge intake. Note that the displacement is nearly idantical to
the engine in Column A with a pre-compressor displacement of 113 c.i.
and an engine displacement of 226 c.i.~ totalling 339 c.i. ~ust about
the same as the 336 c.i. displacement for the engine in Column .~.
æO Actual efficlency lmprovement is 32,; over Colu~n A, and 28;~ over
Column B.
Column G shows the engine at Column ~ provided with
continuous high charge density and equipped with a "~ower Deter-
minator" on-the-run ad~ustable combustion chamDer volume control.
At full output, conditions are identical to the engine of Column ~.
Column H shows values for the engine o~ Colu~n G with a 50"
charge intake. Efficiency is 7,~ better than the engine of Colu~n F.
Column I shows value for the engine of Column G equipped
with charge coolers and with the charge compressed to 272 psia. Yet
efficiency is 2~ better than the engine of Column G.
3 * -See special note at end of description --
Colu~n J. shows that the advantages of cooling the pre-
compressed charge diminish with reduced charge weight intake. r~here-
fore at reduced power outputs~ the charge coolers are less advan-
18
~ 75~
`ta~eous.. This is an expected development since the expanslon ratio
of the engine in Column H is very great and difficult to improve uporI.
Column K shows the engine of Colu~n I, with the cooled
charge compressed to 5~ psia. ~fficiency is 4~ better than the
engine of Column I. This shows the rapidly diminishing returns
with increased charge density beyond certain values.
Column L shows the novel three cycle engine OI' this
invention executed as a diesel engine. The uni~ue capacity of the
novel three cycle concept to ~llow vastly decreased charge intaXe
without wasted mot~on is taken advantage of to increase the expansion
ratio by 10~ resulting in a 17~ efficiency improvement over a
conventional diesel.
Column M shows the engine of Column L al one half charga
intake~ again improving the expansion ratio, resulting in a 28,J
improvement over a conventional diesel at 50,; charge intake. I~ote
that despite the deep expansion ratios, the displacement of the
engine is equivalent to normal engines.
Column N shows a deep expansion, radial cam po~er shaft
e~uipped version as per Flgure ~4 with an ex~ansion stroke twice
Zo as long as the intake stro}ce.
Column O - this engine is the engine of column ~ at
50~ charge weight input.
Colun~l P - this engine ls the engine shown in Figure 44,
equipped with an on-the-run adjustable cylinder head as per this
invention, to improve expansion at reduced outputs~ without the
reciprocating feature for improving the exhaust and lnt~ce strokes.
Column Q - this engine is the engine of Column N at
50~ charge weight intake.
CO1D R - this engine is the engine shown in Figure ~4
equipped with the novel reciprocating cylinder head per this
3 o invention, including reciprocating action for improving the exhaust
and intake strokes and on-the-run ad~ustment of combustion chamber
volume for improving expansion at reduced power outputs.
Column S - th~s is the engine of Column I~ at 50,~ charge
weight intake. 19
~,f,~75 O
Z * S~p,e,cial ~Q~e: Regardlng the advantages of coollng the charge.
1. Applying formula 2 to the three cycle process wlth cooled pre-
compreesed charge~ and referring to Flgure 1~ the following re~ults
are obtained. For a deep expansion four cycle radial cam driven
diesel englne~ as per thls inventlon the following values apply:
Tl = 538 deg. ~ T6 = 1633 deg. R~ T7 = 7063 deg.,R, T13 ~ 1750 deg.R.
The englne has twice the expansion ratio of a regular dieselO
e = ~7 ~ - 1750) - (1633 - ~8) - 77.7
` ' 7063 - 1633
For the novel three cycle engine with ~ cooled charge the following
values apply. Tl = 538 deg. R, T61 = 650 deg. R, T7 - 60~0 deg. R,
T13 = 15Q7 dsg. R. Two stage compression reguires 6~5 deg. F, 513de~.F
whlch is expended in-the inter and after coolarsO
e = (6080 - 1507) - (62~ = 73
6080 - 650
'' 19 --a
~ 750
.
. This indicates that the many advantages of ~ cool~ extremely
dense prc-compressed charge may be had with llttle or no penalty
(4.7~) in reduced efficiency. Slnce conventional fuels may be
used with the 272 psia 650 deg. R charge, this englne approaches
the dies~l of thls invention in efficlency.
2. Another approach to analyzing the advantages of cooling the pre-
compressed charge to determine the effects on effioiency ls as
follows. Agal~ compaEing the two engines in item 1 above:
Fo~ the diesel~ the energy expended in compressing the c~arge ls
O 1633 - 538 = 1095 deg. F
Adiabatic temperature drop during expansion = 5313 deg. F.
Net recovery = 4218 deg. F.
For the three cycle engines, the energy expended in compressing
the charge in two stages = 625 deg. F.
Adiabatlc temperature drop during expansion = 4573 deg. F.
Net recovery = 3948 deg. F. 4218 - 39~8 = 270 deg. F which is 5
of 5430 deg. F. the net available energy
3. Hlgher peak temperatures are sought to lmprove efficiency,
because of a certain non linear characteristic o~ gasses during
zO adlabatic expansion. Referring to Figure 1 the net available energy
of 543Ddeg. F raised to a le~el of 7063 deg. R~ drops adiabatically
to 1750 deg. R~ a 5313 deg. F drop converted to work. The identical
energy of 5430 deg. F raised to a level of 6080 deg. R, drops
adiabatically to 1507 deg. R~ a ~573 deg. F drop converted to work.
Therefore, ralsing the temperature of compression results in an
equivalent rise ln peak temperature and this res~lts in a greater
temperature drop during expansion. By expending 625 deg. F on two
stage compression, a 4573 deg. F temperature drop is achieved. By
expending 1095 deg. F on compression, a 5313 deg. F temperature drop
is achieved. Therefore by expending 1095 - 625 = 470 deg. F more,
an extra 740 deg. F o~ energy is extracted, for a net "profit" of
270 deg. F, a 5 ~ improvement~ negligible considering the extra
problems incurred, notably a 685 psia compression presuure versus
272 psia for the equal density cooled charge of the three cycle
engine. ~specially with nitrous oxides causing emission problems,
/~ 6
~ 9~7~ ~
the lower pea~ temperatura~ a~d lower compression pressure~, ror
equal density~ o~ the cooled charge~ are worth the -~llght decrea~e
in e~ficiency~ ~ooling Or the pr~-compressed charge such a~ 1
con~enle~tly done with the noYel three cycle concept does not
afrect errici~ncy meani~gfully, but creates import~nt opportunities
insteaa. For ~ample, it ~ay be possible to use lower grade ~sels
such as k~ro~ene~ with spark ignition.
4. T~e reduction in air eonsumption due to increased
ef~lciencie~ results in less overall pollutant emlssis~.
5. The abillty to provld~ deep expansion by reducing
charge i~take without introducing wasted motion~ in the most used
power output range o~ the engine, greatl~ lmproving ~uel e~ficiency,
may be comblned in this angina~ with the unique ability to double
the charge intake instantaneously by activating the second slde of
the double acting pre-compressor~ disclosed later~ thereby greatly
boo~ting the power output during emergency ~ituatlons. The engine
therefora~ has the ability to operate in two modes~ the economy
node and the boo~t~d power mode~ without incurring wasted motion.
6. Cooled charge die~el engine versions may be provided
with glo~ plugs~ allowing operatlon on light dlesel ~uels~ and
this combination may allow the diesel cycle to meet rubure
emission standards.
7. The engine of Column A may be pro~ided ~ith a reci-
procati~g head~ or an on-the-run ad~ustable head as per invention
andequipped with a deep expansion radial po~er ca~haft as shown
in Figure 44~ or the engine shown in Figure 44 may be equipped
with a regular static cylinder head. The e~gine per Flgure 44~
equipped with ~ regular static cylinder hea~ is ~ncl~ded in the
seope o~ this lnventio~. The chart Fig. 71 summarize~ the factors
applying to a radial power camsha~t equippad rOur cycle engine
per this lnventlon~
19--c
.~ .,
~ 75~
It should be noted that the deep expansion
capability of this invention is the result of sizing the pre-
compressor to a reduced percentage o~ the normal aspiration
capacity of normal engines, resulting in deep expansion without
wasted motion. Normal engines may achieve deep expansion capability
by limiting the charge intake to approximately 50~ by leaving the
intake valve open but this results in excessive wasted motion.
Reducing the aspiration capacity normally results in great loss
of maximum power output, but in the case of this invention this
power output is recovered to a large extent by the greatly increased
efficiency. The three cycle engine of this invention improves the
duty cycle of the cylinders~ piston, crankshaft etc. by 100% by
firing on every downstroke; it is believed that ultimately the
three cycle engi~e of this invention would weigh less and have a
smaller envelope size than equivalent power normal engines. Since
the efficiency of a gasoline version of this invention may approach
a diesel version very closely, the need for diesels in variable
power output applications is obviated thus eliminating the costly
diesel injection pump and facilitating emission control. It is
known that present day diesels will have problems meeting the
projected 1985 emission standards. To reduce the high peak
temperatures of this invention, water injection may be used,
instead of wasteful exhaust gas recirculation, in conjunction
with nitrous oxides emission problems. It is known that water
injection reduces peak temperatures and results in a "flatter"
pressure curve, improving torque and smoothness. The heat
absorbed b~J the water during the peak ignition temperatures is
given off during the downstroke resulting in better sustained
pressures during the downstroke. The obvious drawback is the
need to carry a separate tank for water and freezing problems
However, water is available in this invention from the air coolers.
19--d
,~v,
~ 7~
Descriptlon o~ the Illustr~ted ~bodlmentS
In the drawings~ Flgure 2 shows 8 prererred embodiment
~ ~three c~cle
of the inventlon executed as a three cylinder~in-line crank~haft
drlven version. It ls known in the art relatlng to internal
combu~tion engines, that a three cylinder ln-line englne arrange-
ment has parfect balancing of primary and secondary forces with
the crankthrow~ at 120 degrees ~pacing, but primary and secondary
couples acting about the center of mass of the engine are severe~
namely, 3.46 Fl x d without counterweights; and 1.73 Fl x d plus
a secondary couple of 3.46 F2 x d with counterweights; with F
denoting the primary lmbalance force, in Newtons, Or a single
cyllnder without counterweights; F2 denoting the ~econdary
imbalance fo~ce, in Newtons, of,a ~ingle cylinder with counter-
weights; d denoting the cyllnder center distance in mm. Despite
these strong couple ~orces~ and despite greater power impulses
the advantages of the three cylinder layout~ namely less components
and better thermal efficiency due to less exposed surface area
~or the combusting gasses~ make the layout advantageous i~ times
of energy shortage. Especlally with the novel three cycle process
~o by this inventor~ whereby the power cylinders deliver power during
every downstroke~ two out oP the three cyllnders, wlll deliver an
e~ual number of power lmpulses as deliYered by a normal four
cylinder four cylle engine~ albeit not at regular spaclng. To
counteract the unbalanced couple ~orces~ a separate balanclng
shaft~ running at crankshaft speed, may be employed. The power
lmpulses~ with the lZO degree crankshaft shown, are at 120 degrees,
followed b~ a ~40 degree lnterval. This is not considered a
serious d~awback, since numerous V-engines have irregular power
impulse spacing, which has not impaired their acc~ptance by the
public.
3~ One of the ob~ects of the invention is to provide an
engin~ with deep expansion, to be accomplished by admitting an
air charge roughly one half the normal aspiration capacity of
an equi~alant normal engine, and to accomplish this ob~ect without
wasted motion. In the previous discussion relating to Figure 1,
75V
it was noted that a powerstroke displacement of the power piston
which is twice the lntake displacement results in deep expansion
close to atmospherlc pressure levels. The single th~rd ~orward
cylinder~ acting as th~ flrst stage pr~-compressor cylinder in
Figure 2, has a volumetric displaceme~t approximately equal to
each of the two power cylinders, and by dividing the output of
said pre-compressor equally, the pow~r cylinders will receive
a charge equal to approximately one half their displacement.
Thus, in effect, deep expansion ls accomplished without wast~d
Io motion~ at wide open throttle. Mounted concentrically around
the first stage pre-compressor cylinder is the intercooler 9
installed within the coolant ~acket o~ the englne. The first
stage pre-compressor output will be cooled~ from approximately
750 deg. - 1050 deg. R to 650 deg.R, the temper~ture of the engine.
The degree of pre-compression of the first stage may be varied
to suit. The second stage pre-compressor may be dispensed with
and pre-compression by the first stage raised to 1633 deg.R~ equiva-
lent to a normal diesel~ or approximately 670 psig~ to be subsequently
cool~d ts 650 deg.R~ 272 psla~ berore addition of fuel. ~owever~
Zo it is known in the art relating to air compression that ~ultlple
stage compression brings the compression cycle closer to isothermal
compression~ which is the most efficient. Two stage compression
results in a 16.3~ power saving if the final pressure is 130 psig.
This r~present~ T~ ~t V3 in Figur~ 1. Similarly~ if the final
preg5ure iY 200 pSig~ the power savings are 20~. Similarly~ if the
final pressure is 670 psig, T6 at ~1 in Figure 1~ the power savings
are 26~5%. Since the utmost in efficiency is o~e of the ob~ects
of this invention~ two stage compresslon is thus pre~erredO
By mounting the second stage pre-compressor piston on
top of the first stage piston, simplicity of construction is
3 o maintained~ as well as compactness of engine profile. The
preferred embodiment of the invention illustrated in Figure 2
hss a bore of 2 7/8"and a stroke of 3 3/4". It ls known that
long stroke engine improve emission problems and~ for purposes
21
~ 75 ~
of the novel thre~ cycle concept~ a long stroke engine glves an
initial combustion chamber ~hape closer to the perfect sphere
a deep, small bor~ initlal chamber lnstead of the shallow~ large
bore initial chamber of the square or oversquare engine .
The long stroke chosen, together with the fairly tall novel
cylinderhead of the i~vention~ results in a fairly tall, but not
overly tall, engino proflle. This tallness ls taken advantage
of by mounting the second stage pre-compressor on top of the
first stage~ thus malntalning compactness. Furthermore, the
~o crankthrow and connecting rod blg end of the first stage are
equal to the equivalent components for the powercylinders ~nd
would be excessively strong for the first stage alone. By
ensurlng that the total weight of the reciprocating parts for
the complete pre-compressor is equal to each of the power
cylinders, the free force balance situation of the three cyli~der
in-line engine layout ls maintained. The volume of the inter-
cooler and a~tercooler is large in relation to the compressed
volume o~ each pre-compressor stroke -- this will eve~ out
pressure peaks and the coolers acts as air reservoirs. Additlonal
Z~o reservolr capaclty may readily be provlded by small external tanks.
The preferred ~mbodiment of the lnvention a~ lllustrated in
Figure ~, therefore~ represents an all around balanced, compact
and lntegrated layout~ with features of construction which
accommodate the designs to practical manufacture and use. These,
along wlth other features and advantages of the invention will be
more apparent from the following details.
In Figure 2~ cylinder block 1, hss three cylinders 4
arranged in line, wlth the first stage pre-compressor cylinder 6
slightly larger in bore than the power cylinders ~ to compens~te
for the area of the second stage pre-compressor piston rod~ to
3 0 be discussed later. Crankshaft 2 is provided with three equal
throws at 1~0 deg. spacing, and ls rotatably supported in the
cylinder block in the conventional manner. Power pistons 3 and
first stage pre-compressor piston 7 are reclprocably disposed 1
22
~ 3 7~
the cyllnders and are connectea ~hrough connecting rods 5 with
the crankshaft 2.
MountQd on top of the cyllnderblock is cylinderhead 8.
The cyllndor he~d is provided with a number of bores which
progressively increase ln size towards the top and all of which
are accurately co~centric wlth the bores of the power cylinders 4.
Exhaust sleeve valve 9~ cylindrical ln shape, is reciprocatably
dlsposed in the lowest bore in the cylinder head~ and bears wlth
its lower edge on a preclsion machined exhaust valve seat
1~ annularly arranged around the top end Or each power cylinder 4~
to form a gas tight seal. An annular exhaust torus 10 ls arranged
around the top end of each cylinder 4 and communlcates with the
combustion o~ambers in each cyllnder ~ via a number of radially
radiating exhaust passages 11 arranged around each exhaust sleeve
valve seat. ~xhaust sleeve ~alve 9 is biased downwardly against
its seat by a concentrlcally arranged exhaust sleeve valve spring
12 and is llfted off its seat by bifurcated exhaust sleeve valve
rocker 13 to establlsh communicatlon between the combustion
chamber and exhaust torus 10; further det~ils to be disclosed later.
zo The exhau~t sleeve valve opens at ten degrees berore bottom dead
center and is fully closed at forty-five degree~ ~fore top dead
center. The remainder o~ the plston upstroke is devoted to
charging the combustion chamber with a fresh charge. To this
effect~ reclprocating head 1~ started descending lnto the cylinder
with the power piston in the bottom dead center position, by means
of a head descending rocker, to be disclosed and detailed later,
till the bottom surface of reciprocating head 1~ reached a position
which is flush with the exhaust sleeve valve seat. ~e~ceforth,
whenever the "position" of the reciprocatin~ head is discussed~
the "position" shall mean the position of the bottom surface.
S~milarly~ whenever the position of the power piston is discussed,
the "position" shall mean the position of the top surface of the
power piston. A generous cham~er on the bottom outside edge of
reciprocating head, 14 acts as an escape passage for the exhaust
23
~ 75~
gasses durlng the latter part of ~he exhaust stroke. (Note:
Reciprocating head 1~ is not shown in lts fully descended posltlon
ln ~igure 2.) When the power piston has approached the reclprocating
head wlthin one-quarter inch~ or le~s~ which small distance wlll
ensure posltive and near total e~haust expulslon, the reciprocating
head will accelerate ln upward direction at a rate which will give
it an upward veloclty equal to the speed of the power plston,
within one-quarter inch of travel. During this interval the power
piston will approach within 1/8" of the reclproc~ting head. At
l~ the same instant at which the ascending travel of the reciprocating
head commenced~ charge admission valves 15 starts to opan and the
high pressure pre-compressed charge will rush into the ~pace
between the power piston and the reciprocatihg head. Since the
reciprocating head is free to travel faster than its actuating
mechanism~ the high pressure charge will accelerate the recipro-
cating ~ead away from the power piston, till the reciprocating
head comes to a cushloned halt against a positive~ pre-determined
snd ad~ustable stop, power determinator 16. The charge admission
valve 15 ls also strongly biased in upward direction by the high
z o pressure charge filling the combustlon chamber aidlng hlgh speed
closing~and closes at precisely ten degrees before top dead center
of the power piston. Compression of the charge does not occur
since the charge admission valves are open ~rom forty-five degrees
till ten degrees before top dead center. The extremely small
upward travel Or power pistons 3 after the closing of the charge
admi~sion valves 15 wlll not compress the charge to any meanlng-
~ul extent; ;he charge, now trapped in the combustion chamber~
was slightly below its original pressure, due to flow resistance,
so that the exceedingly slight upward travel of the power pistons
after the closing of the charge admission valves~ is of no
3 0 practical consequence but may be considered a slight advantage~
Ignition of the charge by conventional means will commence at
five degrees before top dead center~ with the ignitor carriad
by the reciprocating head~ and to be diQclosad later. At this
; 24
so
time it is appropriate to discuss th~ forces involved ln the
extremely rapidly ascendln~ action of the accelerating head.
With a bore of 2 7/8"~ and a stroke of 3 3/4"~ the piston velocity
at 2000 rpm, considered optimum for fuel efficiency, will be
27 ft. per second~ at forty-five degrees before top dead center.
The reciprocating head has a calculated weight of slightly over
one pound total. To accelerate within one-quarter inch to 27 ft.
per second~ will require a force of 1090 lbs. The actuating
mechanism is designed to accommodate this force. The action
of the reciprocating head enhances the action of the charge
admission valve. Ascending acceleration has a tendency to open
the valve; ascending deceleration has a tendency to close the
valve. In a closed position, the valve is neutrally biased by
the high pressure charge withir. the valve port due to equal areas.
With pressure in the combustion chamber, either high pressure
charge pressure or combustion pressure, there is a strong closing
bias on the valve, whether open or closed. This, together with
extremely light construction will ensure extremely rapid action
of the valve~ a requirement of the novel three cycle process.
The improvement of this invention over a previously mentioned
invention by the same inventor named: "A Three Cycle ~ngine
With Varying Combustion Chamber Volume" is as follows:
A telescoping head, part of the above named invention, has a
very limited downward travel capability~ due to charge bias.
It cannot penetrate deeply into the combustion chamber to
meet the piston, so that exhaust gasses can be driven out
long before the piston reaches top dead center position, as
is the case with the present invention. This is no detriment
for the radial cam version included in above invention
since the piston is retained motionless in the top dead center
position for enough a length of time for charging to be completed.
The above named invention has reciprocating cyllnder heads for
the crankshaft driven versions; they are passive in action;
~ 5~
they are raised or lowered a small distance to vary the initial
combustion chamber volume; they are not descended deeply into
the cylinders to meet the piston. The present invention is a
distinct and definite improvement for a crankshaft driven engine
therefore~ over the invention named previously. The present
invention ensures positive exhaust expulsion; and charging of
the combustion chamber well before the piston reaches top dead
center position, for crankshaft driven ~ersions.
To return to the merits and details of the present
invention, it should be noted at this time that the charge is
at constant pre-determined pressure and temperature, regardless
of power output, with a pressure well above any values reached
in conventional engines; at pressures which may, if desired
approach or equal compression pressures reached in diesel engines.
Due to the fact that the charge is cooled to 650 degrees R,
conventional fuels are added safely after final compression
and after cooling. The weight of the charge to be admitted
is determined by the volume of the combustion chamber at the
instant at which the charge admission valve closes~ which is
at ten degrees before top dead center. The timing of the charge
admission valve is positive and related only to the position
of the piston. It is not related in any way to the position
of the reciprocating head, with the actuation to be disclosed
later. The position of power determinator 16, therefore~
precisely regulates the amount of pre-compressed charge to be
admitted, and the power of the engine varies accordingly.
Power determinator 16 is actuated in a linear relationship
with the position of the throttle pedal in the vehicle, if
the engine is used in a vehicle. The constant maximum charge
pressure ensures maximum efficiency at all "throttle" settings
while the deep expansion capability~ as explaine~ previously,
ensures an overall maximu~ practically attainable expansion
ratio, thus ensuring a potential efficiency which may,
if desired~ surpass the best
26
'S~
con~entional diesel engines~ with the added benefit that these
efficiences are maintained at all power outputs. Complete detalls
~or the novel reciprocatlng cylind~r heads will be di closed later.
To return to the details ln Figure 2, flrst stage pre-
compressor piston 7 ls provided with an extra compression ring,
and is executed llghter in construction thhn power pistons 3 since
it doe~ not carry the thermal load, side thrust and stress of the
power pistons. The diameter is larger than the power pistons, to
compensate for the area of the second stage pre-compressor piston
rod 17. To ensure freedom from binding, said rod 17 has a spheri-
cllly ~langed hardened steel bottom connector 18 with a radius
whlch centers in the center of the piston pin for the first stage
pre-compressor plston 7. This allows said piston 7 to see~ its
own allgnment within cylinder 6. Bottom connector 18 is retalned
by a matching hardened steel retainer ring, fastened to piston 7
as shown. The first stage pre-compressor is provlded with a flat~
cylindrically machined head~ first stage pre-compressor head 19.
Said head 19 performs several important functions. It ls retained
by be~ng trapp~d gas tlght in a cylindrical bore in cylinder head 8
2 said bore being accurately concentric with cylinder 6 and with the
second stage pre-compressor cylinder 20. Cylinder 6 is also pro~ided
with a concentric counter bore~ arranged around lts top edge; said
counter bore accurately matching the outside diameter of said head
19. Head 19~ therefore~ acts as a locating spigot~ accurately
centering c~linder 20 about cylinder 6 which is a "must" for a
successful and troublefree "piggy-bsck" mounting of pistons.
Seco~d stag~ pre-compressor piston 21 is simple and light in
construction and simply mounts concentrically around and on top
of piston rod 17 being retained by a screwed fastener. Piston 21
carries four self lubricating compression rings and a special flfth
3~ ring which centers the piston 21 in the bore 20 and which special
ring is of self lubricating material. It is obvious that the
seco~d stage pre-compr~ssor may be made double actingr but this
is not requlred for th~Sp~e~F}ed embGdiment of this invention.
27
~ 75~
The ~pace below piston 21 is vented to the intorior o~ the engine
so that some lubrication may find its way to cylinder 20 but this
is not considered a prime requirement~ since the air compressor
industry has made oil free compressors with good longevlty. The
displacement ratlo of the pre-compressor volumes are ~rom 3.82 to
5.91 for final pressures of from 200 to 500 psig followlng known
data, to ensure mlnimum power requirements for pre-compressbn.
Compressor head 19 ls provided with four air inlet valve cartridges
27 and twa alr discharge valve cartridges 22 which communicate
o radially within head 1~ with matching air passages in cylinder
head 8. Note that the entire second stage pre-compressor
cylinder 20 complete wlth its coolant ~acket, is integrated in the
cylinder head casting o. The coolant ~acket for the first stage
pre-compres~or cyl~nder 6 is provided with a C-shaped or full
annular opening ln the top surface of the cylinder block 1.
Inter-cooler coils ~3 are c-shaped or fully annular, a~d are
permanently swaged air and watertight in openings provided in the
surfaces of cylinder head ~. The inlet of the inter-cooler coil 23
is swagad into the bottom surface of cylinder head 8 and the outlet
zO is swaged lnto the top surface of cyllnder head 8 so that the lnter-
cooler coil ~3 becomes a permanent part of cylinder head ~ thus
facllitating manufacture~ assembly and maintenance and ensuring
trouble free operatlon. Simllarly, both ends of the after-cooler
coils 24 either a slngle coil~ as shown in figure ~ or a dual coil
as shown later, are permanently swaged into the casting for the
second stage pre-compressor cylinder head 26. The cool~nt ~acket
for the second stage pre-compressor cylinder 20 is provided with
a full annular slotted opening in the top surface so that after-
cooler coil 24 may enter said ~acket. The problem of simple,
leakproof~ lntegrated cooling coil construction is thus resolved
~k~ in a straight forward manner, avoiding separate heads~ ~ackets
and external connections normally encountered. ~lead 19 is provided
with a "floatingl' rod gland 25 detailed in Figure 4~ The second
st~ge pre-compre~sor cyllnder head 26 is provided with a combined
2~
~ 750
inlet and discharga cartridge 28 ~ully detailed ln Figure 3.
Spigot~d construction for cyllnder 20 i~to he~d 26 ensures
maintenanc~ of concentricity ror the bore of cylinder 20 an
important dctall for longevity. Camshaft drive sproc~et 29 is
installed in a conventional manner; the camshaft drive is extra
sturdy; further details to be disclosed later.
Figure 3 lllustrates the self actlng combined inlet and
discharge cartridge 28 for the second stage pre-compressor.
Combined valve body 30 is provided with a full annular inlet slot
0 31 close to its perimeter to give a maximum inlet area. Inlet
slot 31 is provided with raised annular seats around both edges.
A flat annular ring~ annular inlet valve 32 closes off lnlet
slot 31 and is biased against ~he seats around said slot 31 by a
flat helical annular ribbon spring 33. O~tlet valve seat body 34
guides annular inlet valve 32~ provides a seat for spring 33 and
provides a seat for discharge valve disc 35; body 34 is held by a
snap ring into body 30. Smll radially drilled holes allow insertion
of a suitable tool to enlar~e said snap ring for dismantling
purposes. A third cylindrical flanged body, disch~rge valve guide
zO 36 mounts inside body 34 and is provlded with a number of trans-
verse~ radial webs, suitably shaped to act as a guide for discharge
valve disc 35 and as a seat for disch~rge valve dlsc bias spring 37.
Servicing of this important valve assembly is thus facilitated great-
ly by its car~ridge construction and its 0-ring sealing as shown;
while the design allows a minimum dead spsce or clearance volume
for efficiency, with a maximum ln flow area. The right hand half
of Figure 3 illustrates an alternative~ simplified construction
of this important valve.
Figur~ 4 illustrates the rod gland ~5. First stage
pre-compressor head 19 ls prov~ded wlth a concentric threaded
counterbore~ and a smaller bore to allow piston rod 17 to pass
through sald head 19. Said count~rbore contains four separate
seal rings 38 similar in principle to normal piston rings and
which are made from self-lubricating material, such as carbon.
29
9~s~
Each seal ring 38 is provided wi-th a seal ring insert 39 made
from modified teflon*~ The combination of carbon and modified
teflon* materials gives outstanding longevity, with piston rod
17, precision finished, and made from hard chrome plated high
strength steel or titanium. The independent action and lateral
freedom of each seal ring 38 ensures excellent sealing. Each
seal ring 38 is further biased radially inwardly by annularly
shaped seal ring bias springs ~0. Gland retainer nut 41 and
0-rings, as shown, complete the sealing arrangement. *~Teflon"~
a registered trademark of Dupont Inc.
Figure 5 illustrates the self acting air discharge
valve cartridge 22. Two of said cartridges are installed in
precision machined counterbored holes in head 19. Said cartridges
are positlvely retained by being trapped by the bottom surface of
cylinder 20 and by a flange wh~ch matches the said counterbored
hole. Discharge valve body 4Z is cylindrical in shape and is
provided with an inward facing flange, on the bottom end, to form
a valve seat. Body 42 is provided with air escape openings in its
cylindrical wall, and with a snap ring groove on its inside diameter
at the top end. Bottom closing plug 43 comprises a shallow cylin-
drical plug matching the inside diameter of said valve body ~;
body 42 and flange 43 are locked togecher by means of a snap ring.
Valve disc guide 44 comprises a number of radial webs shaped to
trap and guide valve disc ~5 allowing a limited movement for said
valve disc 45 and are permanently attached to plug 43. Valve
disc 45 is biased in the closed position by valve disc bias spring
46. Speedy servicing of these important valves is thus facilitated
by their simple retaining method and their cartridge construction.
Valve disc 45 is hat-shaped for strength, for centering of bias
spring, for better air flow and for less dead space clearance volume
for the pre-compressor.
Figure 6 illustrates the self acting air inlet valve
cartridge 27 for the first stage pre-compressor. Four of sald
cartridges are installed in head 19 in precision machined holes
arranged in an annular pattern, concentric about the long axis of
~ f50
the pre-compressor cylinder each provided with shallow counter
bores at their far end. The outside profile of said cartridge 27
is ldentlcal to the outside profile of cartridge 22 and the flanged
retaining method in head 19 is ldentical for both cartridges 27
and 22. Inlet valve body 47 comprises an integral concentric,
coaxial arrangementof two cylinders; a first smaller cylinder
with one end shaped to form an annular valve seat and with the
other end attached inside to close off the second l~rger cylinder,
said smaller cylinder provided with a snap ring groove in the
cylindrical wall for purposes of retaining a valve bias spring
seat as shown. A second larger cylinder having one end flanged
inwardly to connect to the perimeter of said annular valve seat.
Valve disc guide 48 comprises an extension of said first smaller
cylinder in outside diameter closely matching the inside diameter
of the valve disc, said valve disc being disposed around said
extension and being retained by a snap ring and valve spring seat.
Inlet valve disc 49 comprising a flat annular disc with a guide
hole in the center is biased to the closed position by an axially
acting, helical ~lat ribbon coil spring, inlet valve bias spring
z 0 50. The helical flat ribbon spring allows extremely compact biasing
and thereby helps reduce dead space.
Figure 7 is a frontal view of the engine taken on Plane
B-B in Figure 2, and shows the camshaft drive arrangement. The
camshaft does dual duty; it'runs at crankshaft speed since combus-
tion occurs on every downstroke. The camshaft actuates the charge
admission valves, the exhaust valves, the reciprocating head, and
forms a convenient means to drive the coolant pump and ignition
signal generator. The rapid ascending action of the reciprocating
head 14 in Figure 2, demands an extremely sturdy actuating mechanism
and therfore also requires a sturdy camshaft drive train. However~
shock loading caused by rapid ascending action of the reciprocating
head is eliminated by a flywheel mounted on the camshaft, easing
ths burden of the camshaft drive chain. ~ double strand roller
chain or a *Morse Hy-Vo link plate chain may be used. *"Hyvo",
a re~istered trademark of Morse Division Borg Warner Corporation.
Shown is a _ 3~_
double strand roller chain drlve~ driven by crankshaft mounted
camshaft drive sprocket 29. Take up sprockets 51 act in unison by
being mounted on a common support, take-up support 52 which ls
mounted in a way machined ln the engine block, and which is locked
or ad~usted by a screwed fastener. Chain whip and vibration is
eliminated by chain gu1des 53 and 54 with guide 54 being spring
biased. Camshaft driven sprocket 55 completes the drive train.
Figure ~ is a sectional view ~aken on Plane A-A in
Figure 2. Exhaust sleeve valve 9 is provided with an annular flange
around the outside dlameter~ intermediate the ends thereof. This
~lange is shown in Figures 2 and 9. Said flange serves as a seat
for exhaust sleeve valve spring 12 shown in Figures 2 and 9 and
also acts as.the actuating surface for the valve. Valve trunnion
blocks 56 square in outline and provided with a pivot hole, bear
against the bottom surface of the said flange. ~xhaust sleeve
valve rocker 57 comprises a bifurcated yoke type lever~ straddling
the sleeve valve 9 and enters the cylinder head ~ via vertical
slotted openings~ on both sides of said sleeve valve. Said rocker
57 pivots on rocker pivot shafts 5~ which are ~ounted in a line
z~ bored support hole in cylinderhead ~. Said shafts 5~ and rockers
57 are installed in the head 8 before said sleeve valve 9 is
inserted. The assembly sequence will be clear from ~igure 9.
Said rocker 57 is provlded with short, transversely in-line pins
on ~he ends of the bifurcated arms. Valve trunnion blocks 56 are
rotatably mounted on sald in-line pins. The slight trans~erse
movement~ during actuation, caused by arcing about shafts 58 is
accommodate~ by sliding action of blocks 56 against the bottom
surface of the valve actuating surface. A ball cup on the outward
end of rocker 57 is engaged by a short ball ended push-rod to be
disclosed later.
Figure 8 also shows the arrangement of the air passages
in first stage pre-compressor head 19; air discharge vAlve cartri-
dges 22 alr i~let valve cartridges 27 piston rod 17 rod gla~d 25
and inter-cooler coils 23. In this particular version the lnter-
cooler coils 23 are C-shaped i~ plan view. This shape allows a
~ 75~
slightly shorter engine layout. Note the discharge end of the
i~ter-cooler coil~ which di~charge end runs straight up~ within
the cooling ~acket of the cylinder haad 8 to terminate ~lush
with the top surface of said cylinder head 8. As previously
shown, the inlet end of the inter-cooler colls is swaged into
the bottom surface of cylinder hesd 8. Removal of cylinder head
8~ therefore~ will also result in withdrawal of inter-cooler
coils 23 from the coolant jacket of the cyl~nder block. The top
surface o~ cylinder block 1 is provided with a C-shaped or full
annular opening to accommodate this wlthdrawal of the inter-
cooler colls. The integration of the inter-cooler and after-
cooler in the englne block~ is a decided advantage~ making for
an extremely compact englne pac~age, free from exterior "pl~mbing"
connections for these purposes~and eliminates the usual separate
housings and associated lines, connections etc. for air coolers.
Figure 9 is a sectional view taken on the vertical
transverse centerplane of a power cylinder shown in Figure 2.
Thls view shows ver~ion number one~l~ of the invention~ namely
the desmodromically actuated reciprocating cylinder head. The
position shown for the power piston 3 and reciprocating head 14
is the "idling" position~ with the lnitial combustion chamber
volume at a mlnlmum~ and wlth the power piston 3 in top dead center.
Camshaft 59 is mounted alongside the cylinder head 8
parallel to the axis of the crankshaft. Drive details for
camshaft 59 have been dlsclosed previously. Camshaft 59 runs at
engine speed. Side mounting of camshaft 59 has several advantages;
a lower engine profile and convenlent actustion of the various
components. In Figure 8 the actuation of exhaust sleeve valve 9
was partially disclosed. The said ball cup on the outward end of
valve rocker 57 engages a short ball ended exhaust valve push
rod 60 which is actuatèd by a conventional hydraulic cam follower
exhaust val~e cam follower 61. The ~xhaust cam lobe on camshaft
59 is profiled so that the exhaust valve starts to open at ten
degrees be~ore bottom dead center and is fully closed at forty-f~ve
degrees before top dead center. Exhaust sleeve valve sprlng 12
-33-
~ 7S~
may be made from quare spring wir~, making for a much stiffer
spring and consequently better sealing of the exhaust sleeve valve.
This prefeired alternati~e is shown also in the drawings.
With the power piston 3 ln the bottom dead center
position and wlth the pressure ln the combustion chamber now at
close to atmospheric~ descending cam 62 on camsha~t 59 is contact-
ing descending roller 63 if the power determinator 16 is in the
fully raised position; said fully raised position representing
maximum power output for the engine. For the preferred embodiment
IO disclosed, the difference between idle and full power positions
is approxlmately 3/8"~ three-eighths of an inch, for the botto~
contact surface of power determinator 16. For the preferred
embodiment~ the total maximum descending travel for the reciproca-
ting head i4 1~ 15/16", fifteen-sixteenth of an inch, while the
minimum descending travel is 9/16", nine-sixteenth of an inch,
These ~igures are disclosed to better appreciate the relatively
small movement~ involved.
If the power determinator 16 is in the idle position,
the clearance between the base diameter for descending cam 62
Zo and descending roller 63 will be 3/8"~ three-eighths of an inch,
and the descending cam 62 will rotate through a small arc, before
descending roller 63 is contacted. To avoid clashing noise, at
low and intermediate power outputs~ descending roller 63 is
mounted in elastomer mounts 65 concentrically arranged around
th~ mountlng pln~ descending roller pin 66. However, the constant
high pressure prevailing ln the charge admission snorkel tube 97
will strongly bias the reclprocating head in the descending
direction so that, as soon as the combustion chamber pressure is
reduced sufficiently, reciprocating head 1~ will start descending
until descending roller 63 contacts the base diameter of descend-
3 O ing cam 62. Descending cam 62 is mounted on descending arm 64
which is integral with a common torque tube, said torque tube
also having the ascending arm 67 and head actuating arms 69
mounted on same. The head actuating rocker assembly 7O thus
formed pivots on head actuating rocker sha~t 71 which is supported
-3Y-
~ 5
solidly ~y t~le ~ylinder head 8~ Head actuating arm 697 two o~
which are employed per power cylinder~ is connected to the
reci~r~cating head 14 by means of two head pivot links 72 each
of whic~-l comprises two link plates~ two hollow pins and four
snap rin~s. Head pivot links 72, are identical in pricniple to
a link of common roller chain and represents the stronges~ known
link cor~ectors for the purpose. The ultimate strength of each
link 72 for the preferred embodiment is over 10,000 lbs., while
the maximum force, at 2000 rpm, on each is 540 lbs. indicating
o the entirely practical concept o~ the invention, from a forces
encountered viewpoint. Descending cam 62 will thus drive the
reciproca-ting head down lnto the combustion chamber during the
initial 120 to 130 degrees of upward power piston travel.
I~ring the last 25 to lO degrees of upward piston travel of the
exhaust stroke (note: the exhaust stroke in this invention is
completed at ~5 degrees before top dead center) exhaust gasses
will escape through a narrow annular escape slot formed by the
chamfer on the bottom edge of reciprocating head with the bottom
of the reciprocating head being flush with the exhaust valve seat.
Z O It should be noted here that the exhaust gasses are much cooler
in this engine than in conventional engines due to the d~ep
expansion of the charge; resulting in a coDler exhaust valve and
i~ a great reduction or eliminatlon of the muffle~ and its
assoclated problems. When power piston 3 is within -4-"~ one-
quarter inch, or less of reciprocating head 14 id head wlll
rapidly ascend, as previously disclosed. The exhaust sleeve
valve 9 is now fully closed and charge admission valve 15 is
rapidly being opened. Ascending mo~ement of reciprocating head
14 is c~rried out by ascending cam 73, ascendirlg roller 68,
ascending arm 67, and head actuating arms 69. The squishing
action of the last exhaust gas remnants will aid in initial
rapid ascending riovement of reciprocating head 14~ but this action
is nGt counted jn in the design. rne ~orces encoun~ered during
the initiai critical mGvement ~f the ascending ac~Dn of recipro-
3~
~ 5~
cating head 1~ have been previously disclosed and are not a serious
deterrent. Ascending cam 73 will carry the reciprocating head 14
only -to the "idle" position~ being slightly above the top dead
center position for thc power piStQn 3.
As soon as the reciprocating head 1~ starts its ascending
movement, at 45 degrees b.t.d.c., the charge admission valve cam 74
will engage admission cam follower 75. Admission cam follower 75
comprises a roller equipped tubular body, supported reciprocatably
in a cartridge type houslng admission cam follower guide 76~ which
l~ is mounted at a 45 degreo angle in the cylinder head 8. Admission
cam follower 75 is provided wlth a flat hardened and ground "vertical"
actuating sur~ace on the inward end~ flat actuating raceway 77.
Admission cam foIDwer 75 is prevented from rotation within guide 76
by the bifurcated end of said guide, said bifurcated end closely
contacting the slde surraces Or admlssion cam follower roller 7~.
It is apparent that the action of the admisslon cam follower is
totally independent from the position of reciprocating head 14,
so that the charge admlsslon timing is only related to the position
of the power piston 3. Flat actuating raceway 77 clears admission
z~ rocker roller 79 by a few thousandths of an lnch~ this clearance
representing "valve tappet clearance" Admission rocker 80 is
carried on a pivot pin by reciprocating head 14. Admission
rocker 80 contacts admisslon push rod ol which is solidly seated
at the bottom end in a pocket in common actuating arm 8~. Screwed
adjusters provide a means of precision col~tact adJustment between
arm ~ and charge admlssion valves 15. Charge admission valves 15
are employed in duplicate for reasons Or lower weight~ lower
inertia and better charge distribution. Charge admisslon valves
15, are "poppet" type valves installed in precision finished blind
cylindrical bores~ provided with beveled valvo seats around the
bottom edge. The seating surface of the head of valve 15, flares
inward and thence outward to tarminate in a short cylindrical
valve extension 83 to form an annular torus-shaped groove around
said head. The said torus-shaped groove communicates continuously
36
SC~
wlth the high pressure charge admission duct, which is integrally
cast in the reciprocatirlg head 14. The purpose of the said short
cylindrical extension ls to eliminate a pressure bias~ which
w~uld open the valve. The pressure i~ the said torus-shaped
~roove now neutrally biases the charge admission valve 15 said
valve being biased in the closed posltion by valve springs ~.
Cylindrical ~alve extension 83 is a precision fit in the said blind
cylindrical bores~ and may be provided with labyrinth sealing
grooves, as shown, or alternatively may be sealed by inwardly
lo acting, dry operating~ solf lubricating~ sealing rings ~. The
space above cylindrical valve extension 83 i~ vented to the
interior of the engine by means of a hollow valve stem on charge
admission valve 15. Small holes drilled crosswise at the bottom
of the stem and at the top of the stem allow any oil which could
have accumulated ln the interior cavity of the valve to escape and
also vent the said blind cylindrical bore. Inevltably~ some of
the high pressure charge will escape past sealing rlngs 85 and any
oil collected in the bottom of the interior valve cavity wlll be
forced upward and out of the valve stem by the slight pressure
zO built up within the interior of said valve. A11 operating factors
aid the quick functioning of the valve. The rapidly ascending
action of reciprocating head 14, has a tendency to open the valve,
a benefit. The rapldly decelerating actlon at the end Or the
travel of the reciprocating head has a tendency to close the valve,
a benefit. And flnally~ the strong pres~ure bias prevailing in
the combustion chamber durlng the charge cycle exerts a strong
closing force on the valve. Rapid action is thus ensured.
Charge admission valve 15 is closed at ten degrees before
top dead center~ the reciprocating head 14 is fully seated against
power determinator 16 the charging of the combustion chamber is
completed, with the charge at constant and maximum pressure, and at
engine temperature and ignition occurs at five degrees before top
dead center. With the weight of the charge approximately one-half
of the charge weight of a normally aspirated engine at full power
37
~ '75~
outE)ut~ the geometric expansion ratio~ at full power~ is approxi-
rnately t~lree times as great as in a conventional engine. The
rela~ively small, coaled charge is at much greater pressure
and is contained in an inltial combustion chamber volume much
smaller than in conventional practice. Obviously, if the engine
is to be used for purposes which require maximum power instead of
the utmost in economy, the pre-compressor may be chosen to have
greatly increased capacity. This route would eliminate some or
all of the deep expansion capability of the engine, but expansion
to ratios would still be greater than ln conventional practice due
~o Ihe ex-tremely dense energy plateau from which expansion commences.
To return to the drawing details~ reciprocating head 1~ comprises
an inverted piston type structure1 closely matching the inside
diameter of exhaust sleeve valve 9. Common piston rings are
employed to seal in combustion chamber pressures and seal oil
lubricating oil. It should be noted here that the combustion
chamber in this engine is always under positive pressure, resulting
in two side benefits. There is no tendency to draw lubricating oil
past the piston rings promising less oil consumptlon. Especially
zo since this engine does not have an ordinary intake valve~ a great
source of oil consumption in ordinary engines.
Secondly, the lower half of the co~necting rod crankthrow bearing
is never under pressure eliminatlng loose bearing noise. ~he
~ottom portion of reciprocatlng head 14 carries the head sealing
rings 86 which seal against the inside surface of exhaust sleeve
valve 9. The bottom portlon further supports or contains charge
admission valves 15 the spark plug~ not shown in Figure 9~ charge
admission ducts and cavities for cooling purposes, with the cooling
carried out by the engines lubricating oil. The bottom "head"
portion of reciprocating head 14 is provided with an upward hollow
3 ~ cylindrical head extension 87 considerable smaller in diameter
than the said bo~tom "head" portion; a ledge thus formed around
the bottom of said cylindrical extension provides the seating
sur~ace against which the bottom face of power determinator 16
38
~ 9 ~5 ~
seats, to react combustion pressures. Power determinator 16
comprlses an externally threaded cylinder,f with a short unthreaded
bottom and top portion~ The inside diameter ls enlarged over the
upper half of the total height. The inside diameter closely
matches the outsida diameter of head extenslon 87 and is disposed
around same. Reaction seat 88, compri~es an lnwardly flanged
cylinder reciprocatably dlsposed lnslde exhaust sleeve valve 9 and
shrunk onto head extension 87. Oil~ trapped below the bottom end
of power determinator 16, cushions the rapld seatlng of reciprocating
l head 14 during the last portion of the ascending stroke. The outward
cylindrical extension of reaction seat 88 prevents this high pressure
surge of oil to reach the head seallng rings 86 thus avoiding oil
consumption by the engine. Reaction seat 88 thus performs two
functlons - prevents wear of the light alloy casting of the recipro-
cating head as well as form a hydraullc cushion~ preventing damage
and noise. Power determinator 16 ls engaged by an lnternally
threaded rlng power determlnator ad~ustor 89. Said ad~ustor
comprises an internally threaded annular rlng, rectangular in cross
section, provld~d with an annular bearing race in the top end surface
Z~ and with worm gear teeth milled in lts out~lde dlametrlcal surface.
In effect lt constltute~ a worm gear. Sald ad~ustor ls engaged by
worm shaft 90 rotatably supported, parallel to the long axis of the
engine, in the cyllnder head 8. Said worm shaft 90 slmultaneously
engages all ad~ustors 89 ln the engine 90 that ad~ustment of powe
determinators 16 for all power cyllnders ls preclslon synchronized.
Worm shaft 90 i9 provlded wlth thrust bearingQ not shown~ to prevent
lengthwlse displacement in either direction. Worm shaft 90 is
actuated in a linear relationshlp with the "throttle" pedal Or the
vehicle by ~ electric rotary actuator, not shown, but commercially
available.
Ad~ustor 89 is rotatably supported in a precision machined
concentric bore in cylinderhead 8 and reacts upwardly against a ~ull
annular ball thrust bearing complement~ thrust ball bearing 91.
The upper race for said thrust ball bearing, thrust beari~g race 92,
39
~ '750
comprises an extornally threaded cylindrical fully annular ring,
matching threads machined in the cylinder head 8. The lower surface
of adjustor 89 bears rotatably against the top surface of exhaust
valve spring seat ~9 a full a~nular L-shaped ring. Said seat 89
is locked in place by exhaust valve spring seat retainer ring 94
and oversized precision made 9nap ring~ or alternatively a solld
ring split in two cresce~t-shaped halves. By depressing seat 93
fully, retainer rlng 9~ is slipped into a matching groove machined
in the cylinder head 8.
o To cushion the descent of reciprocating head 14 descent
cushion sleeve 95 is employed. Said sleeve 95 comprises a slim
cylindrical sleeve provlded with an inward facing flange on the
bottom end and an outward faclng flange on the top end. The outside
diameter of said sleeve 95 is reciprocatably disposed ln the counter-
bored cylindrical ins1de diaoeter of power determinator 16. Said
outward facing flange matches and is disposed solidly in a shallow
concentric counterbore in the top surface of thrust bearing race 9~.
~aid inward faclng flange is disposed reciprocatably around head
extension ~7. A preclslon machined overslze "snap ring", descend
zO cushion ring 96~ is fitted in a circumferential groove machined in
head extension 87 and ~aid ring 96 is reciprocatably disposed within
descend cushion sleeve 95. The arrangement forms two spaces, a
first space above and a second ~pace below said inward facing flange
of sleeve 95. Said first ~pace traps oil and forms an hydraulic
cushion to cushion the descent of reciprocating head 14 with orifices
drilled to suit the rate of cushioning required. The said second
space is fairly static in volume~ changing only ir power determinator
16 is ad~usted; said second space transmits oil to the space formed
below power determln~tor 16~ through drilled passages~ the drilled
passages again slzed to suit the degree of ascendlng cushioning
30 required. The simple hydraulic cushioning of the ends of both
dsscending and ascending travel of reciprocating head 14 will
effectively dampen noise and prevent shock damage.
The high pressure charge is transmitted to the charge
~ 5
admission valves by means of charge transmission snorkel 97~
integral with the casting of reciprocatlng head 14. Said snorkel
is reciprocatably disposed within charge transmission manifold 98
which is pro~ided with a segmental precision machined flange, which
bears partially against the final upper concentric counterbore in
cylinder head 8; the arrangement provides for precision but recipro-
catable and concentric allgnment for snorkel 97 and manifold 98.
A multiple seal ring equipped snorkel seal 99 completes the leak
proof transmission of the high pressure charge into reciprocating
I head 14. Note that the pressure of the charge biases said head 1~,
continuously downwardly, which bias is an advantage during descend-
ing action. The strong upward bias by combustion chamber pressure
during charging aids ascendlng actlon.
Camshaft 59 is provided with a flywheel to provide the
energy required for rapid ascending action. An elastomer cushion
in the drive sprocket save wear on the camshaft drive chain by
cushioning torsional stress peaks during ascending action.
~ igure 10 shows a plan vlew~ partially in cross section
approximately taken on Plane C-C in Figure 9~ and shows details of
æO the desmodromic actuating rocker arms ~or the reciprocating
cylinder head. This view is generally self explanatory. Note
should be made of the charge transmission manifold 98 with fuel
addition by means of electronically controlled fuel inJection, or
by means of a special pressurized carburetor, taking place in a
special duct~ not shown~ between a~ter-cooler coils 24 and manifold
98. Said special duct comme~ces in the second stage pre-compressor
cylinder head 26 and termlnates in manifold 98. Said special duct
includes a high pressure air surge tank~ whlch, together with the
overall volume of the after-cooler coils 24 elimlnates pressure
peaks and ensures even feed to the power cylinders. ~lso clearly
shown are the bearing~ 101 belng provided on cast webs which lateral-
ly branch out from the cylinder head casting 8 and which webs also
support head actuating rocker shaft 71. The location of the camshaft
flywheel 100 is shown, as well as details of the ~lastomer cushioned
descending roller 63 with elastomer mount 65 and descending roller
41
~ 7 50
pin 66. Location of exhaust cam 102 also may be noted. Finally
the location o~ the telescoping high voltage lead 103 may be noted
said lead transmitting the high voltage pulse to the ~ark plug or
plugs 104 carried within the interior of reciprocating head 14.
Figure 11 shows a cross sectlonal view taken on Plane ~-
~in Figure 9 and shows the desmodromlc actlon of the actuating
rockers for the reciprocating cyllnder head 14. Wlth the preceeding
description o~ Figures 9 ~nd 10~ the details shown ln ~igure 11
are self explan~tory. Clearly shown is one of the laterally cast
pockets in cylinder head ~ whlch accommodates the bifurcated ends
of exhaust sleeve valve rocker 1~ and 57. The position of ascending
arm 67 and descnending arm 64 is determined by the position of the
reciprocating head 14~ once the reciprocating head 1~ has reached
the "idle" posltion, whlch is the case in Figure 11. Had recipro-
cating head 14 reached the "full power" posltion, in this case~
with the power piston in top dead center~ the ascending roller 68
would have cleared the ma~or diameter of ascending cam 73 by a
distance which is equal to the difference in position of the
reciprocating head 14 between "idle" and "full power", provided, f
of course~ that ascendlng arm 67 equals head actuating arm 69 in
length. In that case also, descending arm 64 would be fully "home"
on the minor base circle for descending cam 62. At intermediate
power outputs, both ascending roller 68 and descending roller 63
would clear their respective cam profiles. To avoid undue wear
and noise, when desc~nding cam 62 takes up the clearance between
its profile and descending roller 63~ the descending rollers 63
are provided with elastomer cushions or mounts 65. In all cases,
ascending cam 73 contacts ascending roller 68, the clearance between
those components is near zero, since the bottom position of recipro-
cating head 14 is alway~ identical and does not vary. In the said
bottom position, aseending roller 68 rides on the minor base circle
for ascending cam 73~ Two profile outlines are possible for
descending cam 62; a "hard" profile and a "soft" profile, both
snown in Figure 11. Wlth the "hard" profile~ the profile of the
c~m lobe starts rising fairly rapidly, with the power piston 3 in
42
~ 7 ~0
bottom dead center. The "qoft" profile ha~ an lnitial shallow
rise rate~ till the reciprocating head 14 has descended to the
"idle" position. From there on, the "soft" profile has a quicker
rise rate than the "hard" profile with both profiles descendlng
the reciprocating head to it~ final down posltion with the power
piston 3 in the 120 to 130 degree from bottom dead center position.
The purpose of the soft proflle is to "cushion" the contact between
descending cam 62 and descending roller 63. In normal engines, the
~umber and size of the headbolts is primarily determlned by the
IO necessity to make the head gasket gas tight; without head gaskets
the headbolts could be smaller in size and number, since their
size and number ls far in excess of what is required to resist
combustion forces. The engine of this invontion does not require
head gaskets for the power cyllnders and as such the headbolts are
smaller in size and number than in conventional practice.
Flgures 12, 13, 14, 15 and 16 show details Or the recipro-
cating head 14. Figure 14 shows the outline of the route for the
lower portion of the telescoplng high voltage lead 103 which lower
portion is supported in special lead supports 105. Figure 1~ also
ZO shows the radiused cutout directly above the spark plug opening
for purposes of component installatlon and removal these components
are the s~ark plug~ valve spring seat . Figure 17 is a sectional
view taken on the verticd transverse centerplan~ of a power
cyllnder shown in Flgure 2. This view lllustrates engine verslon
number 2 Or the lnventlon~ namely the charge bias actuated recipro-
cating cyllnder head version. The principles~ components and
concepts involved are ldentlcal to those lnvolved in version number
1, the desmodromically cam actuated version~ with the exceptions
being: a. the descending mechanism is entirely elimina~ed;
descending action of head 106 is ent~rely the result
3 of charge b~as;
b. the charge transmission snorkel 97, snorkel seal 99 and
charge transmission manifold 9~ are eliminated and
replaced by radial entrance charge transmission;
c. the power determinator mechanism is modified to
~3
~ 75
accommodate the above changes.
The components and action of the exhaust sleeve valve 9
exhaust sleeve valve rocker 13, 57, exhaust sleeve valve sprlng 12
rocker pivot shafts 58, exhaust valve push rod 60, exhaust valve
cam follower 61 and exhaust cam 102, are identical to those disclosed
for Figure 9.
The components and action of the charge admission mechanism
is identical to those disclosed in Fi~ure 9, with the following
l~inor modifications;
I a. Admisslon rocker ~0 is replaced by admlssion arcing link
107. Said link 107 is provided with pivot shafts, 45
degrees down and outboard from admission rocker roller 79
with said pivot shafts supported b~J the casting of the
reciprocating head 106. The action of admission arcing
link 107 is slmple; when flat actuating raceway 77 moves
towards the center axis of the reciprocating head 106,
the arcing action of said link 107 will force admission
push rod ~1 downward. The inertia of said link 107 will
assist the opening and closing of charge admission valve 15.
Z o b. Admission cam follower 75 is installed horizontally.
c. Admission cam rocker lO~ is added.
'~hese modifications were carried out to reduce the weight and profile
of reciprocating ~ead 106.
The power determlnator mechanism is identical in principle
to the mechanism disclosed in Figure 9 with minor modifications as
follows:
a. ~hrust bearing race 92, thrust ball bearing 91~ power
determinator ad~ustor 89, worm shaft 90 are identical and
retained.
b. Power determinator 109 is provided with an interior upper
3 O ledge~ against which combustion forces will react.
c. Cylindrical head extension llO~ is provided with a broad
annular ledge~ to acco~modate a strong ring, annular reaction
seat lll. Said seat lll is reciprocatabl~ disposed within
75~1
power de~errnin~tor 109. The s~ace formed above seat 111
forms the hydraulic cushion, to cushion ascending action
of head 106~ Seat 111 is retained by Secondary head
extension 112 and reaction seat retainer ring 113. Radial
holes provide access to retainer ring 113 for removal
purposes. l~etainer ring 113 comprises an oversize snapring.
d. The space formed below seat 111 forms the hydraulic cushion
for the descending action of reciprocating head 106.
Charge transmission, into the interior of, together with
~o descending action of, reciprocating head 106 is accomplished as
follows: Static cylinder head 114 replacing cylinder head 8 in
Figure 9 is provided with an integral annular duct, charge trans-
mission torus 122 which communicates radially inwardly; with interior
cavities within reciprocating head 106, by way of radial slotted
opening in head il~ and by way of similar radial slotted openings
in sleeve exhaust valve spring seat 115. Said spring seat 115
comprises an annular ring, rectangular in cross section and recipro-
catably disposed around cylind~ical head extension 110 and dispo~d
within a second counterbore in head 114. An annular groove machined
~O in the bottom surface of said spring seat 115 accommodates recipro-
cative motion of the upper end of exhaust sleeve val~e 9 within
said groove. Sealing rings, carried by spring seat 115 and bearing
a~ainst head extension 110 and valve 9 seal in th~ high pressure
charge. l`he charge finds its way to the charge admission valves 15
by way of ports shown in Figures522 and 23. The charge, trapped in
the annular space around head extension 110 and below spring seat
115 provides a powerful downward bias on reciprocating cylinder
head 106. As soon as the exhaust sleeve valve 9 opens, said head
will descend downward till descendlng action is stopped by annular
reaction seat 111, bearlng on top of spring seat 115.
hscending action is controlled by asecending cam 116,
ascending roller 117 and ascending rocker 118. Ascending rocker
shaft 119, spring seat retainer ring 120 and adjustor seat 121,
complete this version of the invention. Power determinator 109
5~
is kept from rot~ting by anti rotation pins 123 whlch reci~rocatably
enga~e holes in the housing for admission cam follower guide 76.
i`his is ~cconlplished by means of a spline or key in ~igure 9.
Figure lo shows a view, partially in cross section
taken on Plane I-I in Figure 17 and shows details of the actuating
rocker arms for the reciprocating cylinder head 106. The sec-tional
view for ascending rocker 118 has been rotated downward to show
details of ascending roller 117. Note that admission arcing link
107 comprises a dual link assembly, with a single common pin for
lo admission rocker roller 79~ but with a separate pivot pin for each
of the two arcing links 107. This construction allows flat
actuating raceway 77 to operate between each of the two arcing lins
107. Arcing link 107 may~ of course, be replaced by a rocker
assembly, as shown in Figure 9.
Figure 19 shows a cross sectional view taken on Plane J-J
in Figure lo and shows the actuating rocker arms for reciprocating
ilead 106. For clarity details Or the power determinator mechanism
are omitted.
Figure ~0 shows a plan v~ew of the cylinder block c~sting
Zo with the cylinder heads removed~ for Verslons I and II of the
invention~ and taken on Plane K-K in Figure 17. Clearly shown are
exhaust torus 10~ exhaust passages 11, intercooler colls ~3, in a
full annular pattern, rather than the alternative C-sh.lped patterrl.
'~he full annular pattern increases the distance between the vertical
axis for the first stage pre-compressor cylinder 6 and the first
power cylinder 4 but said increase in distance allows a full dual
annular coil for after cooler coils 24. The greater cooling
capacities thus achieved allow for greater air pre-compression ratiosO
lhe capaclty of the cooling coils may also be lncreased by internal
fins, inside the tubing, extruded integrally, as shown. Clearly
3 o shown in both Figures 20 and 21 are the full annular slots in the top
surfaces of the "cylinderblocks" which allow the coils for inter-
cooler coil 23 and aftercooler coil 24 to remain permanently at-tached
to the respective "cylinder heads"~ giving a neat~ integrated,
46
~ 75~
rnaintenarlce free assembly. Also shown is the outline for the
carnsha~t drive chain and chain guides 53 and 54. The reason for
the off-set is twofold -- to cle~r the bulbous, coolant ~acket at
the front of the engine~ and to achieve shorter runs for the chain
by using dual tensioning sprockets as shown ln Figure 7.
l~igure 21 shows a plan view of the cylinder block casting
second stage pre-compressor. Clearly shown is the discharge riser
tube for intercooler coils 23, swaged in the top surface of static
cylinder head ~ or 114.
Figures 22 and 23 are cross sectional views of the casting
for reciprocating cylinder head 106 taken on Planes L-L in Figure
17 and ~M in Figure 22 respectively. Clearly shown are the transfer
p~rts for the high pressure charge~ from the full annular bias space
into the cylindrical charge admission valve "port".
~ igure 24 is a sectional view taken on the vertical
transverse center plane of a power cylinde~ shown in Figure 2.
~`his view shows Version number III of the invention, namely, the
poppet valve type exhaust valve equipped version. Figure 24 is
taken on Plane P-P in Figure 26. For this version, the complete
z 0 exhaust sleeve valve assembly~ including sleeve valve 9~ exhaust
torus 10, exhaust passages 11~ valve spring 12, valve rocker 13, 57,
rocker pivot shafts 58~ push rod 60, cam follower 61 etc. are
eliminated and replaced by a poppet type exhaust valve, deployed in
duplica~e and carried by the reciprocatlng head. Separate static
cylinder head ~ or 114~ is eliminated, with the function Or said
heads taken over by internal vertlcal extension 124, o~ power
cylinders 4. The second stage pre-compressor cylinder 20, complete
with its integral coolant ~acket, becomes a separate casting 125,
referred to as second stage cyllnder block, with the intercooler
coils ~3, still swaged into the bottom and top surfaces of said
?~ separate casting. The construction and profile of the complete
pre-compressor therefore remains the same as before; with a vertical
separation between power cyllnder extension 124 and separate second
stage cylinder block 125.
~ach reciprocating cylinder head 126 for Version III is
~7
~ S~5~
equi~ped with two poppet exhaust valves 127 and one spool poppet
t~)e c}la~ge admisslon valve 128. The transmission of the high
pressure charge into the heart of reciprocating head 126 is carried
out with a male snorkel tube 129, penetrating a wear liner equipped
female charge transmission tube 130 whichis integrally cast with the
reciprocating head 126. ~he male snorkel tube 129 is equipped with
multiple seal rings at the end. This construction results in less
reciprocating rnasq, albeit also in a smaller diameter charge trans-
rnission system. Male snorkel tube 129 is regidly and accurately
supported by spigotted tube support 1~1. Section 0-0, Figure 26,
shows the termination of tube 130, with a port leading into the side
of the charge transmission valve cylindrical cavity. The actuation
of the charge transmission valve 128 is identical in plih~iple to
the actuation method disclosed in Figure 9 and Figure 17. Admission
valve cam 74 actuates admission cam rocker 132, which in turn actuates
admission cam follower 75~ equipped with fiat actuating raceway 77.
Admission rocker 133 is equipped with a spherical socket and actuates
adrllission push rod 134~ said rod equlpped with a ball at the top end
and with a spherical socket at the bottom end. The stem of charge
z o admission valve 128 is spherically radiused at the top end~ to engage
rod 13~. Clearance is ad~usted by shir~ming admission caml rocker 132
as shown.
The cylinder block 135, of Version III, is provided with
integrally cast, shallow but wide~ exhaust passages 136~ shown in
view 0~0, Fig~re 26.
Turning now briefly to Figure 27~ representing View ~-
~in Figure 26. The two common poppet exhaust valves 127 spring bias~d
in the closed positlon~ sach are provided wlth a tall and wide exhaust
port 137 leading from the valve seats radially up and outward to
match -the exhaust passages 136 1n width but not in height. ~xhaust
3 o ports 137 are tall in profila at the cyllndrical outside surface of
reciprocating c-~linder head 126, so that at all times, over the full
reciprocativs range the exhaust ports 137 align with passages 136 to
establish communication between ^che combustion chamber and the
atr~osphere during the exhaust stroke~ which starts at ten degrees
48
~ '75~
before bottom dead center and ends at fort~-five degrees before
top dead center. The oil control rlngs 138 are located above
ports 137 and do not traverse exhaust passages 136 at any time to
avoid oil consumption. Similarly~ compression rings 139 do not
traverse exhaust passage 136 at any time, to avoid loss of the
charge or combustion pressure. Actuation of poppet exhaust valves
127, is identical in principle to ths 8ctuation of the charge ad~is-
sion valve 1~ and lncludes exhaust cam 140, exhaust cam rocker 141,
exhaust cam follower 14~, flat actuating raceway 143, exhaust
l~ rocker 144, exhaust push rod 145, exhaust actuation lever 146.
The end of the stems of exhaust poppet valves 127 are spherically
radiused to match lever 146. Clearance ad~ustment is by means of
shims in exhaust cam rocker 141~ as shown. Both valve actuating
mechanism are closely and compactly spaced together as shown in
Figure 25, with the cam followers 75 and 1~2 operating in a common
follower housing 147, which is precision doweled and bolted to the
cylinder block 135. ~ousing 147 also incorporates screwed locking
fasteners for thrust bearing race 92.
Returning now to Figure 24, the power determcinator
æO mechanism for Version III is identical to the power determinator
mechanism disclosed in Figure 9 for Version I of the invention.
Si~ilarly the hydraulic cushioning of both ascending and descending
actions is identical, wlth the exception that in Version III,
reaction seat ~8 in Figure 9 is eliminated and oil consumption~ due
to high oil pressure build up~ is avolded by an extra auxiliary oil
control ring 1~8 and oil pressure relief groove 149. Descend cushion
ring 96 in Figure 9 is replsced by descend cushion ring 150.
The desmodromic actuating mechanism for reciprocating
cylinder head 126, for Vsrsion III, is identlcal in principle to the
desmodromic actuating mechanlsm disclosed in Figure 9 for Vsrsion 1.
3G Figure ~5 and Figure 26 are self explanatory and are
consulted in con~unction with Figure 24 and Figure 27~ Note common
rocker pin 151, supporting both admission rocker 133 and exhaust
rocker 144~ Note that the spark plug 104 or ignitor for ~ersion III
~ ~9 ~ - t
.
~ 5~
may be carried by either the reciprocating head 126 or may be
installed in the cylinder block 135, as shown in Figure 24.
If installed in cylinder block ~5, a pocket ad~acent to the electrode
tips of said spark plug may be formed in the block, in the power
piston crown or ln the reciprocating head to facilitate ignition
initiation and flame spread.
Flgure 28 is an alternative to the view shown ln Figure 24
and represents ~ersion IV of this invention, namely, the spring
biased reciprocating head version. This invention is primarily
~o directed toward the ultimate in fuel efficiency and to this effect
low windage and friction lossea would encourage a slow engine speed.
In addition the reciprocating action of the cylinder head, especially
for the exhaust sleeve valve version~ demands reasonable engine
speeds. However, the reciprocating action for the poppet exhaust
valve versions, Versions III and IV, is slightly altered to achieve
less stress and strain on the rapid action ascending mechanism. The
reciproc~ting head commences descending at the bottom dead center
position. Calculations indicate that a bias force of '70 lbs. will
move a reciprocating head welghing one pound down to the fifty-five
degreesbefore top dedd center position at 2000 rpm in the time it
takes for the power piston to ascend to the ninety degree position
durin~ the exhaust stroke~ ~ased on a 2 7/8" bore and 3 3/4" stroke
cls per preferred embodlment. AAt this instant the ascending action
for the reciprocating head wlll commence at an acceleration rate
which will bring the piston to within 1/8", or less at the forty-five
degree position. This has allowed leisurely acceleration for the
reciprocating head and reduces the ascending acceleration force, from
1050 lbs. for Versions I and II~ to 210 lbs. for Versions III and IV.
~ll snorkel equipped versions experience a downward bias on the
reciprocatlng head of approximately 50 to 100 lbs. or more to dùe
charge pressure in the snorkel tube. This bias~ together with
mechanical spring bias, can readily replace the descending mechanism,
simplifying the design. In Version IV, the weight of the recipro-
cating nead has been reduced due to a considerably lower profile
~,ade possible by re-positioning the power determinator adjustor 89,
, ~
~ 75~
in Figure 9, to a lower location, and by eliminating descending
cushiorl ~leeve 95, in Figure 9. The maximum bottom position is
completely controlled by the base circle or minor diameter for
ascending carn 73. llhe descending mechanism of Version III is
replaced by a mechanical coil spring 152 or a hairpin type torsion
spring 153, biasing the reciprocating head continuously downward.
Coil spring 152 is disposed in pockets cast in the head actuating
arms 154~ while alternatively~ torsion spring 153 ls mounted coaxially
on the torque tube 155 ~r the head actuating arms 15~. A mechanical
J0 ~pring to bias the reciprocating head 156 downwardly may of course
be mounted in any convenient location.
Charge admission valve 128 and e~haust valves 127, not
shown in Figure 28~ but identically arranged as in Figure 27, are
actuated by identical mechanlsms, mounted tightly ad~acent to one
another and include charge admission valve cam 74~ admission cam
follower 157, of the goose neck variety~ with radiused precision
machined mounting faces to pick up in the uppermost counterbore of
cylinder block extension 158, common cam follower housing 159~
admission rocker 160, admission push rod 161 and further include:
æ~ exhaust cam 140~ exhaust cam follower 162, exhaust rocker
163, exhaust push rod 164 and exhaust actuation lever 1~6.
The upper stop travel limiter mechanism for the recipro-
cating head 156~ referred to as the "power determinator" mechanlsm
in this disclosure~ include~:
power determinator 165~ powcr determinator actuator 166
ball thrust compliment 167, ball thrust race 168, descending
hydraulic cushion ring 169, descending hydraullc cushlon ring
installation sleeve 170~ and worm shaft 90. Cushion ring 169, is
locatqd so that it will not bottom out at any time. ~ottoming of
reciprocating head 156 in the fully descended position is controlled
3 o by the ascending cam base diameter.
Figure 29 is a plan view of the mechanisms shown in Figure
28~ partially in section9 on Plane R-R in Figure 28.
The fuel system for the engine of this invention may
51
s975~
include ~ carburetor Or special design, and installed after the
air sur~e tank~ which is arranged in series wlth the aftercooler.
~ e carburetor would be identical ln principle to conventional
carburetors, bu-t would be installed inslde a pressurized housing,
capable of withstanding the charge pressure. The venturi would
be mlniaturized to accommodate the extremely dense air, and the
float would be pressure proof. The fuel pump would be a special~
high pressure design. Since internal leakage in such a high pressure
fuel pump is of no consequence~ with the leaking fuel simply
returned to the pump inlet, these type of pumps can accommodate zero
plunger lubrication, yet provide long life.
Cor~monly, this type of pump comprises a plunger, entering
a high pressure charnber with a ball check inlet and outlet valve.
T~le p~unger operates in a first bore provided with labyrinth seals.
~elow the labyrinth seals is the interception chamber where all fuel
which spills past the labyrinth seals~ is intercepted and returned
at approximately atmospheric pressure to the inlet side of the pump
with the inlet side usually pressurized by a common diaphragm type
automotive type fuel pump. The high pressure plunger passes through
the interception chamber, to be reciprocatably supported in a second
bore, which bore is provided with elastomer seals. The bottom end
of the plunger protrudes from thls second bore to terminate in a
bifurcated end~ supporting a roller, which operates off a caln and
is ~enerously lubricated. There ls no metal to metal contact on the
high pressure end of the plunger. The output of the pump is varied
by increasing or decreasing the clearance between the cam base circle
and the bottom end roller of the plunger, and by varylng the speed
of cam rotation.
Alternatively, the engine of this invention may incorporate
a fuel injection system, designed to operate at the pressure of the
3 o air charge with the fuel injection nozzle located at the salrle
location as disclosed for the carburetor. Control of fuel injection
would be identical to the commercial state of the art.
.i~her system would include a backflre rellef valve~ a
cor~on, spring loaded, commercia]ly available device, which, upon
52 " ,; ` - -
~ 75~
engine backfire would establish communication between the charge
transmission manifold and the exhaust system of the invention.
The exhaust system of the invention will operate at ~ery low pressure
and temperature due to the extremely large expansion ratio of the
combusting charge. Long exhaust valve life and practically no
muffling requirements are additional benefits of the preferred
embodiment.
Starting proeedure would be slightly different from
common practice. Since the engine does not actually require a high
charge pressure to run, it would soon fire upon build up of relatively
low pressure in the system. Once firing, air pressure would rapidly
build up. For cold weather starts a thermostatically controlled
bypass val~e may allow bypassing the aftercooler~ partially to
completely~ to deliver air at 650 degrees Rankin to the combustion
chambers. Alternatively, an electrically heated element may be
installed in or on the charge transmission manifold.
Charge pressure is controlled automatically using state
of the art technology from the compressed air industry~ which may
include air inlet valve unloading~ or throttling the air intake to
the first stage pre-compr~ssor. Throttling entails running the
piston of the first stage pre-compressor under negative pressure,
resulting directly in power absorption, but this loss of power is
considerabl less than in a conventional engine since the engine
of this invention~ executed as per preferred embodiment~ has a free
air displacement~ for the pre-compressor~ approximately 57~ of an
QquiYalent ~ormal engine~ see sum~ary of ~nticipated ef~lcie~cles~
Fig. 71. While the drawlngs di-~close an ascendlng meehanism ror
the reciprocatiDg head which lifts the said h~*d fro~ it~ bottom
position to the "idle" position~ which position ~ust barely clears
the top dead center positio~ for the power piston~ it i5 understood
that the ascendi~g mechanism may be "spr~ng loaded" so that it may
po~itively ascend the ~aid head to the "idle" position and eontinue
to exert a spring caused upward bia~ on said head in order to as~end
~aid head still further to the "full power" position~ should the "po~r
53
~ t~
determinator" be posltion~d in sald "full power" posltion. To
avoid lcnocking du~ to the possibly very hiKh temper~tures and
pressures which may be achieved which certain very high char~e
density ratios, a small chamber may be provided preferably in the
cylinder block or alternatively in the crown of the power piston
or reciprocating head, ~aid small chamber communicating with the
main combustion chamber via a restricted passa~e, said small chamDer
being provided with the ignitor~ the above being similar to the
Xicardo chamber in diesel engines provided for sim~lar purposes.
Io Modifications to the novel three cycle process disclosed
May include the following: the charge admission may be carried out
earlier during the upstroke of the power piston, with the charge
admission terminating well before the piston has reached its top
position~ with partial final compression taking place in the
combustion chamber.
Cooling Coils 23~ 24~ may be made from formed and resistance
welded sheets, similar to the evaporator coils in modern refrigerators
especially coil 23, being sub~ected to much lower pressures.
The inter and after coolers are preferably equipped with
moisture separators, malnly to prevent free~ing problems in cold
weather. The presence of condensed out moisture in extremely fine
dispersed form is ~n advantage in combustion, since itsacts like
water-in~ection, the advantages of which are disclosed, therefore
the moisture separators should have an over ride, eliMinating their
function in mild weather.
In addition to the two constant charge pressure control
methods disclosed, the blow-of~ method may be employed where~y excess
pressure above the set point is blown off and returned to the air
inlet of the pre-compressor. The control methods may employ
mechanical~ electrical and pneumatic devices~ identical to similar
devices commercially available for the control of normal air
compressors.
~ `o dampen pulsations and pressure surges, small alr
reservoirs may advantageously be employed in series with both
54
~ 7~0
interco~ler ~d a~tercooler. Needless to say that the second s~age
pre-co~lpressor ~nay be omitted entirely, loslng some efficiency, but
gainin~ sir.lplicity~
The second stage pre-co~npressor 20, 21, may readily be made
d~uble acting, with self-acting inlet and outlet valves for said
double acting unit incorporated in a thicker first stage pre-compres-
sor head 19.
The inlet valve bias spring~ 33 and 5G, being a stacked,
helical flat ribbon spring, may be replaced by axially acting flat
s~3ir~11y wound
coil springs~ latter spring type occupying extrernely little space,
as opposed to helically ~ound coil springs, thereby reducing the
dead space or "clearance volume" for thc pre-compressor cylinders.
To prevent backward rotation o~ the engine due to residual charge
pressure after the englne ls shut off, a check valve may be installed
in the discharge from the pre-compressors.
Figure 30 illustrates a second aiternative inlet valve
cartridge 171 for the first stage pre-compress~ ~ with the first
embodiment shown in Figure 6. Inlet v~lve body and disc guide 172,
comprises a thin-walled cylinder~ provlded with a rimmed flange on
one end~ for retaining purposes and with integral radia~ oriented
gulde ~nd retaining webs inside the other far end. The integral
webs guide the valve disc, provide a reaction seat for the valve
disc bias spring and retain the valve seat body ln place. Coaxially
disposed within the inlet valve body and disc guide 172, is the inlet
valve seat body 175~ defining a coaxlal arrangement of an annular
valve seat and a closing piece for said body 172. 0-rlngs and a
snap ring provide sealing and assembly means. The auxiliary view
shows an alternative construction for this cartridge. Valve disc
17~ is biased in the closed position by sp~rally wou~d axially
acting valve dlsc bias spring 173 which reacts agalnst the said
radially oriented webs- For clarity all valve cartridgeSdisclosed
are shown with the valves open, to illustrate air passage.
The nu~1ber of alternative arrangements for the power
determinator mec~lanism is great. The bssic externally threaded sleeve
~ 37 5~
item 16 in the drawings, may, as alternatives~ either rotate,
to move up or down, ln a static internally threaded ~nnular
l~ember, which may be the casting of the cylinder head itself, or~
may be prevented from rotation as per preferred embodimsnts of this
invention, with up or down ad~ustments affected by a rotating
annular internally threaded ring~ said ring being prevented from
up or down motion. Said baslc e~ternally threaded sleeve, if to
be rotated to affect ad~ustment, may be actuated to rotate back
and forth by any of the known methods of rota~y power transmission,
o including worm gear and worm~spur gear and pinion, splined bevel
gear and pinion~ various types of chalns; segmental partial rotation
using multiple start threads on said externally threaded sleeve, may
be sufficient to obtain desirad results and may include linear
actuators such as hydraullc cyllnders, air cyllnders, or electric
line~r actuators and may include position feed back devices.
Similarly~ said annular internally threaded ring~ may be rotatably
actuated by identical moans. Alternatively, the said basic exter-
nllly threaded sleeve may be replaced by any of a host of known
devices capable of positive upper travel limiting of said recipro-
zo cating cylinder head, including wedges, linear or segmental rotatableannular type, annular ramps, latter two being extremely compact high
capacity devices, very suitable for this service; hydraulic cylinders
etc. Simllarly, the lctuatlng means for the valvlng means and the
reclprocating ~iead may employ a ho~t of alternative mechanical or
gas pressurized actuators.
The actuating means for the reciprocating cylinder head
a mechanical or ~as spring
may consist of a completely spring and/or c~arge pressure biased
means, eliminating the mechanical actuating means disclosed. ~he
operating mode will be as follows:
As soon as tne pressure in the cornbustion chamber has
3Q been reduced sufficiently by the opening of the exhaust valve,
spring and~or cha-rge pressure bias will de cend the reciprocating
cylinder head to a fixed hottom position in the power cylinder.
This is ne~.rly identical to the spring and/or charge pressure bias
descending action for Versions II and IV7 in latter versions the
56
5~
ascending roli er must permit descending action to commence. '~he
p~wer piston will driv~ out the ~xhaust gasses, and approach the
reciprocating cyli.nder head within a pre-determined distance. At
this instance the exhaust valve clOSe5~ the charge admission valve
opens and the inrushing high pressure charge will prevent interfer-
ence between the power piston and the reciprocating cylinder head.
Cutouts in the crown of the power piston will prevent interference
between sa~d crown and said reciprocating cylinder head during
engine cranking, although the said crown will hit the reciprocating
IO cylinder head during such low speed cranking, without consequence
except noise. The said inrushing high pressure charge will drive
the now ascending reciprocating cylinder head up against the "power
determinator"~ while the charge admission valve is open. This is
identical to the action of the reciprocating cylinder head in Versions
I through IV. The remainder of the cycle is identical to the Versions
with mechanical ascending action. It shou1d be reiterated that no
meaningful "compression" in the combustion chamber takes place; the
"back-up" volume of the pre-compressed charge is large enough to
prevent meaningful pressure fluxuations. Version V, therefore
zO represents a version with a biased~ free moving reclprocating
cylinder head.
Figure 31~ or alternative to Figure 28~ illustrates an
alternative "power determinator", executed as an internally threaded
rctating power d~t~rmlnator sleeve 176 or~ alternatively~ as an
externally threaded rotatlng power determlnator sleeve 177. Both
said sleeves are pro~ided with a ball thrust bearing race, 178
carried integrally and external gear teeth 179. Latter gear teeth
179 may engage a common worm sha-t ! not shown~ on an axis parallal
to the power s~laft of the engine~ sald worm shaft being rotatably
carried by the ststic cylinder head 180~ but being axially restrainedj
3~ or may engage a common axial y actuated rack, not shown, parallel
to said powe~ shaft, or may engage a common rotatably actuated drive
pinion 181~ shown in ~ ure 327 latter figure being a plan view of
sleeves 17~. 4ny of tha known common methods o~ power transmission~
includin~ chaîn, may be employed to rotate and synchronlze sleeves
57
176 and 177. ~leeve 176, 177 allow a lower proflle for the engine
and a lighter, shorter reciprocating cylinder head 182, reducing
unbalanced forces. The descending reactlon of the reciprocating
head helps to cancel the ascending reaction of the power piston~
The sscending acceleration of the reciprocating head helps to cancel
the ascending deceleration of the power pistons during the second
half of the upstroke of the power pistonl The final deceleration
of the reciprocating head adds to the final deceleration reac~on of
the power pistons during the final portion of the upstroke; another
reason why the mass of the reciprocating head should be kept low.
Internal teeth on sleeve 176 engage threads machined on cylindrical
extensions of the cyllnder wall 183. For this version, the support
bearing 101 for the camshaft 59~ the supports for the rocker shaft
71, and the co ~on cam follower housing 159 are integrated into one
camshaft support casting 18~, coaxially splgotted to the static
cylinder head 180. Alternative externally threaded rotating power
determinator sleeve 177, engages a static lnternally threaded ring
185, retained in static cylinder head 180 by an oversize precision
ground shap ring type retaining ring 1~6. Descending bias ls
provided by the pressure of the charge in thin walled steel snorkel
tube 107 pressed lnto the light alloy castlng for the reciprocating
cylinder head 1~, said snorkel tube communicating with charge
admi~ion valve etc. as prevlously disclosed. Charge transmission
manifold 1~ telescopes air tight over the end of snorkel tube 107
and is precision supported and coaxially aligned with said tube 1~7
by means of spigotted support 1~9. Said tube 1~7 reciprocates inside
the telescoping airtight end of manifold 1~8. Additional descending
bias on reciFrocating cylinder haad 182 is provided by leaf spring
190, actlng on the head actuating arms 15~. Ignition device may be
carried ~y reciprocating cylinder head 182~ as disclosed previously
or may be installed in static cylinder head 180. The descending
hydraulic cushioning is elimlnated. The descending motion is
smoothly decelerated at a uniform rate by the profile of ascending
cam 73; hen^a decending hydraullc cushioning ls not absolutely
58
750
re4uired. I'he bottom limit of descending travel of reciprocating
cylinder head 18~ is determined by the minor base circle of cam 173.
Ascending motion of head 182 is hydraulically cushioned by lubrica~
ting ~il tr~pped below race 178.
All figures show the power pistons 3 in the top dead center
position, show the reciprocating head in the "ldle" position and
show the power determinator in the "idle" positlon, except Figure 17,
which shows the power detcrminator only ln the "full power"~ upper
limit~ position. The deep expansion of the preferred embodiment
lo results in relatively cool exhaust gasses, helping to prevent
premature ignition of the high pressure charge. "Valve overlap" is
not required, and the exhaust valve is fully closed before the charge
admlssion valve is opened. Backfiring may be further prcvented by
a permeable barrier of gauze, as was used in miners safety lamps~
installed in the transmission manifold.
The present invention may be equipped with Burt-McCollum
type sleeve valves acting as exhaust valves. In Figure 9~ exhaust
sleeve valve 9, valve spring 12, exhaust sleeve valve rocker 13,
push rod 60 and cam follower 61 are eliminated. Sleeve valve 9 ls
zO replaced by a rull length Burt-McCollum type sleeve valve, recipro-
catably disposed in the cylinders and co-axially surrounding the
power pistons, which reciprocate completely within the full length
sleeve valve. Latter sleeve valve is provided with narrow slit
exhaust ports, dlsposed 360 degrees, matchlng exhaust passages 11.
Said latter sleeve valve in addition is provided with an extension
leg on the bottom end, equipped with a roller, said roller engaging
a slotted groove, machined into a full annular radial web provided
on the side of one crankweb, of cr~akshaft 2, Figure 2. Said slotted
groove is profiled to reciprocate said sleeve valve in timed relation
with the position of said powsr plston, so that the said narrow slit
exhaust ports align with the said exhaust passages 11, durlng the
"exhaust stroke" of khis invçntion. Upon commencement of the high
~res ure ~;~`.argLng CyC'I e, the sald ~arrow slit exhaust ports are
rapidly ascendiIlg to a position above the compression piston rings
in the reciproc~ting head wlth said head in the "full power" position.
59
~ ~9 r~0
The charge admission valve 15 may take many alternative
forms, including a poppet type pressure biased valve~ as shown in
the drawings, of mushroom-shaped configuration including a head
portion and a stem portion; a poppet head spool body type con-
figuration; a spool type pressure biased plug valve. Since the
camshaft rotates at the same speed as the "pGwer shaft" (in case
of a crankshaft or a single lobe radial cam power shaft)~ the
ascending~ descending, exhaust and charge admission cams may be
integrated in the "power shaft", these functions may be operated
by pushrods and rocker arms. The invention is also advantageous
if a double lobe or single lobe radial cam power shaft is used.
In a previously mentioned invention by the inventor, named,
"A Three C~cle Engine With Varying Combustion Chamber Volume";
the high pressure charging cycle is carried out with the piston
stationary in the top dead center position in case of double
lobe or single lobe radial power cam shafts. Maintaining the
piston stationary is ideal for said charging cycle, but it
wastes motion since the power shaft continues to rotate through
approximately 28 degrees. The above named invention includes
the above process for crankshaft driven versions, but the
ad~ustable cylinder head does not penetrate into the swept
volume of the power cylinder and the said charging cycle is
carried out with the power piston generally in the top dead
center position. The present invention distinctly divides the
upstroke of the power piston into two parts, the larger initial
part, used for positive exhaust expulsion~ and the smaller
final part both for said charging cycle and for commencement
of ignition. The present invention, therefore~ is a distinct
improvement over the said previous invention as follows:
No wasted motion of the power pistons, reduction of the combustion
chamber to very small volume for positive exhaust expulsion, for
crankshaft driven versions, completion of said charging cycle
well before top dead center is received, commencement of ignition
before the top dead center position of the power pistons,
a total of four distinct benefitsO
9 ~;15 V
It ~hould be understood that a great number of alternatiYe
arrange~ents may be arrived at ~y alternative combinations using the
various exha~st valva mean~, charge ad~ission valvs mea~s, recipro-
cating cylinder head actuati~g means~ ignition mean~ power shaft
~e~ns, charge pre-compress~on means, power determinator ~eans~ being
the upward travel limit~r means for the rec1proeating cylinder head~
power determinator drive or actuatio~ ~eans, dlsclo~ed.
The reciprocated cylinder head ~ay be oil cooled~ this
bei~g identic~l to conventional pistons which are cooled by the
lubrleating oil of the e~gine. The rapid ascending action ~ould
contlnuously throw back excess oll. Oil consumption past the
reciprocati~g cylinder head will be avoided due to 8 conti~uous
upward pressure with~n the combustlon chamber.
The reciprocating cylinder head disclosed may be ad~a~-
tageously used ~ith four cycle operatlng mode. In this case~ the
r~ciprocating motion is limited to the rang~ from "idle'l position,
whereby said head ~ust clears the power piston~ to "full power"
position, latter po~ition determined by the intended gsometric
compresslon ratios under ~ull power. The said head is spring biased
ln downward direction and the extremely s~all combu~tion chamber
volume achieved at the ends Or the e~haust stroke greatly enha~ces
greater exhaust expulsion, and enhances charging during the sub~equent
intake ~troke due to the extremely small "clearance volumel' Or the
combustto~ chamber, improvlng the ~olumetric a~ficiency of the intake
cycle. The i'Dow~ d~termi~ator" of the three cycle Versions will be
referred to as the uDpç3~travel l~iter for four cycle verslons
hence~orth. It is operatively connected to an "act~ating ~eansl'
whtch operates the head upper tra~el llmlter in con~unction with~
and in respons~ to, the power d~m2nd placed on the engine. The
"actuating means~l includes a computing devic~ which computes the
exact ~inal co~pression volume re~uired i~ response ~o a range of
rariabl~ inputs provided by sensors including ruel quality~ air
density~ air temperature~ throttle position, air mass flow rate,
which usually employs th~ Jackson rlap type flo~ rate sensor,
ig~ition switch, start~r
_ tg~
6.1
V
button~ eng~ne temperature~ engine speed and detonation d~teetor.
E~gines provided with electronically controlled ruel ln~ection are
usually already provided with the sald sensors to determiue above
conditions and R computer to control ~uel in~ection9 and duplication
of ~e~ors and computing device therefore may be avoided~ The rinal
co~pression volume" deter~ined by the co~puter will be such that the
fresh charge is compre~sed to ma~imum permissible denslty~ depending
on the quality Or the fuel used, under all "throttle" settings,
giving much ~mproved expansion ratios under reduced throttle and
greatly improviDg the e~*iciency Or the eng~ne. The output signal
o~ the co~puter is ampliried and sent to the sald "actuating means
~hich responds accordingly. These s~stems are commercially available.
~ igur~ 33 illustrates a typical e~ecution of the spring
biased rec~procating cyli~der head as installed in a four cycle
engine. By i~stalli~g the-novel reciprocating head Or this invention
on ~ rour cycle double lobe radial cam driven engine~ with a
powerstroke appro2i~ately twice the intake stroke, as illustrated
in Figur~ 44, the exp~nsion ratio is further increased7 resultlng
in rurther greatly improved thermal erficiency. The following list
su~marizes the advantages ~nd improvements made by the novel
reciprocating cylinder head as applied to four cycle engines at
full and reduced power outputs.
See summary of improvement~ on Page 63 and Page 64. ---
In ~lgures 33, 34, cglinder block 190 is provided withcr~nkshart and pi~tons in the conventional manner. The cyli~ders
ar~ extended ab~ve the top dead center position o~ the pistons; sald
extensions are provided with lateral openings, intake opening 191
and exhaust op~ning 192. ~ reciprocating cylinder head 193 is
re~iprocably disposed in ~a~d cylinder extension. Reciprocating
cylinder head 193 comprises an in~erted piston-llke structure7
gen~rally mnshroom-shaped, lncluding a head portion and a smallsr
cylindrical head extension 19~. A ledge formed by the head portion
at tha bottom end o~ head e~tenslon 194 is seatable against the end
of a~ aDnular~ coaxial7 externally threaded ring, head upper travel
62
975~
~ummary of Impro~ements - Reciprocating Cyll~der head used in
conventlon~l four stroke crankshaft and radlcal camshaft driven
engines. Typical engines - 100 HP - at full output;
Gonventi~nal Equipped wlth novel cylinder head
Deep ~xpanslon
Crankshaft Equipped Radial Camshaft
~quipped (Fig.44
~nergy Input 463 HP 463 HP 342 HP
Theor. therm. eff. 48% 48% 65~
Theor. output 222 HP 222 HP 222 HB
Losses 122 HP 122 HP 122 HP
~ IO Net power output100 HP 100 HP 100 HP
^~ ~fficiency 22% 22~ 29
Improvement ~ __ 32
F~el required .9436 .9436 .697
lbs/min
Air required at327,639 32?~639 242,014
15:1 ratio c.l.m. c.i.m. c.i.m.
Volumetric eff. 65~ 75h 75~'
~isplacement req~ 504,060436~852 322~685
c.l.m.
~ngine displacement
Z o req'd at 4000 rpm 252 c.i. 218 c.i. 322 c.l.
(2000 intake strokes
Bore c~nd stroke 4.3 x 4.3" 4.1" x 4.1" 5.125 x 3.875 x 1.94
(4 cylinders)
Size improvement ---- 13%
This improvement
b~lances the extra
complexity of the
novel head.
63
7S0
At 50~ ~nergy Input; (Refer to Flgure 1 )
Conventional Equipped with novol cylinder head
Crankshaft ~quipped Deep E~pan~ion
R~dial Camshaft
Equipped (f/G 44)
~nergy input 231.5 HP 231.5 HP 171 HP
Theor. therm. eff. 53.5~ 65~, 77.5'J
Tl _ 538~T4 - 783 V3 = 5 T4 _ 1041 V3 = 5 T4 = 1041
T9 = ~388,T12 = 1751 T9 = 4500 T12 =1751 T9 = 4500 T13 =1318
5:1 expansion- 10:1 expansion 20:1 expansion
Improvement --- 21% '45,0
llhevretical output 124 HP 150 HP 133 HP
At 50 HP Output
~nergy Input ~95 HP 159 HP 133 HP
Theor. therm. eff. 57% 70% ~l~'o ..
'l'heor. output111 HP 111 HP 107.5 HP
Losses (assumed61 HP 61 HP * 57.5 HP
Net power output50 HP 50 ~P 50 HP
Z~ ~fficiency 26~ 31-5~ 37~7
Improvement --- 21~ 451~,
* An estimated
3.S llP reduction
in losses due to
r~duced friction
and pumping
losses.
~4
~ 3~ ~
li~iter 195, said extension 194 beinK reciprocatable in said
lirniter 195. ~ead upper travel limiter 195 is pr~vented from
rota-tion by keys~ sp:Lines or the like or by fixing pin 196~ which
is carried by reciprocating cylinder head 193 and is slideably
engagin~ limi ter 195. The external thread of limiter 195 engages
a matching internal thread of travel limiter actuating sleeve 197.
Said sleeve 197 comprises a cylindrical internally threaded sleeve
coaxially disposed around head extension 194, provided with a full
annular coaxial bearing raceway in its upper edge and provided with
l drive teeth 198 an its outside cylindrical surface. Said sleeve
197 is rotatably carried by said cylinder extensions, by~axially
restrained by a thrust ball complement, or the like, and an upper
- thrust race 199. Xotation, either way, within limits, of sleeve
197, will axially displace limiter 195, within limits. Drive teeth
198 match identical drive teeth on the adjacent actuating sleeves
197 for ad~acent cylinders; a final drive pinion or worm, or any
other means of rotary power transmission, engages one actuating
sieeve 197 to drive all actuating sleeves 197 in the engine.
Actuating sleeves 197 and travel limiters 19~ are alternately
Z~ threaded left hand and right hand. Alternatively, actuating
sleeves 197 may be driven and synchronized by any other rotary
means of power transmission; or may be equipped with a single steep
coarse pitch thread, or multiple coarse pitch th~ead or multiple
start thread and be rotated through a partial arc by a linear power
device, such as a hydraulic cyllnder~ or the like. Reciprocating
cylinder head 193 is provided with an oversized precision finished
snap ring, head bottom travel stop ring ~00; said stop ring ~00
being reciprocably disposed in cu~hion sleeve ~01; said sleeve 2Ql
being of S-shaped cross section, including an inward facing lower
flange, a central cylindrical body and an outward facing upper flange~
Said upper flange is trapped between upper thrust race 199 and static
cylinder head ~0~, said head being provided with a bore to reciproca-
tably accom~odar~e head extens~on 194; and a number of counter bores
to accotmmo~ate stop ring 200 reciprocatably; to accommodate cushion
750
sleeve ~01 and upper thrust race 199 solidly and to accornmodate
drive teet~l 1'3~ ~t~ operatively with clearance. A spigotted mating~
surface betweerl static cylinder head 20~ and the cylinder block
ensules required concen-tricity of all related parts~ as shown. ~he
said lower flange of cushion sleeve 201 is reciprocata~ly and coaxial-
ly disposed around head extension 194 and forms a seating ledge for
stop ring 200, thus providing a fixed and positive limit for the
dswnward position of reciprocating cylinder head 193. Oil trapped
above said seating ledge is ejected through pre-determined oriflces
o by do~lward movement of said head 193 and cushions the downward
travel to stop noise and prevent wear and damage; this oil is
continuously replenished by the engine's oil pump. Similarly oil
trapped below travel limiter 195 cushions the rapid ascending motion
of head 193~ ~Iead 193 is prevented from rotating by a vertical slot
cut in the upper portion of head extenslon 19~, said slot accommo-
d.-lting and bearing against the side surfacé of cam followers 203 ànd
~4~ eciprocating cylinder head 193 is contlnuously biased ln the
downward direction by head bias springs 205 bearing on spring seat
~06, which is ~arrie~ by the extreme top end of head extension 19~
said springs 205 reacting against the inside surface of the cylinder
head cover 207.
The actlon of the reciprocating cylinder head 193
used :in a four cycle engine ls as follows:
Ignltion of the charge in the combustion chamber
will find the head in the top posltion; seating solidly against
upper travel limiter 195. As soon as the exhaust valve opens, the
head bias springs 205 will drlve head 193 to the bottom position,
which just clears the piston in the top dead center position. A
clear~.lc~e cutout in the top of the pi~ton crown cle~rs the s~111
slightly open exhaust valve The extrer~ely small "lnitial"
combustlon cnamber volume7 with the piston in the top dead center
position, has severa; major advantages. It positively expels a
maxlmur;l of 3xhaust gasO It g~eatly lmproves the volumetric efficiency
of the ill-take stroke following well known gas laws. This great
66
7~D~
improvernent in volumetric efficiency ~lows an estimated 13
reduction in engine dlsp~acement for identical maxlmum power output~
l`his 13~ reduction in turn allows less "total" wasted motion durin~
part throt~le operation~ based on the following reasoning. During
part throttle operatisn~ the total displaced mass, volume, and
motion o~ the entlre power train9 pistons~ rods, power shaft, ls far
greater than necessary to take in the required air. 'I'hus by reducin~
the total mass, displaced volume and motion of the entire power train,
less total wasted motion results. ~aid greatly improved volumetric
1 efficiency thereby has three important benefits for efficiency.
Finally~ upon commencement of the compre~sion stroke~ the increasing
pressure in the combustion chamber will return the reciprocating
head 193 to the position determinsd by head upper travel limiter 195.
It should be understood that the head bias springs 205 may be
eliminated~ a snap ring lnstalled to axially fix head upper travel
limiter 195 to head extension 194 and thereby eliminate the limited
free reciprocating motion of head 193. There still remains the
crucially important benefit of greatly improved expansion r~tio
during part throttle operation~ where most usage comes ln, due to
zo constantly high and even compressed charge density.
The aspiration system includes co~non poppet
type valves, intake valve ~0~ exhaust valve ~09, each provided
with a valve sprlng~ valve washer and valve keepers and carIied by
reciprocating cyllnder head 193. Intake valve port ~10 and exhaust
valve port ~ each branch laterally to align with intake opening
191 and exhaust open~ng 19~ in the cylinder block. For the spring
biased reciprocating cylinder head~ the respective openings in the
reciprocating cylinder head and the cylinder block align perfectly
in the b~ttom position for the reciprocating cylinder head, with the
exhaust openlng in the cylindrical surface of the reciprocating
3 ~ cylinder head slightly elongated downwardly and vertically to ensure
adequat- flow area U~Qn opening of the exhaust valve. ~'or the
unbiased reciprocfAt~ng cvlirder head, both intake and exhaust
openines in ths cylirdr cal outside surface of said reciprocating
67
75~)
c~linder head are slightly e]ongated vertically to ensure full flow
~rea dur1rl~ most of the Uppel' positlons of aid reciprocating
cylirld~r head~ said upper positions represerlting higher power outputs.
ilhe lateral alig~nent of said openings is sealed by spring loaded
auxiliary sealing members in the cylindrical outside surface of the
reciprocating cylinder head~ as shown in FiKure 37, intake port seal
bars 212 and exhaust port seal bars 213. Oil consumption is preven-
ted by an auxiliary oil control ring and an annular oil pressure
relief groove with spill orificos, as shown in Figure 33. The novel
~o valve control systerrl of this invention is employed for this version,
as well as I`or all versions disclosed. Said valve control system
allows precision constant and independent v~lve timing regardless
of the positinn of the reciprocating cylinder head. Intake valve
rocker 214 and exhaust valve rocker 215 are carried on a cornmon
rocker shaf' 216 by reciprocating cylinder head 193. Rocker roller
217~ carried between bifurcated arms on said rockers~ engage a flat
"vertical" surface on intake cam follower 203 and exhaust cam
follower 204. Sald follower~ are "horizontally" and reciprocatably
carried by ~static cylinder head 202~ are hydraulic to eliminate
z O valve tappet noise, and are engaging and intake cam lobe and an
exhaust cam lobe on a cornmon single camshaft 218~ carried rotatably~
parall~l to the axis of the power shaft~ by the static c~linder head
2~'2, Ca~nsh-lft 21~ is operatively connected to the power shaft and
runs at one half the englne speed. Cam followers 203 and 204 are
located closely together on a cor~non "horizontal" plane an~ penetrate
the wall ~j~ head extension 194 via a suitable elongated vertical
opening in said head extension.
The ignitor may penetrate the combustion chambe
wall from the outside~ or may be carried by the reciproc~ting head
as shown in r`igure 34. The special spark plug 219~ is provided with
3 0 an external -thread to threadably engago rigid high tension rod 220~
sealing out ~oist~re and oil. Rod 220 is reciprocatably sealed and
disposed in nigh tension telescopi~g joint 221 which is supported
by cy3inder ~!eed cover 207~ A slideable rnale an~ female electric~l
S8
~ 75~
c~ndu~o~ arrangemeJlt inside ~oint 221 allows electrical continuity.
l`~e vottorn lower right hand half of ~igure 33 shows how
t~e reciprocating cylinder head 193 may be dispvsed in an enlar~ed
coaxial counterbore in the extension for the cylinders. Ihis arrange-
ment h.ls an advantage in cases where closely ad~acent cylinders are
not important, such as in a slngle or twin cylinder engine. The
arrangement allows larger valves. Ferrous valve seat inserts 202
interfere with the compression springs for the reciprocating cylin-
der head 193 and limit the size of the valves. This normallyO encountered problem is overcome by the arrangement shown in Figure 35.
Figures 35, 36 and 37 illustrate an internal spring biased
version of the version illustrated by Figures 33 and 34. rO provide
larger valves than normally attainable wlth ~`errous valve seat inserts
the compression rings are raised to form a small crescent-shaped bulge
inside the intake and exhaust ports ~10 and ~11, said bulge clearly
shown in ~ligures 35 and 37. Raising the compression rings raises
the required location for the intake and exhaust openings slightly,
a small penalty~ for the benefits obtain0d by larger valves. ~y
taperin~ the outside diameter of the ferrous valve seat inserts, two
7~ i~llportant benefits are obtained. More ferrous metal is provided at
the actual seating surface and secondly~ more light alloy is provide~
towards the top inward end of the valve seat insert, giving greater
s~rength fQr the light alloy and giving better heat conductlon away
fronl the inserts. rl`his novel arrangement Or raised compression rings
and tapered valve seat inserts therefore has import~nt benefits.
~eciproc.lting cylinder head 223 is provided with a s~liallsr cylindri-
c(,1 head extenslon 22~. l`he seating ledge thus formed accommodates
a coaxial Z-shaped steel ring, seating ring 225. A special oversi2e
snapring~ lockrlng 226~ retalnQ sA1d seating ring 225, with lockring
226 positively prevented from dislodging by a sleeve type filler ring
safetJ- ring 227. A squars w~re coil spring, head bias spring 228,
is coaxially disposed around head extension 224 to urge the head in
"downw~rd" direction~ A counterbore in the cylinder block forms a
secltin~ ]e:ge for the outward facing flange of seating ring ~2
69
9'7~i~
thus providing a posil;ive fixed bottom travel limit for -t~le
reci~)r~c~.(,inL~ cylinder head. Coaxially disposed around srir 1n~ 2
is ~he nead upper travel limiter 229~ an externally threaded steel
sle~ve with a tall thin-walled coaxial cylindrical extension, said
ex~;ension being provided with an internal facing spline on the
extrerne top end. Said spline matches an external s~line on a
coaxial downward cylindrical extension on cylinder head cover 230,
thus preventing rotation of travel limiter 229, yet allowing s~me
to be adjusted vertically within limits. Said coaxial downward
lo cylindrical extension also provides the top seat for spring 220.
Said cylindrical extension on cover 230 internally matches and
reciprocatably supports the outside diameter of head extension 224.
Spigotted construction for static cylinder head 231 and cover 230
ensure concentric support for the reclprocating head. A keyway and
key 232, slidably di~posed in a vertical slot in head extension 2
prevent rot~tion of the reciprocating cylinder head. Upper travel
limiter actuator 233, an internally threaded cylindrical sleeve~
rotata~ly carried in a coaxial counterbore ln the cylinder block is
no~ provided with internal threads over a limited distance near t}le
bottom end~ allowing seating ring 225 to move up inside actuator 233
a ;hort distance~ thus accommodating the limited reciprocating travel
required for head 223. Remaining details are identical in principle
to similar details disclosed for Figures 33 and 34. All versions
are provided with a staklc oil return tube 234 supported by llecld
cover ~30 and communicating wlth a high capacity oil suction purnp to
promote high capacity oil coolin~ of the reciprocating cylinder heads.
I~ote ~hat Figure 35 combines a cross section taken on the longitudinal
cen"er plane of the engine, the LH and bottom half of the view, with
a Cl~oSS section taken on the transverse center plane of the engine ?
the upper P~ corner of the view Figure 36 illustrates drive
pinion 235, engaging the drive teeth cn upper travel limiter
act~n2tor 233~
~`igures 30 and 39 i:Llus-trate the snorkel inlake tu;~e
elJ,llipped i'!rSl OJl ~Jf the rec~pr~c~t~rlg cylinder head illustrated in
7o
~ 750
Fig~res 35, 36 and 37. Intake opening 191 is eliminated from the
c~lincler block, as well &S intake port seal bars 212, ~igure 37.
Instead~ the inta~ce port 210 communicates wlth the intake manifold
238 of the engine by way of a vertical thin-w~lled snorkel tube,
in~ke snorkel tube 236. The intake port 210 is provided with an
integrally cast elbow to support the bottom end of said tube 236.
Similarly the cylinder head cover 237 also is provided with a down-
ward facing int~gral tubular elbow, to reciprocatably support the
top end of snorkel tube 236. Alternatively~ snorkel tube 236 may
lo be static and reciprocate with said elbow on said intake port 210.
Annular seal rings around the snorkel tube seal in manifold vacuum.
Another alternative construction detail shown is the head lower
travel limiter arrangement, which is provided by an external integral
ledge on the casting for the reciprocating cylinder head. Note that
reciprocating cylinder head 239 is provided with a cyllndrical head
extensi~n 2ItO~ which i~ largely "cut away" to provide room for
snorkel tube 236~ oil return tubes 234 and the valve springs for the
intake and exhaust valve. At the top end head extension 240 is
C-shaped and bears vertically and slidably against matching vertical
zO surfaces on cylinder head cover ~37~ to form an anti-rotation means
for the reciprocating cylinder head 239. The ignitor is ;hown
located below the valve rockers, requlring a goose-neck s~laped high
-ten,ion telescopic ~oint 241. Alternatively, the ignitor may be
loclted below and within the elbow for intake port 210, said alter-
native detailed in Figure 42. Bias sprlng seal ring 242 seals off
the top of the head bias spring 228~ thus sealing in the oil trapped
below head upper travel limiter 229~ thus maintaining hydraulic
cushioning.
Figure~ 40~ 2 and 43 illustrate the dual snorkel tube
eq~lippsd versior~ of the ecipro~ating cylinder head 243. Exhaust
3~ opening 1~ ?nd intak~ opening 1~1 are eliminated from the cylinder
block~ ~o ar? seals 212 and 213 shown in Figura 37. Cyiinder block
2~ is provided ~lth t~3 coax~Lal cou~terbores at the top end of the
c~lin er ~ores~ r'ec.procating cy- inder head 243 is provided wi~h a
smaller c~lindrical head extension 245. A valve rocker carrier
71
~ 9~S~
rin~ 2L~6~ is coaxlally disposed around the top end of head extension
24~ and provides a coaxial bottom seat for head bias spring 247.
~ocker carrier ring 246 comprises an annular~ shallow cylindrical
sleeve, provided with an inward facing flange around the top end,
said flange being provided with a short coaxial cylindricàl extension
upwardly. A ledge thuq formed provides qaid coaxial bottom seat for
sa ld spring 2~7. Rocker carrler ring 2It6 ls provided wlth a pair of
dual ears, located oppositely~ facing radially outwardly. The sleeve
shaped portion of said carrier rlng 2~6 ls locally cut away between
o said dual ears to pivotably accommodate intake valve rocker 2~ and
exhaust valve rocker 2~9, now located opposedly instead of ad~acently.
Dual camshafts~ intake camshaft 250~ exhaust camshaft 251 serve said
rockers via hydraulic cam followers. This arrangement of said rockers
clears the top end of the reclprocating head to allow the use of dual
aspiration snorkels. It is also a convenient arrangement for use
without aspiration snorkels.
Rocker carrler ring 2~6, ls reciprocably disposed in a
coaxial bore in static cylinder head 252 and is prevented from
rotation by a key and keyway arrangement or the like in said coaxial
zO bore. Said bore is cut away to accommodate the elbows of the valve
rockers, and the ears on the rocker carrler ring. A large oversize
snap ring 253, secures rocker carrler ring 2~6 to the top end of
head extension 245. A couple of roll plns lock rocker carrier rin~
246, to ~lead extenqlon 2~5, preventlng the reclprocatlng cylinder
head from rotatlng. The bottom end of rocker carrler rlng 246 is
reciprocably disposed lnslde thrust r~ng 254, the arrangement
becoming a hydraulic cushien for the descending mo~ion of the reci-
procati,lg cyl~nder head, slnce the oil is trapped in the annular
space~ ~ead upper travel llmlter 255, an externally threaded short
sle~ve, is slida~ly keyed to the reciprocating head, to prevent
rota~ion of said limiter 255. Travel limiter actuator 256, an
internally thr~aded cylindrical sleeve, coaxially disposed around
said limiter ~5~7 in t~readed engagement with sameS ls provided with
an inwardl-~ ,facir.g flange around rhs top end, said flange reciprocably
meeting head extension 2~5. n arlnular space thus formed becomes the
72
9~7~C~
hyclraulic cus~lion space previously disclosed.for the descerldirlg
travel. Ii~tary drive for travel .Limiter actuator 256 is as
previ~usly disclosed for other versions. ~he in-take valve pOI't
is l)rovi~ed wi-th an i.nwardly facing elbow with a vertical inlet
operling~ in~ake port elbow 257. Similarly~ the exhaust valve port
is provided with exhaust port elbow 258~ said elbows arranged
adjacently in parallel. A vertical, thin-walled tube intake snorkel
~59, is installed in the vertic 1 inlet opening of intake port
elbow 257 and terminates reciprocably at the top end in a cylindrical
downward extension at head cover ~61~ said downward extension
communic~1ting with the intake manifold of the engine. SiTnilarly~ a
double walled~ vertical thin-walled tube exhaust snorkel ~6~, is
installed ln the vertical outlet opening of exhaust port el~ow ~5~
and terlninates reciprocably at the top end in a cylindrical downward
extension of head cover 261, said latter dow.nward extension comrlluni-
catin~ with the exhaust manifold of the engine. The double walled
construction avoids burning of the cooling oil for the reciprocating
heacl, said head being generously supplied with cooling oil. .~s an
alternative to the reciprocative gland provided around the top
termination of exhaust snorkel 260~ the i~ner tube of the said
double walled exhaust snorkel may contlnue upward a shvrt distance
to terminate in a coaxial corrugated diaphragm 262~ carried in a
exllaus-t ~iaphra~m housing 263, supported staticah y on said head
cover ~6.l. lhis arrarlgement al].ows recipl~ocation for exhaus-t snorkel
260 wi-th gas tight sealing. To aid in heat dispersion the exhaust
valve may ~e sodium cooled~ as show.n. The ignitor is carried apnrox-
imatel~ coaxialiy oelow the intake snorkel tube 259~ belo~ intake
port elbow 2~7. A threaded~ counterbored hole coaxially below the
inle~ openin~ for ~ntake port elbow 257 accor~modates the ignitor and
a tllreaded s~aled iilsulated rigid high tension conductor 264. ~ slim
rig.ici insula-ted coa~lal extenslor of co.nductor 263 r~ns up the center
of intake sno kel 259 to terminate in a sealed, reciprocativeS elec-
-lri^al co~ne~ or ir:. the top o~ the engine.
~ e~ cing ;f the ignitor would sirnply entail removal of the
sai( sealed recii,roc~r.i~v~ electrical cnnnector an(l the high tension
73
~ 7 ~
c.~nc~llctor 263~ us1ng A speciAl elongated tool to reach down into
l;he Intake snolkel 259. Twln oil suction tllbes 26~ continuously
evLlcuate lar~e quantities o~ cooling oil. ~ advantage of Ihe
e{haust snorkel tube i~ extremely rapid heating of the engine oil
in cold weather. ~iydraulic cam followers complete this version.
l~igure 4L~ illustrates the radial cam power shaft equipped
version of the four cycle engine equipped with any one of the
disclosed alternative spring biased reciprocating cylinder headS.
Cylinder block 266 is provided with one or more cylinders radially
arran~ed on the transverse plane, to form a first row of cylinders,
the cylinders annularly arranged about the long axis; a second or
more rows may be arranged behind one another in line. A powershaft
267 is rôtatably supported on the long axis of cylinder b].ock 266.
radial cam disc on the transverse plane of each row of cylinders
is rnoullted on powershaft 267; said radial cam disc is provided with
an undulating profile on the perlmeter. A forward facing flange on
t~le profiled perimeter~ or a flange on both faces of radial cam disc
26~, forrns a means of connecting piston 269 to said radial cam disc
~y r.1eans of main roller 270 and cam follower roller 271. Main
zO roller 27~ is rotatably carried on a pin supported by the piston
skirts and roller 271 or rollers 271 is or are supported by one or
two downward elongated extensions of the piston skirts. Rollers 271
engage the "inward bottom" surface of the ~lange or flanges on the
perimeter of the radial cam disc 2~8. Rotation of powershaft 267
will result in reciprocative motion for piston 269. 'rhe profile is
desigrled to uniforrnly accelerate and decelerate the pistons over
four strokes for each revolution~ to form an intake, compression,
power an~ exhaust stroke. The p.ofile~ on the preferred embodiment
of t~lis version of the invention~ is designed so that the power
strok~ 27? S approximately twice as long as the intake stroke 273,
resulting in deep expan~on for the combusting charge~ as previously
disclose~, without wasted motion for the intake stroke. The static
c~rlincLR.r- he d 26~ accol~nodates ~ny of the disclosed alternative
-~ersior -.f t.he reciprocating cylinder headSfor the four cycle version~
7L
~ ~ ~9~7~ 0
or three cycle versions o~ this invention. Similarly, the
alternative reciprocating heads disclosed for the four cycle
versions may be readily modified by minor interchanging of
components to be adopted for the novel three cycle process,
or vice versa. Similarly~ all three cycle versions disclosed
may be equipped with a single lobe or double lobe radial cam
powershaft, to replace the camshaft, said single lobe radial
cam powershaft reciprocating the piston over two strokes for
every revolution of said shaft. Said double lobed radial cam
powershaft reciprocating the piston over four strokes for every
revolution of said shaft. In the previously mentioned invention
by this inventor named "A Three Cycle Engine With Varying
Combustion Chamber Volume"~ high pressure charging is accomplished
with the piston stationary in the TDC position momentarily,
resulting in approximately 28 degrees of "wasted" motion for
the powershaft. By using the reciprocating cylinder head of
this invention, the exhaust stroke may be reduced by 28 degrees,
since it "occupies" rotational motion far in excess of what is
needed to expel the gasses. The said 28 degrees thus gained
may be used for high pressure charging allowing a gain of 28
degrees for the power stroke~ resulting in smoother~ longer
power pulses~ a distinct advantage. Therefore~ the novel
reciprocating cylinder head improvement of this invention
applies to radial cam driven engines as well.
The bias springs disclosed, for biasing the
reciprocating cylinder head downwardly, may be replaced by
a pressurized air or nitrogen diaphragm or cylinder, or may
be replaced by a camshaft operated descending action similar
to the disclosure for a three cycle version.
The static cylinder head may be cast integrally with
the cylinder block, eliminating said head, with a retainer
ring provided for the thrust bearing race of the upper travel
limiter. The upper travel limiter may be executed in a
great ~ariety of alternatives including coaxial wedge type,
coaxial ramp type, ball bearing nut type.
9 75~
The hedd b:Las spring may be replaced by a slrnple lever
type rocker ~s~embly, engaging a special reciprocating cylinder
head de.scending cam lobe on the camshaft and engaging the top end
of the cylindrical head extension o~ the reciprocating cylinder head
and Illoving said reciprocating cy~nder head downwards into the
cylinder during the exhaust stoke to the maximum bottom position.
The reclprocating motion and the bias spring of the
reciprocating cyllnder head may be eliminated~ the upper travel
limiter may be mounted on the reciprocatlng cylinder head,
~o so that the upper travel limitcr actuator will det~rmine and hold
the position of the reciprocating cylinder head rigldly. The result'
will be losing the advantage of improved volumetric efficiency during
the exhaust and intake stroke, but still maintaining the important
benefit of a greatly improved gas expansion ratios at all power
outputs of the engine.
The three cycle versions of this invention are disclosed
with relatively constant and high charge density. It should be
understood that all the advantages disclosed need not be incorporated
in the engi~e. ~ressure control for the pre-compressor may be
zo eliminated, as well as the adJust~ble upper travel limiter, referred
to as the "power determinator for three cycle versions". The recip-
rocating cylinder head would stroke through fixed length strokes,
topping out against a fixed upper travel limiter. ~ower output
would be regulated by throttllng the air lntake to the charge-pre-
~ompressor, and the density and pre.ssure of the charge admitted to
the combustion chamber would therefore vary, resulting in varying
power output. lhe great advantage of the novel three cycle process
rem~ining would be the ability to take in a greatly reduced charge
without wasted motion~ this being accomplished by sizing the compres-
sor aspiration capacity at roughly one-half the normal aspiration
3~ capacity of the power plstons. The reduced charge would be compres-
sed to maxirnurn value~ at full power output, resulting in an expansion
ratio twice as great as normal four cycle engines. The loss in power
by reducing the c~arge to one~half~ would be greatly made up by the
doubled expansion ratio. lhe following example illustrates this point.
76
~t~ferrin~ to ~'igure 1~ and the "~ul~mary of lmprovements" ~n pa~e 6~.
~or the a~ove described thrae cycle engine, at full power output~
de~rees ~ T~t = 1041 de~rees R, 1'~ = 4500 degrees ~ and
1`l3 = 1750 degrees ~ fficlency -: 65%~
~eferring to pa~e 63~ a 100 HP three cycle engine described above
ma~ be presumed to have identical losses as a four cycle engine or
~ in this case. The theoretical output would be 1~2 ~P. With
a theo~eti~al thermal efficiency of 65~ the required energy input
would be 342 ~P. This is a 26~ ~mprovement over the conventional
IO four cycle engine discussed on page 63. In addition the volumetric
efficiency of the pre-compressor is 75%~ versus 65~ for the intake
stroke of a conventional four cycle engine. (In actuality the
volumetric efi`lciency difference is much greater, the pre-compressor
as disclosed, has a geometrlc compression ratio of 30, while the
ratio for the four cycle engine is 5.? Air required is 242~014 c.i.m.
~isplacenlent required for pre-compressor is 322,685 c.i.m.
~isplacement required for power cylinders is 645~370 c.i.m.
Pre-compressor displacement required at 4000 rpm is 81 c.i.
~ngine displacement re~uired at ~000 rpm is 16~ c.i.
Zo Total displacement: 243 c.i.
A convention~l four cycle engine may be modified to achieve
a (loubled expaIIsioll ratio. By manipulating the intake valve timing
t~le cilarge intake may be reduced to 50~. 'l'he compression ratlo may
be doubled ir that case. Referring to page 63 and Figure 1~ tha
following results are obtained with the above modification to a
conventional engine. Required maximUm outpUt 100 HP. Losses increas~
ed from 122 to 130 HP to extra pumping losses. Theoretical ou~put
required is 230 HP. The theoret~cal thermal efficlency will be 65p.
~ner~y inp~lt r~quired 354 ~P. Air required 250~397 c.l.m.
Volu~letric efficiency 65~. (Note: the higher geometric compression
3 ~, r~tio is not taken advantage of~ since the intake v&lve is left open
to reduce charge intake ~y 50~.) Gas displacement raquired
3~5~226 c~i.m. for the inta~e~ stroke.
Jjisplacement re(lllirau for ~he r~ower stroke is 770~ 2 c.i.~n.
_ngine displacement required ~t '-~000 r.p.m. is 385 c.i~
77
~ 5~
This is 53~ more than the original displacement of 252 c.i.
Comparing the displacement of 385 c.i. with the required displace-
ment of 243 c.i. for the novel three cycle engine, as per previous
example, shows a 37% size reduction for equal theoretical efficien-
cies and output in favour of the novel three cycle engine.
Therefore, even without the novel features of constant pressure
without cooling or constant density with cooling~ and varying
combustion chamber volume, the basic three cycle engine of this
invention is a substantial improvement. By providing the novel
three cycle engine of this invention with a double acting piston
type pre-compressor, and by de-activating the bottom or second
side during normal power output, the engine is provided with a
built-in super-charger which does not absorb power or waste motion
during normal power outputs, yet allows a great power boost during
short term extreme power requirements. Another novel advantage of
this invention. Illustrated in Figure 48.
Figure ~5 shows the splayed valve version and is self-explanatory
after having studied the earlier alternative arrangements.
For Figure ~5~ the alternative splayed valve version~
only key items need be discussed, the function of the remaining
components being clear from having studied Figure 40 etc. The
exhaust valve port 275 is laterally directed outwardly, to align
with lateral exhaust opening 276 in the cylinder block. As in
previous alternatives, the height of the exhaust port opening in
the cylindrical outside surface of the reciprocating cylinder head
277~ is greater than the exhaust opening 276 in the cylinder block.
~he reason is that these openings must align with the head 277 in
the maximum raised position. This is not true for the alternative
lateral intake opening 278. ~he complete intake stroke always takes
place with the head 277 in the maximum bottom position so that
perfect alignment for the important intake stroke may take place.
As stated previously, the improved volumetric efficiency obtained
by the novel reciprocating cylinder head, has the result that the
V required weight of air for a certain HP output, is taken in by less
78
~ 9 7 50
displacement~ resulting in a smaller engine for equivalent power
output~ ~he second alternative intake is by way of integral intake
snorkel tube 279, which also serves as a coaxial mounting means for
the head upper travel limiter 281. Static intake snorkel 28C is
coaxially supported by the cylinder head cover. The telescoping
high tension lead, to energize the ignitor carried in head 277, is
carried within snorkel tubes 279, 280. Alternatively the ignition
may be installed laterally in the cylinder block. Upper travel
limiter actuator 282 is gear driven and trapped axially by a thrust
bearing at the top and spacer ring 283. The lower travel stop 284,
a thick annular flat ring, bears on the flat upper surface of the
cylinder block, and is provided with orificesfor hydraulic cushioning
of the ascending stroke of head 277 with the space below actuator
282 being continuously supplied with engine oil. Stop 28~ is
retained to head 277 by an oversi~e snap-ring. Bias spring seat
285 also serves as an hydraulic cushion for the descending stroke
of head 277, said seat being orificed~ with the space below being
supplied with oil. Bias spring 286 urges head 277 downwardly, the
descending motion taking place as soon as the spring bias overcomes
zo exhaust gas pressure in the combustion chamber. The compression
pressure in the combustion chamber ascends head 277, this being
identical to all spring biased alternatives. The valve actuating
mechanism is identical in principle to previously disclosed alterna-
tive version~ except in this version the fulcrum shaft in inward
from the valve stem and the "vertical" arm of valve rocker ~7 is
do~mwardly directed( with the hydraulic cam follower off-set to
clear the valve spring. Cooling oil is evacuated from the side of
head 277, just above the cylinder wall swept by the oil control rings
by oil suction line 288; the volumenous supply continuously issuing
from the large orifices in lower travel stop 28~ should be adequate.
It should be noted that the orifices in the hydraulic cushions are
fairly large to allow rapid escape of oil, as required for the
rapid action of the head. Also note should be made of the fact
that nearly the entire exhaust stroke is availsble for descending
79
75V
and nearly ~he entire compression stroke is available for ascen~in~
Witil tlle total motion, of course~ being fairly small, for the four
cycle versions. Note that the integral valve spring seats 289 and
the bottom of the valve spring pock~ts 290 may be machined and act
as bottom travel limiter. ~o reduce the profile, bias spring 286
may be replaced by a hairpin type torsion spring penetrating the
cylinder block and acting on the "unused" sides of head 277, or a
number of cornpresslon coil spring~ alternative bias spr1ngs 291
may be installed in pockets in both head 277 and the cylinder wall.
A smdll rocker~ head descending rocker 292 may also be used to
descend head 277~ utilizing a special cam lobe, or operating of a
widened exhaust valve cam lobe~ if a "soft" valve cam profile is
errlployed .
~ `igure 47 illustrates an internally applied head upper
travel limi~er, internal head upper travel limiter 2~3~ as externally
threaded~ internally splinedJbottom flanged,sleeve. Limiter 293
is reciprocably disposed within and seats against hydraulic cushion
sleeve 29~ which is carried by reciprocating cylinder head 295.
Cylinder head cover 296 is provided with a coaxial cylindrical
7~ extension, externally spllned on the end to match limiter 293.
Travel limiter actuator 297~ an internally th~eaded~ externally
geared sleeve, is rotatably carried by cover 296 and is axially
restrained by tapered roller thrust bearing 298 ~nd actuator
support plate 299~ an annular disc~ supported coaxially by the
cylinder block. An annular ledge on the outslde dlameter of
actuator 297 forms a seat for retalnlng rlng 300~ externally threaded
and carried by head 295. Ths space between said annular ledge and
ring 300 is kept filled with oil; orifices create an hydraulic
cush~on for the ~escending travel of head 295~ ~lternative bias
spr-ngs 291 may be advai-ltag00usly employed with this compact low
profile version. Late~ral intake opening 278 would be employed with
t~is versio-l~ although a smaller intake snorkel tube may be coaxially
installed w-thin the head upper travel limiter mechanism, by
judicious design
~0
~ '7~
Figure 4~ illustrates the two stage double-acting pre-
compressor 301 of series mounted cross-head variety, using two
counter-balanc~r shafts 302. This pre-compressor 301 replaces khe
single acting pre-compressor shown in Figure 2 as an alternative~
Since a three cylinder engine has approximately 10% less exposed
surface area for the combusting charge than a four cylinder engine,
in addition to less frictlon area and lower maintainance costs,
these engines will become prominent in compact cars. Due to the
strong couple forces~s counter-balancer shafts will almost certainly
l~ be used. With counter-balance shafts, a two stage, double acting
series mounted pre-compressor as shown in Figure ~8 becomes practical.
By operatlng the counter-~e~ghts of the counter-balance shafts 302
between the crankshaft webs~ a narrower profile may be achieved.
This is shown in Figure 50. With this arrangement, the engine in
Figure 2 would have the crankthrows arranged at 180 degrees for even
firing pulse spacing. The advantage of a double acting pre-compress-
or is that the second half of both the first stage and the second
stage may be idling i~ an unloaded condition without imposing
weight penalties or wasted motion penalties upon the engine of this
Z invention. The first half of both stages would be used normally in
the economy mode of operation~ r~sulting in deep expansion without
wasted motion as previously explained. In emergencies, the operator
would switch over to the power boost mode of operation, whereby
the second half Or both stages would kick in, doubling the pre-com-
pressor output. In the power boost mode of operation, the "power
determinator" (reciprocating head upper travel limiter) would be
raised much higher to allow a much larger charge weight to enter
the combustion chamber. The benefits of deep expansion would be
partially lost but a great boost in power would result. The novel
three cycle engine of this invention therefore has the unusual
property and advantage of a two mode of operation capability without
a wasted energy~ motion~ and weight penalty. Referring to Figure 48
a diagramatic arrangement is shown for the control of the pre-compres-
sor. ~ throttle valve 303, in the air intake~ is provided with a
81
~ 9~
throttle control ~0~, which receives two signals, a pressure signal
from pressure sensors 305 and a flow rate signal from flow rate
sensor 306. ~he flow rate signal would override the pressure
signal, so that the throttle valve 303 would open more immediately
upon greatly increased flow rate in the power boost mode of operation.
This would avoid delayed response in emergency, with the signal from
the second stage pressure sensor overriding the signal from the first
stage. The pressure in the second stage discharge circuit would be
constant - the pressure in the first discharge circuit may vary.
Normally~ the pressure signals would control throttle valve 303.
Alternative to throttle valve 303 and throttle valve control 30~,
would be unloader devices, unloading the self-acting inlet and dis~
charge valves, which would rasult in cyclic operation of the pre-
compressor requiring larger air reservoir capacities. Normally the
upper half of the first stage would be active, while the bottom half
is de-activated by first stage unloading solenoids 307~ unloading
one or more inlet valves. The capacity of the upper half of ~he
first stage would be approximately 57~ of the displacement of a
normal four cycle engine of equivalent power; this having been
previously discussed. The discharge from the first stage enters
intercooler 308, or bypasses the intercooler during start-up in cold
weather via thermostatically controlled by pass valve 309. A small
reservoir 310 is incorporated to dampen pressure fluxuations, from
where the air enters the second stage. The upper half of the
second stage is normally idling or de-activated by unloading
solenoids 301, acting on one or more inlet valves. The bottom half
receives air at varying pressures from the first stage discharge
reservoir 310~ discharges said air at constant pressure to second
stage reservoir 312. In cold weather the discharge is bypassing
aftercooler 313 by way of thermostatically controlled by pass valve
3 o 31~. By normally using the top half of the first stage and the
bottom half of the second stage~ pressure pulsations are minimized
and power i~put is distributed over two~strokes, resulting in
smoother engine operation.
82
~ti
~ 75~
In the de~ls of the two stage double acting pre-compres-
sor 301, engine crankshaft 2 is provided with a short stroke crank
throw~ pre-compressor crank 315. Pre-compressor connecting rod 316
is provided with a spherical ball-end 317, which is centrally
disposed in cross-head piston 318, which is reciprocally and
rotationally disposed in cross-head cylinder 319. The novel
spherical b 11 construction has several advantages in this applica-
tion; rotation of cross-head piston 318, will greatly enhance the
longevity of both piston 318 and cylinder 319 and also of the other
l spherical components. It will allow the various components to seek
better bearing and alignment. First stage piston rod 320 is provided
with a spherical half cup on the bottom and an internally threaded
top end. Cross-head piston 318 is vertically split on the center
plane and is bolted together. Separation is prevented by the
assembly being trapped in the cross-head cylinder. Figure 49
illustrates an alternative detail; cross-head piston 321 is not
split~ but is provided with an internally threaded counterbore, to
accept internal ball seat 322, externally threaded. The pre-compres-
sor connecting rod ball end 323, is threadably mounted on the said
ZO connecting rod. Figure 51 ill~strates the third alternative cross-
head piston construction~ Again, cross-head piston 321 is internally
threaded to accept internal ball seat insert support 324 and vertical-
ly split ball seat inserts 325. The ball end is integral with the
said connecting rod. The outside diameter of ball seat inserts 325
may be slightly tapered insuring that intimate contact is maintained
between the vertically split surfaces, a must for knock-free opera-
tion. The construction details of Figure 49 and Figure 51 allow
all play to be removed by installing annular shims below internal
ball seat 322 and ball seat insert support 324, and removing shims
as required to take up play due to wear, an important maintenance
feature. Returning to Figure 48, first stage cylinder 326, is
coaxially spigotted on the engine cylinder block 1, and traps first
stage lower valve head 327 in a counterbore. Head 327 is identical
in design to head 19 shown in Figure 2, with identical air inlet
~ 5V
and discharge valve cartridges and piston rod gland. The same is
true for the first stage upper valve head 328. Second stage lower
valve head 329 is identical again, but mintls the rod gland, whlle
second stage upper valve head 330 ) may be identical again, in
order to standardize on valve cartridges or may be identical to
head 26 shown in Figure 2. First stage piston 331 is trap ed
between first stage piston rod 320 and second stage piston rod 332
by means of a threaded connecting rod 333. Second stage cylinder
334 is coaxially spi~otted to first stage cylinder 326 and the
lo combined cylinders trap the valve heads as shown. Finally~ second
stage piston 335 is retained by a threaded headed fastener, as
shown~ while second stage upper valve head 330 is spigotted to the
top end of the second stage cylinder 334. Intercooler 308 may be
installed inside the enlarged coolant jacket for first stage
cylinder 326 by having the ends of the cooling coil swaged or other-
wise installed in the bottom surface of the wide bottom flange of
the second stage cylinder 334, identical in principle to the detàils
shown previously. Similarly, the aftercooler may be contained within
the cooli~ jacket for the second stage cylinder 33~, by having the
Z o ends of the cooling coil swaged or otherwise installed in the bottom
surf ce of second stage upper valve head 330. ~oisture from the
aftercooler may be siphoned by installing a venturi in the charge
admission manifold with a siphoning line leading to said venturi;
moisture from the intercooler may be drained off in the conventional
manner or may be injected into the charge admission manifold using
an injection pump. It is believed that water in~ection will improve
nitrous oxides emission; it is '~nown to improve torque characteris-
tics of the engine. The novel counterbalanced two stage double
acting series mounted pre-compressor disclosed may be advantageously
applied as an air compressor and is therefore included in the scope
3 o of this invention. By mounting a third stage cy~nder on top of the
second st~ge cylinder, a three stage unit is arrived at, especially
suitable for diesel engine versions of this invention. Reservoirs
308 and 312 are shown diagramatically with several inlets and outlets
8~
~ 9~5~
in actual practice one opening would be used. Very low power
outputs and idling may require a drop in charge density since the
minimum practical combustion chamber volume attainable might admit
too great a charge, throttling would be in order in that case~
Figure 52 illustrates a miniature version of the novel
reciprocating cylinder head for four cycle engines o~ this invention.
The miniature version incorporates all the advantages for the full
size version, plus some additional advantages. The advantages for
the full size versions reiterated are: positive near total exhaust
expulsion; very much improved intake conditions; (both due to
reduction of the combustion ch~mber volume to practically zero at
the end of the exhaust stroke) and on-the.run variable combustion
chamber volume to compress the gas charge to maximum permissible
values under all or nearly all power output, resulting in much
improved expansion ratios. In addition the miniature version has
these advantages: the combustion chamber, upon ignition, has a shape
much closer to the ideal spherical shape; the depth of the chamber is
much greater in relation to its diameter, resulting in much improved
combustion within the miniature chamber created by the novel miniature
reciprocating cylinder head. In addition~ the on-the-run adjustment
can be more precisely regulated because the stroke is much greater
than the full size reciprocating cylinder head. Finally, gas sealing
is better due to less leakage area; reciprocating mass is less;
manufacturing costs are less; one of the two aspiration valves, or
both aspîration valves~ may be located in the static cylinder head.
Figure 52 shows the splayed intake valve carried by the miniature
reciprocating cylinder head. The exhaust valve may be carried by it,
or, both valves may be located in the static cylinder head and the
ignitor alone may be carried by the miniature reciprocating head.
Figure 58 shows how the spark plug may be combined with the intake
valve, and this novel concept may be incorporated in assymetrical
versions as illustrated in Figure 52. By using a Burt-McCollum sleeve
valve for aspiration control~ a full ~ize reciprocating cylinder head
may be coaxially deployed inside the said sleeve valve, or a static
9'75V
cylinder he~d may be employed with said sleeve valve, with a minia-
ture version of the reclprocating cylinder head employed coaxially
within the said static cylinder head, the miniature version may or
may not carry the spark plug. Carrying the spark plug in the minia-
ture reciprocating cylinder head had the advantage of central igni-
tion~ central ignition giving the shortest flame path to all areas
within the chamber. The novel miniature reciprocating cylinder head
is the closeest approach to the theoretically perfect spherical
combustion chamber with central ignition achieved yet, to the best of
1~ knowledge of this inventor. Turning now to the details of Figures
52 to 57. Conventional cylinder block 190 of a four cycle engine~
crankshaft driven or radial power cam shaftdriven~ is provided with
a static cylinder head 336, which carries a conventional splayed,
or straight up, poppet type exhaust valve 337. Static cylinder head
336 is provided with a bore 338 to reciprocably accommodate mini
reciprocating head 339. Said head carries intake valve 3~0 in a
conventional port and biased by a conventional spring to the closed
position. The intake valve port terminates upwardly and outwardly
in one or more openings in the cylindrical outside surface of head
7 339. In the lowest position for head 339~ said openings align
radially with one or more intake openings 341~ in static cylinder
head 336. Figures 56 and 57 show the concentric intake port arrange-
ment, which is an alternative that shown in Figures 52 and 55. It
should be noted here that the improved volumetric efficiency of the
intake stroke makes the size of the intake valve less critical. In-
take openings 341 are not traversed by the compression rings or the
oil control rings of mini reciprocating head 339 over its full stroke.
Intake valve rocker 342, is carried by head 339 and engages the
"vertical" surface of off-set intake cam follower 343, which is
designed to accommodate the considerable vertical travel of head 339.
O Static cylinder head 336 is provided with a "profiled" opening in its
top surface to allow straight up withdrawal of the completely assembled
head 339~ greatly facilitating maintenance. The said "profiled"
-~b opening still supports the "backside" of head 339 to resist valve
J~ 86
~ 75V
actuation forces; this is clearly shown in Figure 52. Static
cylinder head 336 al50 iS provided with a vertical keyway 3~,
engaging a matching integral "key" on head 339, thus preventing
rotation of head 339. The exhaust valve is actuated by an ad~acent
exhaust cam follower 3~5, exhaust valve push rod 3~6 and off-set
exhaust valve rocker 3~7. Spark plug 348 is carried by static
cylinder head 336 and may serve a rich mixture ~et chamber with the
rich mixture jet directed into the bottom of mini~ure combustion
chamber formed in bore 338 via a suitable deflecting curved depres-
1 sion in the crown of piston 3 or may protrude beyond the bottom edgeof bore 338,as shown in Figure 52. One side mounted camshaft serves
both valves. The interior of head 339 is cooled by lube oil which
is continuously ejected by openings 3~9. Upper travel limiter 350
engages a ledge formed around the bottom of cylindrical coaxial
extension 351. Hy~raulic cushion sleeve 352 traps oil and cushions
the ascending movement of he~a~ 339. Sleeve 352 is carried by head
339. Limiter 350 is reciprocatable on extension 351, but is axially
keyed to same to prevent rotation of limiter 350. External threads
on limiter 350 engage internal threads on upper travel limiter
zo actuator 353. Said actuator 353 comprises an internally threaded
sleeve~ provided with external gear teeth~ actuator drive teeth 35~
and thrust bearing 355. Actuator 352 is rotatably trapped in coaxially
disposed cylinder he.~d cover 356, which is bolted to static head 336.
Drive teeth 35~ are engaged by an upper travel limiter actuator drive
mechanisim (not shown, but previously disclosed) which synchronizes
all upper travel limiters in the engine, and which ad~usts the
position of limiter 350 so that under all, or nearly all, power outputs
of the engine, the combustion chamber initial volume is such that
maximum permissible gas compression takes place. Head 339 is biased
downwardly by head bias spring 357, the descending motion starting
as soon as the pressure in the combustion chamber has been relieved
sufficiently by opening of the exhaust valve. Ascending motion is
accomplished by the compression pressure of the compression stroke.
Descending motion is cushioned and provided with a fixed positive
87
~ 7~
bottom limit~ by descending cushion sleeve 358. Bottom stop ring 359
is mounted inside extension 351. Oil tr pped below ring 359 provides
the said c shion; said oil is ejected through orifices and is
replenished continuously, as is the ascending cushion oil, by the
engine's oil pump. The space above limiter 350 is oil pressurized
and the oil is fed by way of orifices to the cushion spaces. Sleeve
358 is retained by an oversize snapring, in cover 356. Intake valve
340 need not be splayed, as shown in Figure 52. Said valve may be
carried coaxially by mini reciprocating head 339. This is illustrated
o by Figure 58~ although Figure 58 is not specifically intended to show
this.
Turning now to Figure 58, there is shown the novel totally
symmetrical~ concentric aspiration and ignition version of the novel
miniature reciprocating cylinder head. In the art relating to gas
flows and combustion it is known that concentric symmetrical condi-
tions for aspiration and ignition lead to the best combustion
characteristics~ Concentric s~mmetrical conditions combined with
practically zero combustion chamber volume at the end of the exhaust
stroke lead to optimized aspiration. Combine optimized aspiration
~o with the closest possible approach to the ldeal spherical com~ustion
chamber shape, maximum permissible compression, and central ignition,
and all around optimized combustion will result. This is achieved
in this version of the invention by combining the intake valve with
the spàrk plug~ whereby the said intake valve actually becomes the
outer metal body of the spark plug. By reciprocating the novel
miniature reciprocating head inside a novel poppet sleeve exhaust
valve, per~ectly symmetrical conditions are achieved.
A conventional cylinder block 190 of a four cycle engine,
crankshaft driven, or radial power camshaft driven, is provided with
a static cylinder head 360 provided with a bore 361, coaxial with
~o the cylinder, and two co~xial counterbores, the said three bores
progressively decreasing in size towards the top of the engine.
Mini reciproc~ting head 362, is reciprocably disposed in bore 361.
Reciprocably surrounding the lower portion of head 362 is reciproca-
-ting poppet sleeve exhaust valv~ 363. Statically surrounding and
9~
supporting the sleeve portion of valve 363 is static exhaust port
housing 36~ coaxially disposed and trapped in the lower counterbore
of static head 360. ~xhaust port housing 364 is provided with a
large coaxial exhaust valve seat~ a coaxial exhaust port 365, and
tangential or radial exhaust passages 366, which communicate radially
with a flat exhaust gallery 367 in static cylinder head 360. Exhaust
gallery 367 is connected with adjacent exhaust galleries so that an
exceptionally large escape area is created for the exhaust gasses,
which together with the exceptionally large exhaust valve, contribute
JO to very low back pressure during the exhaust expulsion stroke.
Valve 363 is biased to the closed position by exhaust valve spring
368, retained by exhaust valve spring retainer 369, which is mounted
on the sleeve of valve 363 by means of dual snaprings~ the bottom
snapring being positively trapped to prevent dislodging. Said valve
363 is actuated by two pushrods 370 reciprocably supported in static
head 360 and passing through the intake gallery 371 to engage retain-
er 369 on the longitudinal centerplane of the engine. The dotted
outline of push rod 370 in Figure 58 illustrates the disposition in
the casting of the static cylinder head~ rotated 90 degrees from the
Z o said longitudinal centerplane~ for clarity. Push rods 370 are engaged
on the top surface by exhaust valve rocker 372, a widely splayed or
bifurcated arrangement of two horizontal arms, a vertical arm and a
torque tube. One of the horizontal arms is provided with a "tappet"
clearance ad~uster to ensure perfectly distributed engagement; see
Figure 59. Rocker 372 is engaged by hydraulic exhaust cam follower
373, actuated by a side mounted camshaft, as shown. Figure 61 shows
the moving parts of the valve actuation mechanism.
Mini Reciprocating Head 362 is provided with a coaxial
valve seat insert, compression rings of self-lubricating variety
preferably, coaxial axial intake passages which terminate in radially
3 o oriented openings in the outside cylindrical surface of head 362.
Said openings align with head 362 in the bottom position, with radial-
ly converging intake passages, similar to the exhaust passages shown
in Figure 60. Said intake passages communicate with intake gallery
89
375V
371, connected with the air fuel intake for the engin~. Intake valve
374 carries a slender ceramic insulator and electrode inside lts
enlarged ste~, and i5 reciprocably carried by head 362. A helical
coil intake valve spring 375 biases said valve to the close
position, said spring 375 being retained by valve spring retainer
376, said retainer being secured to said valve by a couple of snap
rings. Intake valve rocker assembly 377 comprises a left and right
hand rocker~ provided with rollers and a common fulcrum pin 378,
which is carried by head 362, as shown. Vertical actuating raceways
l on intake cam follower fork 378 engage intake valve rockers in timed
relation with pistons 3, regardless of the position of head 362.
To ensure perfectly distributed engaging forces on the LH and RX
intake valve rockers, said fork 378 is pivotably, on a horizontal
plane~ supported by hydraulic intake cam follower 379. Said fork
379 may be dispensed with and an off-set rocker assembly used as
shown in Figure 56~ using an off-set intake valve cam follower,
provided with a single extension to support a vertical raceway, Fork
378 is prevented from rotating about the long axis of follower 379
by being trapped in a horizontal slot 380 machined in static head
zo 360, see Figure 58.
Head 362 is biased downwardly by head bias spring 381, a
hairpin, counterwound helical coil torsion spring, supported on a
tube carried by head 360. The free ends of spring 381 engage a hole
in spring support pins 382, mushroom-shaped components, pivotably
inserted in the open ends of the intake valve rocker fulcrum tube.
The flat end surfaces of pins 382 slidably engage flat machined
raceways provided on static cylinder head 360, to prevent rotation
of mini reciprocating head 362.
Upper travel limiter 3~3, hydraulic ascending cushioning
sleeve 38~, travel limiter actuator, 385, descending cushion sleeve
3 ~ 386~ lower travel stop ring 387, provide the descending and ascending
control and are identical in action to similar components disclosed
for Figure 52.
The stem of intake valve 374 iS executed as a dismantable
~ l50
sp~rk plug. A slerlder~ shouldered cerarnic core, 388 is retained
coaxially within said stem. Core 388 is provided with a central
electrode and a coaxial tubular metal sleeve at the top. The bottom
end is provided with a short coaxial metal shield, surrounding the
bottom tip of the ceramic core. Said metal shield protrudes slightly
from the bottom surface of intake valve 374 to form the ground
electrode. Just above the top shoulder on core 388~ the i~side of
the intake valve stem is internally threaded, with said stem termina-
ting at this point. An externally threaded internally shouldered
~0 coaxial sleeve, core retainer 389~ engages said valve stem to retain
said core. Retainer 389 is provided with a castelated top edge to
allow removal and easy replacement of core 3880 A special tool will
grip the top end of the valve stem to prevent rotation during core
replacement. A coaxial insulated sleeve is molded inside retainer
389 and is provided with a couple of external o-ring grooves around
the top edge. An insulator sleeve 390 is mounted around the top
end of core retainer 389 by snapping in place over said o-rings,
preventi~g a leakage path for high voltage discharge. Said sleeve
390 reciprocates inside bottom seals in high tension telescopic
Z~ joint insulator 391, which supports a static conductor rod 392. An
elastic cap provides support and insulation for the lead in wire~
as shown. Said insulator 391 is retained inside descending cushion
sleeve 386 by a shoulder. Retaining nut 393 performs several
important functions. The snapring securing sleeve 386 to cylinder
head cover 394, ls positively locked in place by being coaxially
surrounded tightly by nut 393, said nut also retaining insulator 391.
Alternatively~ the ignition function may be deleted from intake
valve 374; a rich mixture jet ignition chamber may be provided in
the perimeter of exhaust port housing 364, complete with a miniature
intake valve, and a static spark plug, with the jet issuing from
said chamber deflected by a curved depression in the crown of the
piston into the miniature combustion chamber formed below mini
reciprocating head 362.
91
~ 7 5~
For certain crankshaft equipped versions of the novel
three cycle engine of this invention it is advantageous to use a
double lobed radial cam shaft to drive the pre-compressor. This
arrangement gives two pre-compressor strokes for each power piston
stroke of the engine so that the discharge of the pre-compressor
may be synchronized with the charge admission cycle of the engine,
resulting in smoother pressure conditions in the discharge air
reservoir. Since the stroke of the pre compressor may be very
short to advantage, allowing larger self-acting pre-compressor
aspiration valves~ the above arrangement may be very compact.
For four cycle versions of this invention, the reciproca-
ting cylinder head may be advantageously actuated to achieve super-
charging action. The versions disclosed in Figures 33 and up (except
Figures 48-51 are equipped with bias springs, moving the said head
downward during the exhaust stroke~ to a fixed bottom limit. The
compression pressure ascends said head to seat against the upper
travel limiter. By using camshaft actuation the head may be ascended
during the intake stroke, thereby enlarging the combustion chamber,
increasing the charge intake and improving the volumetric efficiency
of the intake stroke. The said volumetric efficiency was already
improved by the nearly zero combustion chamber volume on c~ommencement
of the intake stroke~ and by this modification is improved even more.
This novel arrangement may be used with crankshaft driven four cycle
versions~ or may be especially advantageous with radial cam power
shaft equipped versions, since the intake stroke may be further
reduced in length as well as in rotational movement of the radial
cam power shaft.
Four cycle engines of this invention~ with both full si~e
or mini reciprocating head versions~ may be equipped with Burt-McCollum
type sleeve valves. Said sleeve valves normally require a fixed
head equipped with "piston" rings held stationary in top of the
combustion chamber and operating inside said sleeve valvesO By
equipping the above said fixed head with a bias spring, upper travel
limiter and bottom limit, as per this invention, the efficiency of
92
~ 1~9 ~50
the engine during reduced power outputs will be greatly improved,
while at full power the reciprocatlng action improves the volumetric
efficiency of the exhaust and intake stroke. Alternatively~ the
bias spring may be omitted.
Four cycle e~gines of this invention may use the novel
mini reciprocati~g cylinder head without valves, wherein the small
bore in the static head carrying the mini reciprocating cylinder haad
may constitute the combustion chamber~ said mini head may or may not
carry the spark plug. Said mini head need not be spring biased but
l~ may be fixed to the upper travel limiter to move directly up and
down with same as on-the-run adjustments are carried out.
The novel mini reciprocating cylinder head of this inven-
tion and the novel poppet sleeve valve of this invention, as exem -
plified by the engine disclosed in Figure 58, may be arranged in a
great number of alternative configurations to effect efficiency
improvements in engines, of both radial camshaft and crankshaft
driven varieties. ~s disclosed previously, it is known that the
efficient combustion shape, during combustion of the charge, is the
spherical shape preferably with central ignition. It is known that
Zo thin, flat, large area initial combustion chambers give poor combus-
tion characteristics. The demise of the Wankel engine was caused
in part by the thin pflat large area initial combustion chamber
shape. (BY "initial" shape is meant the shape of the chamber at the
moment of ignition ) Oversquare engines have better aspiration due
to larger valves but have poorly shaped initial combustion chambers.
The shape of the "expansion" chamber is less important as long as a
minimum exposed wall area is maintained to prevent heat loss of the
charge~ hence the advantage of three cylinder engines which have 10
less exposed wall area~ promising approximately ~0 to 10% better
fuel economy than an equivalent 4 cylinder engine. The novel mini
reciprocating cylinder head of this invention makes it possible for
severely oversquare engines to have a much better initial combustion
chamber shape, said chamber being nearly completely within the small
bore of the mini reciprocating head with a much smaller height to
93
975~)
diameter ratio, yet also have an on-the-run adjustable geometric
compression ratio to achieve maximum permissible compression under
all power outputs, while at the same time having a much improved
volumetri~ efficiency for the exhaust and intake stroke to due
reduction o~ the combustion chamber to extremely small volume. The
novel poppet sleeve valve disclosed for the engine in Figure 5~ may
advantageously be used in a great number of variations to improve
aspiratcn.
Figures 62 to 67 illustrate the great versatality of the
lo novel mini reciprocating cylinder head concept and the novel recip-
rocating poppet sleeve valve concept of this invention. Referring
to FigurQ 62 there is shown a four cycle engine, with power piston
395 reciprocably disposed in cylinder block 396, said piston connected
to a power shaft carried in said cylinder block to convert the
reciprocating motion of said piston to rotary motion of said pow~r
shaft. Static cylinder head 397 is coaxially spigotted in cylinder
block 396~ and is provided with coaxial annular cylindrical spaces
and an outward facing conical valve seat on the bottom edge to
accommodate poppet sleeve exhaust valve 398, said valve being urged
Zo to the closed position by exhaust valve spring 399~ a coaxially
disposed helical coil compression spring, carried in an annular
coaxial space in said cylinder block 396. Said poppet sleeve
exhaust valve 398 comprises a cylindrical sleeve with an inward
facing flange on the bottom edge, said flange forming the valve
head, said flange provided with a coaxial full annular upward facing
valve face around the inner edge. An outward directed flange around
the top edge provides an engaging seat for said valve spring. A
coaxial fully a~nular space formed above said valve head comprises
exhaust port 400~ which communicates radially outwardly by means of
exhaust openings 401 in said cylindrical sleevé, said openings align-
ing with radially outwardly directed exhaust passages 402 in c~ylinder
block 396. Exhaust valve push rods ~03 engage with an exhaust valve
actuating mechanism as shown in Figures 59 and 61. Static cylinder
head 397 is provided with a coaxial bore ~04 to reciprocably accom-
9~
9 ~ ~ ~
modate mini reciprocating cylinder haad ~05. Said head 405, coaxiallyand reciprocally carries an intak~ valve~ complete with integral
coaxial ignition means, an intake valve actuating mechanism, a head
bias spring urging said head 405 downwardly, a lower travel stop~
and upper travel limiter; identically to mini reciprocating cylinder
head 362 in Figure 58 and is identical in aspiration ~eans and
operating action.
Figure 63 is alternative to Figure 62 and shows mini
reciprocating cylinder head 406 provided with an "external" recipro-
lo cative poppet sleeve intake valve 407~ said valve 407~ complete with
its bias spring and actuating mechanism being completely carried b~J
said head ~06 and reciprocating with same within poppet sleev~
exhaust valve ~08 being reciprocally carried by static cylinder head
409. The actuating mechanism and aspiration ducting for said exhaust
valve 408 is identical to that shown in Figures 58~ 59~ 60~ 61. The
actuating mechanism for said intake valve ~07 is identical in princi.
ple to that shown in Figures 58~ 61. Coaxial adapter 410, is carried
and solidly mounted on said head ~06, and carries the intake valve
rocker mechanism as shown in Figure 61. Coaxial static adaptor 411
similarly is solidly mounted in said static cylinder head 409.
~ushrods engage both poppet sleeve valve as shown. Coaxial recipro-
cating snorkel aspiration means communicates with the air and fuel
inlet means of the engine. Coaxial reciprocating ignition means is
provided.
Figure 6~ shows a second alternative to Figure 62. Cylin-
der block 412 is provided with reciprocative poppet sleeve exhaust
valve 413, reciprocatably and coaxially carried in the cylinder bores
and acting downwardly. Power pistons 414 are reciprocably disposed
within said poppet sleeve exhaust valves. Said exhaust valve 413 is
provided with an inward facing coaxial fully annular flange around
~o the top edge. Said inward facing flange is provided with an upward
facing conical valve face on the inner edge. Said cylinder block 412
is provided with a spigotted coaxial static cylinder head 415, for
each cylinder, said cylinder head 415 coaxially and reciprocally
carrying poppet sleeve intake valve ~16. Said i~take valve 416 is
Ll ~ 5V
actuated by an actuating mechanism which is identical to the exhaust
valve actuating mechanism shown in Figures 59 and 61. Said poppet
sleeve exhaust valve is urged to the upward closing position by a
spring and may be actuated by a push-pull rod and rocker mechanism
as shown in Figure 69. It should be noted that the actuating
mechanisms for said intake valve ~16 and said exhaust valve ~13 are
statically mounted and are not carried by the mini reciprocating
cylinder head. The preferred mechanism is shown in Figure 69~ using
one alongside head mounted cam shaft. Mini reciprocating head ~17
t only carries the reciprocative ignition means, the bottom travel
stop limit, the upper travel limiter and is spring biased downwardly
as usual; said head 417 is reciprocatively and coaxially disposed
within said intake valve 416.
Figure 65 shows the third alternative arrangement of the
engine shown in Flgure 62. The p~ppet sleeve exhaust valve means
is identical to that shown in Figure 64. Cylinder block ~18 is
provided with a cylinder bore extension upward to reciprocably carry
poppet sleeve intake valve ~19. Said intake valve ~19 comprises a
cylindrical sleeve provided with a coaxial~ fully annular, inward
zo facing flange on the bottom edge. Said flange is provided with a
conical downward facing valve seat to match the upward facing valve
face on the poppet sleeve exhaust valve. This makes said intake
valve a part of the fully annular coaxial exhaust port, as shown.
Said flange on said intake valve is also provided with a coaxial,
fully annularg upward facing conical valve face, which matches a
downward facing coaxial fully annular valve seat provided on the
bottom outward edge of the coaxial static cylinder head 420. Said
intake valve is provided with an inward facing or outward facing
flange on the top edge to engage a coaxial valve spring, urging
said intake valve upwardly to the close~ positio~. A coaxial annular
intake port communicates with the engine's air and fuel inlet means
by way of upward directed intake passages, ~Ihich branch laterally
radially outward as shown. The valve actuating mechanism is as
shown in principle in Figure 69. The actuating sequence is as follows~ _
..
96
~ 7~0
The exhaust valve opens downwardly and stays in an open position.
The intake valve moves downwardly on commencement of the intak~
stroke and sèats onto the exhaust valve, holding the exhaust valve
in a downward position, said exhaust valve now being spring biased
upwardly. Upon commencement of the compression stroke, both said
valves move in unison upwardly closing all co~munication. Said
static head 420 coaxially and reciprocally carries a mini recipro-
cating cylinder head identical to that shown in Figure 64.
Figure 66 shows the first of two alternative reciprocating
1 cylinder heads ~or the three cycle engines of this invention, using
the novel reciprocating poppet sleeve valves of this ir.vention.
Cylinder block 421 is provided with upwardly extended cylinder bores.
The lower portion of said cylinder bores reciprocally and coaxially
carry poppet sleeve exhaust valve ~22~ which is disposed around the
power piston. Said exhaust valve is identical to the exhaust valve
shown in Figure 65. The upper portion of the cylinder bore recipro-
cally and coaxially carries the reciprocating cylinder head 423, and
coaxially disposed charge admission valve ~24, said valve ~2~ reci-
procally surrounding the bottom portion of said head 423. Charge
z O admission valve 424 comprises a concentric arrangement of two cylin
drical sleeves inter-connected by an annular lateral web~ with the
outer sleeve comprising the main structural element and extending
downwardly to be provided with an inward facing coaxial fully annular
flange. Said flange is provided with a downward facing coaxial
annular conical valve seat on the outward bottom edge to match and
engage the valve face on the said exhaust valve. Said flange is
also provided with an upward facing coaxial annular conical valve
face on the inward upper edge~ to match, and be seatable against~ a
coaxial annular valve seat on the bottom outward edge of said reci-
procating cylinder head. A coaxial bias spring, carried by said
head 423, urges said charge admission valve 424 in upward direction
to the closed position. Exhaust valve 422 is operationally carried
by the reciprocating cylinder head 423 by means of one or two push-
pull rods 425~ exhaust valve rocker 426 and is urged in up~ard
97
~ 75 ~
direction to seat against said charge admission valve ~24 by way
of exhaust valve spring ~27, schematically shown in Figure 68.
Therefore, exhaust valve ~22 reciprocates in unison with head ~23
yet is timed in precise synchronization with the position of the
power piston by wa~J of exhaust cam follower ~28~ all as previously
explained in the disclosure and as shown in Figure 68. Charge
admission valve ~24 is engaged by vertical push rods with the
actuating mechanism also carried by the reciprocating cylinder head
~23, with the actuation identical in principle to that shown for the
exhaust valve in Figure 68, and as previously disclosed for alterna-
tive versions. Reciprocative actuation of head ~23 is by way of any
of the alternative methods previously disclosed, being charge bias,
mechanical spring or gas spring bias, or fully desmodromic cam
actuation. Similarly high pressure charge admission and ignition
means are by way of previously disclosed alternative means. Note
that the charge pressure biases said charge admission valve neutrally.
The valve action is identical as disclosed for Figure 65 and is as
follows. The exhaust valve opens just before the power piston reaches
~DC position, reducing the pressure in the combustion chamber to
zo atmospheric. The reciprocating head, complete with all that is
carried by same~ including the exhaust valve, moves downward. The
exhaust valve remains unseated. (Note: the optional auxiliary exhaust
d~G
portsVactivated with the said head in its bottom position.) The reci-
procating cylinder head ~23 meets the power piston closely at the
~5 deg. B.T.D.C. position at which point the exhaust valve closes
slightly and at which point the charge admission valve opens, by
moving downwardly to seat onto the exhaust valve. The slight travel
required by the extremely large charge admission valve~ the rapid
valve action and the strong inward deflection of the high pressure
charge prevents any loss out of the exhaust valve during the extremely
short interval at which both valves are slightly open. Head ~23 moves
upward ahead of the power piston and seats against the upper travel
limiter. At ten degrees B.~.D.C. the charge admission valve closes
with ignition commencing at five degrees B.r.D.C. It should be
98
{~
understood that the timing of these events, expressed in exact
degrees, iIl this disclosure~ is for illustrative purposes only.
The illustrated embodiments are designed using the said timing,
but other timing may be chosen.
Figure 67 is alternative to the engine shown in Figure
66 and is generally self explanatory after having studied Figure
66 and previous disclosure for the novel three cycle concept. Again
in Figure 67, both valves are novel poppet sleeve valves, and both
are carried on the reciprocating cylinder head and move reciproca-
tatively in unison with said head. Similarly, the valve actuatingmechanisms are carried by said head and actuation is as previously
disclosed. A plan view of the preferred actuating mechanism, using
dual bifurcated rockers operated by opposed cam followers is shown
in Figure 70. Note that the push rods for charge admission valve
~24 pass through the valve spring retainer ring for the exhaust
valve ~29~ Also note that the sleeve portion for the poppet sleeve
exhaust valve ~29 is perforated with exhaust openings and that the
fully annular "exhaust port" is formed between the cylindrical walls
of the said valves. Note that all high pressure charge escaping
past the sealing rings for the charge admission valve is directed
by way of a return opening 430 to the intake for the pre-compressor,
thus avoiding energy loss, shown in Figure 66.
The novel reciprocating cylinder head reduces the volume
of the combustion chamber to practically zero, which makes a compound
expansion engine possible. Normally the exhaust cannot be expelled
positively by the piston 100~ since the upper combustion chamber
volume is approximately one-fifth to one-eighth of the fully expanded
volume. With the novel reciprocating head, both full size and mini
versions, this problem is eliminated and the exhaust gasses can be
expelled under back pressure, nearly 100~. With the compound
expansion engine as per this invention, the exhaust gasses are driven
out of the combustion chamber while still under 100 lbs. to 20 lbs.
pressure, resulting in approximately 8~ power loss. The expelled
gasses are led to an insulated chamberg from where they are admitted
99
i . ,.
~ 750
to the intake port of a large bore low pressure insulated cylinder,
with a piston connected to the engine's crankshaft in the usual
manner~ to be fur-ther expanded to near tmospheric pressure,
resulting in a calculated 15 to 16~ power gain. The net gain is
calculated at 8,h. This novel concept is included in the scope
of this invention.
The objects of the invention may be summarized as follows:
1. To provide a ba~ic three cycle engine in which the charge is
pre-compressed to varying densities by simply throttling the air
l intake to the pre-compressor and in which the pre-compressed charge
is admitted before the piston reaches the TDC position, using a
novel reciprocating cylinder head~ with fixed initial combustion
chamber volume.
2. To provide an improved version of said engine by cooling the
charge to engine temperature, thereby achieving greater charge
density and consequently higher expansion ratio, said version still
havlg a fixed initial combustion chamber volume.
3. To provide an improved version of said engine by pre-compressing
the charge to constant pressures, and provide said engine with a
Zo varying initial combustion chamber volume to vary power output~
resulting in improved expansion ratios at all power outputs.
4. To provide an improved version of said engine in item 3, and
cooling the charge to constant temperature resulting in
constant pressure and density~ and in greater density, resulting
in improved expansion ratios at all power outputs.
5. To provide an improved version of the engines of item 1, 2, 3~
and ~ by reducing the pre-compressor displacement substantially, in
relation to engine power cylinder displacement, resulting in greatly
improved expansion ratios for the engines of item 1, 2, 3 and ~.
6. To provide the engine of item 5 with a double acting pre-compres-
sor so that normally the engine would utilize the output of one sideof said compressor, resulting in great efficiency at normal power
outputs and wherein both sides of the double-acting pre-compressor
are used for emergency situatio~s, the nearly doubled charge output
., _
100
'75~
resulting in a great power boost ror short durations~ the effect
being the same as a supercharger.
7. To provide the engines of item 1, 2, 3, 4~ and 5, 6, in either
crankshaft driven versions, or radial cam powershaft driven versions.
8. To provide a four cycle engine with improved volumetric efficienc~J
for the exhaust and intake stroke using the novel reciprocating
cylinder head and having a fixed initial combustion chamber volume.
9. To provide an improved version of the engine of item 8~ by
providing a varying initial combustion chamber volume, the volume
variation being in direct relation with the air mass being taken in,
with compensations made to suit temperature and humidity, the final
result being a maximum permissible compression ratio at all power
outputs, giving greatly improved expansion ratios.
10. To provide an engine per item 9~ without the improvement of
item 8.
11. To provide the engines of item 7, 8 and 9, 10 in crankshaft
driven versions or radial cam powershaft driven versions.
12. To provide the radial cam powershaft driven version of
item 11~ with an improved expansion ratio by greatly reducing
2 ~ the intake stroke in relation to the exhaust stroke.
13. To provide a novel reciprocating cylinder head for all above
versions, in alternative arrangements.
14. To provide a novel valve actuation means which allows said
novel reciprocating cylinder head to travel within limits without
affecting the valve timing; in alternative arrangementsO
15. To provide alternative aspiration methods for above engines;
with alternative actuating means.
16. To provide alternative actuation means for said reciprocating
cylinder head.
17. To provide alternative ignitor locations and ignitor energizing
3~ conductor means. ~
18. To provide alternative travel limiter means for said recipro-
cating cylinder head.
101
~ 9~7~ 0
19. To provide said reciprocating cylinder heads in cornpact low
profile.
20. To provide said improvements in item l to 18 in practical
form not requiring new technology or difficult maintenance.
21. To provide a preferred embodiment in the form of engine
intended for a sub-compact car.
22. To provide novel manufacturing details for the improvement
yet also suitable for conventional use.
23. To provide said novel reciprocating head, for four cycle
engines said head modified by elimination of the free stroking
cyclic descending action so that said head follows the upper
travel limiter as it is adjusted up or down to vary the geometric
compression ratio of said engine, resulting in an on-the-run variable
geometric compression ratio engine.
24. To provide a novel miniature version of said reciprocating
cylinder head, maintaining the benefits of the full size version~
the benefits being an improved exhaust stroke~ an improved intake
stroke~ an improved compression stroke under reduced power outputs~
an improved expansion stroke during reduced power outputs, and
improved combustion characteristics by concentrating the compressed
charge in a chamber with greater height in relation to its diameter,
thereby approaching the ideal spherical shape closer~ the last
benefit being especially important in oversquare engines which have
normally excellent aspiration due to larger valves but poor combus-
tion due to a large diameter thin flat initial combustion chamber.
25. To provide said miniature version in alternative configurations:
a.- adjustable geometric volume to improve the compression and
expansion strokes only; b. biased downwardly with fixed upper
position volume and lower position volume to improve the exhaust
and intake strokes only; c.- combining the features of item (a and
(b above; d~- to provide items a~ b, c, with the ignitor;
e.- to provide a, b, c, with the intake valve; f.- to provide
a, b, c, with the exhaust valve.
102
~ 50
26. To provide a novel poppet sleeve valving means, improving
aspiration by virtue of larger flow area for the gasses, as well as
provide means for true concentric flow paths.
27. To provide a compound expansion engine using a rocker actuated
reciprocating cylinder head OI` miniaturè reciprocating cylinder head.
28. To provide an improved double acting multiple stage air compres-
sor as an outfall from above developments~ in the form of a balance
shaft counter-balanced series mounted unit. Normally these compres-
sors are arranged in V-shape or L-shape for balance purposes
~O requiring two connecting rods and two cross heads and being of large
envelope size. By series mounting, a more compact simple arrange.
ment is prov.~ded.
While the inventive concepts have been illustrated by
preferred embodiments, it should be understood that innumerable
alternative arrangements and recombinations can be made within
the inventive concepts disclosed. As such the invention is not
intended to be limited~ but be granted the full scope of the claims.
102-b
