US2647498A - Internal-combustion engine - Google Patents

Description

Aug. 4, 1953 Filed June 17, 1947 H. J. HICKEY 2,647,498

INTERNAL-COMBUSTION ENGINE 4 Sheets-Sheet l BY I W, M3 55, 3 mm firronnsya Aug. 4, 1953 H. J. HICKEY INTERNAL-COMBU STION ENGINE 4 Sheets-Sheet 5 Filed June 17. 1947 Aug. 4, 1953 H. J. HICKEY INTERNAL- COMBUSTION ENGINE Filed June 17. 1947 4 Sheets-Sheet 4 Patented Aug. 4, 1953 UNITED STATES PATENT OFFICE INTERNAL-COMBUSTION ENGINE Henri J. Hickey, Norwalk, Ohio Application June 17, 1947, Serial No. 755,166

9 Claims.

This invention relates to internal combustion engines of the variable compression type.

As is generally known by those skilled in this art, a diesel engine is a compression ignition engine, that is, an engine in which the heat of com-' pression is used in igniting the fuel charge. In starting engines of this type, a relatively high compression ratio is needed in order to obtain the required ignition temperature but after the engine has been started any compression effected above that needed for ignition purposes represents wasted energy. In the improved engine herein disclosed the variable compression means permits the'compression ratio to be varied while the engine is in operation, such that the compression ratio can be reduced after'the engine has been started and a higher operating efficiency thus obtained.

When an engine of this type is started by using ordinary cranking methods and a high compression ratio, it places a heavy load on the starting equipment, and when this equipment is of the type embodying storage batteries, the results are frequently unsatisfactory, particularly in cold weather. In the improved engine herein disclosed, this difiiculty is overcome by providing for the starting of the engine on a different type of fuel, such as gasoline, and the shifting to diesel fuel after the engine has been started.

Having in mind the above-mentioned general advantages, it can be said that one object of the present invention is to provide an improved variable compression engine in which novel means is employed for producing a desired variation in the compression ratio and in which the compression ratio can be varied while the engine is in operation so as to facilitate starting and also to improve the operating efiiciency.

Another object is to provide an improved engine of this character in which the compression adjusting means is power actuated and in which novel control means is provided for the power actuated adjusting means.

A further object is to provide an improved engine having both a variable compression ratio means and a novel fuel supply means by which a shift can be made fromone type of fuel to another such as from diesel fuel to gasoline and vice versa, whereby startingof the engine in cold weather conditions will be facilitated by the use of gasoline simultaneously with a low compression ratio.

Still another object of this invention is to provide an improved engine of this character'in which the compression ratio adjusting means is actuated by oil under pressure supplied from the Other objects and advantages of the invention are explained, or will become apparent, in the the following detailed specification and in the accompanying sheets of drawings in which:

Fig. 1 is a partial longitudinal sectional view taken through an internal combustion engine embodying the present invention, the view being taken substantially as indicated by line l-I of Fig. 3.

Fig. 2 is a transverse sectional view taken through the engine, substantially as indicated by line 2-2 of Fig. 1.

Fig. 3 is another transverse sectional view taken through the engine, substantially as indicated by line 3-3 of Fig. 1.

Fig. 4 is an elevational view, partly in section, showing the fuel selecting means and the control means for the compression ratio varying means.

Fig. 5 is an elongated view corresponding with a portion of Fig. 4 but showing the fuel selecting means and the control means in a different position.

Fig. 6 is a sectional detail view taken through the fuel pump and fuel inlet valve thereof, and

Figs. 7 and 8 are sectional detail views showing other positions of the fuel selecting valve.

In the accompanying drawings the internal combustion engine I0 is shown as having a block or body ll containing one or more main power cylinders l2 and also having a crankcase l3 which is adapted to contain lubricating oil. Although the engine may be constructed with any number of power cylinders, it is only necessary to refer to a single cylinder inasmuch as all of the cylinders are substantially identical and function in the same manner. The engine also includes a crankshaft [4 which is rotatably mounted in suitable bearings l5 and extends in a direction transverse to the longitudinal axis of the cylinder [2 and is offset from such axis. In

3 this instance the crankshaft [4 extends transversely to the cylinder at a point therebelow, as shown in the drawings.

The cylinder i2 is an open-ended cylinder having a combustion space or a chamber IS in an intermediate portion thereof and also having inlet and exhaust ports H and I8 which extend through the cylinder wall and communicate with such combustion space. The ports ll are air inlet ports leading from an airsupply manifold Ila to which air under pressure isdelivered by a suitable blower or air compressor (not shown). The exhaust ports lead into an exhaust manifold [8a. A pair of opposed power. pistons 19 and 20 are operable in the cylinder and are connected with the crankshaft M by linkage which will now be described and which linkage is substantially identical for both pistons.

The power transmitting linkage for each of the pistons includes a rocking lever 22 which is journaled at an intermediate point thereof on a fulcrum member 23. The leverl-Z has its upper end connected with the piston by means of a link 24 and its lower end connectedwith a crank of'the crankshaft 14 by means of theconnecting rod 25. The fulcrum member. 23 is here shown as being an eccentric carried by a fulcrum adjusting shaft. 26 which is rookably mounted in suitable bearings M of the engine block II. By rocking of the shaft 26, the fulcrums 2 3.can be arcuately adjusted and when this is done the working travel of the pistonsv I9. and 20 is altered and this produces a change in the compression ratio of the engine. When the fulcrums 23 are in the position shown in Fig. 2, the pistons I9 and 20 havea workingtravel which brings them relatively close together thereby. producing areh atively high compression ratio in the engine. When the fulcrumslt are shifted arcuately in a direction away from each other, as seen in Fig. 2, the working travel of the. pistons l9 and ill will be such that the, limit of their inward movement is represented by the broken lines 28, at which time the engine will have. a relatively low compression ratio,

As indicated above, one of the features. of this improved engine is that powermeans is provided for shifting the fulcrums 3 and thus producing the desired change in the compression ratio. Thispower means includes an auxiliary cylinder at which is mounted on theenginebleckl-l and an adjusting piston 32- voperable in, such cylinder.. The piston 32 is mounted on a piston rod 33:

which extend axially throu h the cylinder 3|,

and thepiston divides the cylinder into. upper.

and, lower chambers 34 and 3.5,. The pist n rod 33 extends downwardly from the cylinder 3,! through a. hollow g id 3.6 of he en ine bloc and thev lower end of the piston rod has. rack elements 37 and 3% on opposite sides thereof which are in meshing engagement with a pair or idler. ears 39 and 4%}. These idler gears are mounted on pivot shafts M and 42 and, mesh withcpim'ons 43 and 44 which are carried by and securedtothe fulcrum shafts 26.

With the construction just described above for the compression ratio adjusting means, it will be.

seen that ii pressure fluid, such as oil, is sup.-. plied to. the upper. chamber 34 of the auxiliary cylinder 3|. so. as to produce an.increase. of pres.-. sure therein, it will cause a downward movement of; thepiston 3-2 and a corresponding downward movement of the racks .31. and 38. This will cause. the gears 39 and 40. to rotatetheiulcrum.

shafts Z3. in an outward direction therebyshifte.

ing the fulcrums 23 away from each other and decreasing the compression ratio of the engine. Conversely, when the pressure in the lower chamber 35 of the auxiliary cylinder 3| is increased, it will cause an upward movement of the piston 32 and the racks 31 and 38 will thereupon rotate the gears 39 and 40 in a direction to shift the iulcrums 23 towards each other thereby increasing th c mpressio io o the n in The pressure fluid for actuating the adjusting piston 32 of the auxiliary cylinder 3| may be oil which is supplied to this cylinder from the crankcase [3 of the engine through the conduit 45. A suitable pump 47 may be located in or adjacent the crankcase l3 and has its delivery outlet 41a connected with the conduit 46. The pump here shown is a pump of the gear type and is driven from the crankshaft Hi of the engine through a suitable gear train which includes the helical gears 58 and 43. The pump also has an ntake. o s c ion c nnect n 58 K- t ndin nto a sump o r ce s. 53 i e rankcase. Althou h the pu p. 1; her show as being driven fnfim the engine I!) it could, of course, be driven from a separa e power d ic such asa-n electric motor,

The oil pr ssu supp y cond it 6' sommunicates with the upper chamber 34. of t e aux l a y cylinder 3! through apassage 5! and communi cates with the lower chamber 35-through a. passage 5.2. The p ssages 5| n 52 a e in open communication with the cylinder- 3l so that when the pump is ein dr n. on l besunp cd continuousl to the upper, andlower chambers t n .5- Oil is d s hersedircm he cha ber 34 and .35 through the exhaust conduits Wan 54 and actuation of the adjusting piston 32, in the cylinder 3| by the oil pressure is-controlled by a control valve device 55 which will be described next.

The-control valve device 55 comprises .a hous= in 56 hav n a yl rid ical val e h m er 6a.

therein and-a piston-valve 57 which is axially shiftable e in1 er 5w y eans of h actuatin rod 58- Th We of e lve chember. 5611. h s a airo axial y spac d i et ports 53c, and 54s. y wh ch he x aus conduits 53 au it-a e. onn cted with this chambe At a p int; substantia ly posite he-sort a a 5Aa.,.the.w a1 1ef; th alvechamber 5611, 5 provided with outlet. por s 59a. a d, 59 wh ch c mmunica with an exhaust chamber 5,8. 'Ifhe -outlet ports an 53b are s aced so ewhat c oser et e han. the nlet ports 53c andiwfor a purpose he ort 5 and 9% o he lve chamber and provides full communication the-rebetween. At this time the m terineerc re. 6! comment cation w thth ou e port 591? bu o ti-r stee with herein-b 5 s the t erbei' s. esedbx he body f. t e val-r member-. W e th valve member 5'! is in the position just explained, a

portion of theoil ssure unpl edtc the cy in- (hr 31: through he c dui Pass s,- f eel tiirciigntne. upper c ain 344,; but. siii ethe Port;

54a is closed, a working pressure will be built up in the lower chamber 35 for-actuating the piston 32 in anupward direction. When thevalve member 51 is moved downwardly so as to close the port 53a and open the port E la, the pressure condition in the cylinder 3| is reversed, that is to say, pressure is built up in the upper chamber 34 while the lower chamber 35 is vented, thereby causing a downward movement of the piston 32.

When the valve member Iis moved to a position in which the metering grooves 60 and BI reg: ister partially with both pairs of ports 53a, 54a and 59a, 55b, oil pressure will be built up in both of the chambers 34 and 35 of the auxiliary cylin-, der 3| in such a manner that the piston 32 will be shifted and held in an intermediate position of the cylinder. The piston 32 can be made to. move in either direction from this intermediate position by shifting of the valve member 51 in the proper direction. In connection with the actuation of the auxiliary cylinder 3! and the control valve device 55, as just described above, it will be understood of course that the oil delivered by the pump 4! will have adequate pressure and will be of sufficient volume to produce the desiredactuation of the piston 32. It should also be mentioned at this point that the oil delivered by the pump M will have a temperature corresponding substantially with the operating temperature of the engine Hi.

Attention will now be directed to the means for supplying fuel to the cylinder [2 of the engine Ill. As shown in Fig. 2, the cylinder I 2 is provided with a fuel injection device 65 which may be of any suitable construction and which is. located in an opening Eta of the cylinder wall so as to be in communication with the combustion space I6 at all times regardless of whether the engine is adjusted for either a high or low compression ratio. Fuel is supplied to the injector 64 from a fuel pump 65 through a main fuel delivery conduit 65 and a branch conduit 51. The fuel thus supplied will be either diesel oil or gasoline, depending upon the conditions under which the engine is to be started and the fuel which has been selected by the operator.

The engine H] is preferably also provided with a second fuel injection device 68 to which fuel can be supplied from the pump 65 through the main fuel delivery conduit 66 and the branch conduit 69. The injector 68 is intended for use during operation 'of the engine as a semi-diesel engine and the fuel supplied to this injector for this purpose is a diesel fuel. The branch conduits 61 and 59 are provided, respectively, with control valves Ella and 69a by which either of the injectors 64 and 68 can be selected for use. Instead of providing the valves 61a and 69a, the unused injector could be removed entirely from the engine and the cylinder opening closed by a suitable plug.

Ignition of the charge in the combustion space I6 is obtained either by thehigh compression heating effect which is produced-during operation of the engine as a diesel engine or by means Of a conventional spark plug 10, or the like, when the engine is being operated as a semi-diesel engine or when the fuel being used is gasoline. The spark plug is located in a cylinder opening which is continuously in communication with the combustion space [6. A suitable ignition circuit (not shown) is provided for supplying high tension current to the spark plug 10. g

In connection with the semi-diesel injector 68, itshould be explained that this injector is located 6 in spaced relation to the injector 64 and at a point such that the opening provided in the cylinder wall for the injector 63 will be intermittently covered and uncovered by the piston Hi. When the engine is operated as a semi-diesel engine, combustion air under pressure is supplied to the cylinder through the air inlet ports I! and a quantity of fuel is sprayed into the cylinder by the injector 68. The selection of this location for the injector produces the effect of changing the timing of the fuel injection so as to occur several degrees ahead of dead center. During the compression stroke of the pistons 19 and 20 great turbulence will be created in the cylinder and this will cause a thorough mixing of the" fuel from the injector 68 with the combustion air. During the inward travel of the piston l9, this piston covers the cylinder opening for the injector 68 such that this injector will be protected by the piston during the time that combustion of the fuel mixture is taking place. In addition to the advantage of the increased turbulence and more thorough mixing of the fuel charge, this location for the injector 68 has the additional advantage that it will be protected during the. combustion of the charge and is less likely to become clogged with carbon, or other such material resulting from the combustion of the fuel. This location also permits an injector of lower pressure characteristic to be used.

The fuel pump-65 can be of any conventional construction and as here shown includes a housing 12 having a pump cylinder 13 therein and a plunger 14 which is reciprooable in the cylinder and is actuated by a rotating cam 15. The cam 15 is carried by a shaft which is driven from the crankshaft by the helical gears 15a and 15b. The fuel pump 65 also includes an inlet'valve device 16 to which liquid fuel is supplied through the inlet connection 71.

The inlet valve device 16 can also be referred to as a governor valve and, as shown in Fig. 6, includes a rotatable and axially movable stem 18 carrying a valve member or metering pin 19 for restricting or closing the fuel intake passage of the pump cylinder 13. The stem 18 has an actuating lever 8| connected therewith such that swinging of the lever causes rotation Of the stem.

Variation in the size of the intake passage 80 is produced by axial shifting of the valve member or metering pin 19 and this is produced by the action of an abutment pin 82 which engages in a helical slot 78a of the stem 18. When the lever 8! is swung in one direction the slot 18a cooperates with the abutment pin 82 to cause outward or opening movement of the metering pin 19 to increase th opening of the intake passage 80 and swinging of the lever in the opposite direction will cause the slot to cooperate with the abutment pin to cause inward or closing movement of the metering pin. A compression spring 83 acts on the stem 78 to urge the same in a-direction corresponding with an opening movement of the metering pin 19. The delivery of fuel under pressure from the pump 65 takes place through the discharge opening 84 and past a check valve member 85 which is urged towards its closed position by the compression spring 86.

To provide for the shifting from diesel fuel to gasoline or vice versa, a fuel selecting valve 38 is provided and is here shown as being a three- Way' valve comprising ahousing or body 89 and a plug or rotor 90 operable therein. The valve body 89 has two inlet connections 89a and 89b and-a single outlet connection 890-.

The valve plug 90 has a fluid passage 90a therein and is adapted to be shifted by means of the lever 9 I. A supply tank or other suitable source of diesel fuel is connected with the inlet 89: by the conduit 92. A tank or other source of gasoline is connected with the inlet 8912 by means of the conduit 03. The outlet 890 of the selector valve 88 is connected directly with the inlet passage-TI- of the fuel pump t5.

When the plug 90 of the fuel selector valve 08 is in the position shown in Fig. l, the gasoline supply connection 8% is closed and the diesel fuel supply connection 82a is in open communication with the outlet 89c and diesel fuel will then be supplied to the intake of the pump 65. This is the setting of the selector valve 88 for the delivery of diesel fuel to the injector 64 by the fuel pump. When the lever 9| is shifted to the intermediate position 9Ia (see Fig. 7), the gasoline connection 8% will still be closed by the plug 953 but the diesel fuel supply connection 89a will be only partially closed and will therefore remain in communication with the outlet 390. This is the setting of the fuel selector valve 08 which corresponds with the operation of the engine as a semi-diesel engine and provides for the supply of diesel fuel to the pump 65 and the injector '08 for the semi-diesel operation. When the lever M is shifted to the position indicated at 95b (see Fig. 8), th plug 90 of the fuel selector valve 88 will be in a position closing the diesel fuel supply connection 891:. but the gasoline supply connection 89?) will then be open so that gasoline will be supplied to the pump 65 for delivery to the injector 54. This is the setting of the fuel selector valve 08 for starting of the engine on gasoline.

The inlet valve I6 which controls the supply of fuel to the pump 65 is actuated automatically and for this purpose a governor device 95 of a conventional form may be provided. The governor as here shown is of the type having centrifugally responsive fly-weights 96 and is driven from the crankshaft I4 of the engine by means of the auxiliary extension shaft ill. The governor device may also include a compression spring 98 and an axially movable head or yoke 99 which is shiftable in response to the actions of the flyweights and the compression spring and imparts swinging movement to an external lever its. This lever is connected with the lever 8I of the fuel inlet valve it by means of the link IOI. The lever I08 is movable from a position I000. representing a stopped condition of the engine to a position I007: which represents a normal running condition of the engine.

As indicated at the beginning of this specification, the fuel supply means includes selector means by which the operator can exercise a selecting or pro-selecting action withrespect to the type of fuel to be supplied to the engine and with respect to the compression ratio at which the engine is to operate. For this purpose a fuel selecting device N32 is provided. This selecting device includes a stationary disk member I02a having an elongated arcuate electric contact I03 mounted thereon in insulated relation. This selecting device also includes a rockable lever I8? and a knob or handle H35 which is connected with this lever and adapted to be grasped by the operator for imparting swinging movement to the lever. One end of the lever IE4 is pivotally connected with a link I06 and the other end carries an electric contact I01 which is'insulated from the lever and is engageable with the sta- 8 tionary contact I03. The contacts I03 and I01 constitute an ignition switch by which the energizing circuit'for the spark plug I0 can be closed.

As shown in Fig. 4. the link I06 is connected with the lever 9| of the fuel selector valve 88 by means of the link I08 and a rocking lever I09. The lever I09 can be fulcrumed in any suitable manner such as by being provided with a slot Iflfic which is slidable on a pivotally mounted block IIO. With the arrangement just described it willbe seen that when the lever I04 is swung to the position shown in Fig. 4 in which it points toward the diesel position-D, the link I08 will be shifteddownwardly so as to move the arm 0| of the fuel selector valve 88 to the position in which the diesel fuel supply connection 89a will be in communication with the inlet 11 of the fuel pump 65. On the other hand when. the lever I04 is swung to the position. pointing to the gasoline supply position G, the link I00 will lift the arm 9i of thefuel selector valve 88 to the position 9Ib in which gasoline will be supplied to the fuel pump 85. When the arm IE4 is in the intermediate position pointing to the semi-diesel position SD, the'arm (H of the fuel selector valve will be in the position SI-a at which time diesel fuel will be supplied to the pump 65.

The fuel selector device I 02 is also operably connected. with the valve member 5'1 of the control valve device 55 which controls the auxiliary cylinder 3| of the compression varying means. For this purpose the lower end of the link I06 is pivotally connected with a lever IIZ which is connected with a rock shaft II3a carrying an abutment cam H3. The cam I I3 cooperates with the head of a cam follower IM which projects from a temperature responsive device H5.

The device H5 forms an operating connection between the cam I I3 and the valve member 51 of the control valve device 55 and is connected with the valvemember 5? by the above-mentioned rod 58. The device II5 comprises a casing II5a having a chamber IIS therein to which oil is supplied from the exhaust chamber 59 of the control valve device 55 through a flexible conduit I ll. Suitable mounting means (not shown) is provided forthe device H5 which permits this device to be shifted bodily in a substantially vertical direction relative to the control valve device 55. The oil which is supplied to the chamber IIB flows therethrough and is returned to the crankcase I3 of the engine by the conduit II8. The device H5 also includes a heat sensitive element II9 which is located in the chamber us and which expands when the temperature of the oil flowing through the chamber is such as to heat this element. The cam follower H4 is connected with the heat sensitive element H9 and is projected or retracted relative to the casing I I5 in response to the expansion or contraction of this element. Such projecting and retracting of the cam follower H4 causes a corresponding increase or decrease in the overall length of the temperature responsive device H5.

The operating connection between the selector device I02 and the control valve device 55 is also formed, in part, by a second abutment cam I20 which is located in complemental adjacent relation to the cam I I3. The cam I20 is carried by a rock shaft I2 I, as shown in Fig. 3, and a lever I22 mounted on this shaft is connected with the lever I00 of the governor by means of the link I23.

To explain the operation of the improved engine, let it be assumed that the engine is stopped and in a cold condition and that the lever I04 of the selector device I02 is in its full line position, as shown in Fig. 4. To facilitate the starting of the engine while in such cold condition, it is desirable to use gasoline as the starting fuel together with spark ignition afforded by the spark plug 70. To accomplish this the operator rotates the knob I05 to shift the lever I04 downwardly to the position pointing to the gasoline setting G. This causes the fuel selector valve to be shifted to the gasoline setting, as explained above, and also causes the cam I I3 to be shifted to its down position, as shown in Fig. 5. Since the engine is stopped, the lever I00 of the governor 95 is in the stop position I00a and the cam I 20 at this time is in its elevated position. The movement ,ofthe cam I I3 to the position shown in Fig. causes this ca'mtopush the cam follower H4 and the temperature responsive device I I5 bodily downwardly thereby shifting the valve member 51 in the casing of the control valve device 55 to the position shown in Fig. 5 in which the outlet from the upper chamber 34 of the auxiliary cylinder 3| is closed.

The operator now causes the engine I 0 to be cranked by operating the cranking device (not shown) which imparts rotation to the crankshaft I4. The rotation of the crankshaft causes the oil pump 47 to be driven and to supply oil under pressure. to the auxiliary cylinder 3I. Since the outlet of the upper chamber 34 of the auxiliary cylinder is now closed, the piston 32 will be moved downwardly to thereby adjust the engine to the low compression ratio. The shifting of the lever I 04 of the selector device I 02 to the gasoline position also causesthe contact I01 to engage the contact I03 thereby closing the energizing circuit for the spark plug I0. The rotation of the crankshaft I4 by the cranking device also causes the governor 95 to be actuated sufficiently to transmit motion through the link IOI to the arm IiI of the fuel inlet Valve I6 thereby opening this valve and enablin the fuel pump 05 to supply gasoline to the injector 04. The actuation of the governor 95 also causes motion to be transmitted through the link I23 to the lever I22 thereby moving the cam I20 toward its down position. The occurrence of the functions just described results in the engine being adjusted to the low compression ratio and in the engine being started on asoline.

The engine is permitted to run on gasoline for ashort period whereupon the operator shifts the lever I04 of the selector device I02 back to its full line position pointing to the diesel setting D, as shown in Fig. 4. This movement of the lever I04 dis-engages the contact I0? from the contact I03 to de-energize the ignition circuit and also causes the lever II2 to be swung in a direction to-shift the cam I I3 to its elevated position shown in Fig. 4. The movement of the lever I04 to its full line position of Fig. 4 also causes the lever 0| of the fuel selector valve 88 to be shifted to the position 9) in which diesel fuel will be supplied to the pump 65 instead of gasoline. Since the engine is at this time still running at a relatively low starting speed, the cam I20 will be held in a relatively elevated position by the governor 95, as shown in Fig. 4. Both of the cams H3 and I20 now being in the elevated position, the spring 62 of-the control valve device 55 will shift the valve member 51 to its upper position shown in Fig. 4 and this will cause the auxiliary cylinder 3| to charge the engine setting to a high compression ratio. It should perhaps be mentioned at this point that when the cams I I3 and I20 are shifted to the down position they are more eliectiveas an 10 abutment means against which the cam follower II I reacts than when they are in the elevated position.

The shifting of the fuel selector valve 88 to the diesel setting, as just described, results in diesel fuel being supplied to the injector 64 by the pump 65 and the enginethen continues to run on diesel fuel instead of gasoline and with a high compression ratio. As the temperature of the engine increases towards itsnormal running temperature, the temperature of the lubricating oil in the crankcase I3 will be increased correspondingly. The heated oil flowing through the control valve device 55 and the chamber I I6 of the temperature responsive device I-I5 will cause heating of the element H9 andthe resulting expansion of this element will react through the cam follower II4 against the cams H3 and I20 thereby pushing the valve member 51 downwardly and causing a corresponding downward movement of the adjusting piston 32 in the auxiliary cylinder 3 I. As explainedabove, such downwardmovement of the adjusting piston 32 causes the compression ratio of the engine to be decreased. I

-In this way the compression ratio of the engine will be decreased automatically after the engine has been started on gasoline and has been shifted to diesel fuel and hasreached its normal operating temperature. This automatic shifting to the low compression ratio during the diesel operation isan important feature because it results in a much more economical operation of the engine. To fully appreciate theimportance of this feature it is pointedout that during ordinary high compression operation of a diesel engine a substantial portion of the developed horsepower is used in-producing the high compression, and since the compression effected after the initial starting of the engine is usually higher than i needed for ignition purposes, much of the horsepower thus'used represents wasted energy. This invention therefore materially increases the horsepower output per cubic inch of piston displacement in comparison with engines of conventional types using diesel or gasoline fuels. This feature also provides the advantages of increased volume of the combustion chamber, creating better turbulence and burning, and increasing the thermal efilciency. 1

If an occasion arises for stopping the engine and the operator wishes to re-start it while still in a warmed up condition, the starting can be accomplished on diesel fuel and with the engine adjusted for the high compression ratio. Since the lever I04 of the selector device I02 would ordinarily be in the position pointing to the diesel setting D at this time, it will only be necessary for theoperator to cause the necessary cranking of the engine to take place in order to cause the engine to be re-started on diesel fuel.

If the operator should wish to run the engine as a semi-diesel engine, that is to say on diesel fuel and with spark ignition afforded by the spark plu 10, he shifts the lever I04 of the selector device I02 to the position pointing to the semidiesel setting SD. This causes diesel fuel to be supplied by the pump .65 and causes the contact I0? to engage the contact I03 for energizing the ignitioncircuit. At this time the valve ii'Ia controlling the injector M is closed and the valve 69c controlling the injector 68 is opened. Assuming that the engine has previously been operating at the diesel setting, it will now change over to the semi-diesel operation and this will continue as long as the lever HM remains at the semi-diesel setting.

From the foregoing description and the accompanying drawings, it will now be-understood that the present invention provides an improved internal combustion engine of the variable compression type and one in which the compression ratio can be varied by means of a power device and in accordance with different settings of a manually operable selector device. It will also be seen that the novel control apparatus which is provided for controlling the compression ratio adjusting means will cause the compression ratio to be decreased to a desired lower value after the engine has been started and has reached a warmed up condition. Furthermore, it will also be seen that the novel control and fuel supply apparatus provides for starting of the engine on gasoline fuel and with a low compression ratio that this materially reduces the load placed on the cranking device. Additionally, it will be seen that this'invention provides for operation of the engine as a semi-diesel engine when this is desired by the operator.

Although the improved engine has been dis closed herein to a detailed extent, itshould be understood that the invention is not intended to be limited correspondingly in scope but includes all changes and modifications coming within scope of the appended claims.

Having thus described my invention, I claim:

1. In an internal combustion en ine. main cylinder having open ends and a combustion in an intermediate portion thereof, a crankshaft rotatable about an axis extending transversely to the axis of said main cylinder and offset therefrom, a pair of opposed power pistons reciprocable in said cylinder, fulcrums located adiacent said open ends, power transmitting linkage connecting said power piston with said crankshaft including levers adapted to oscillate on said fulcrums, said fulcrums being arcuately shiftable for altering the travel of said power pistons in said main cylinder so as to vary the compression ratio of the engine, means for imparting such arcuate shifting to said fulcrums including a pair of gear members having'toothed portions spaced apart, an auxiliary cylinder having an adjusting piston movable therein, means for supplyingpressure fiuid to said auxiliary cylinder, and a rack con nected with said adjusting piston to be actuated thereby and having meshing engagement with the spaced apart toothed portions of said gear members.

2. In an internal combustion engine, a main cylinder having open ends and a combustion space in an intermediate portion thereof, a crankshaft rotatable about an axis extending transversely to the axis of said main cylinder and offset there from, a pair of opposed power pistons reciprocable in said cylinder, fulcrums located adjacent said open ends, power transmitting linkage connecting said power pistons with said crankshaft including levers adapted to oscillate on said fulcrums, said fulcrums being arcuately shiftable for altering the travel of said power pistons in main cylinder so a to vary the compression ratio of the engine, means for imparting such arcuate shifting to said fulcrums including a pair of gear members having toothed portions spaced apart,

an auxiliary cylinder having an adjusting piston movable therein, means for supplying pressure fluid to said auxiliary cylinder, a rack connected with said adjustingpiston to beactuated thereby and having meshing engagement with the space apart toothed portions of said gear members, selector mechanism including a valve operable to control the actuation of said adjusting piston by the pressure fluid.

3. In an internal combustion engine, a main cylinder having open ends and a combustion space in an intermediate portion thereof, a crankcase adapted to contain oil, a crankshaft rotatable about an axis extending transversely to the axis of said main cylinder and offset therefrom, a pair of opposed power pistons reciprocable in said cylinder, fulcrums located adjacent said open ends, power transmitting linkage connecting said power pistons with said crankshaft including levers adapted to oscillate on said fulcrums, said fulcrums being arcuately shiftable for altering the travel of said power pistons in said main cylinder so as to vary the compression ratio of the engine, means for imparting such arcuate shifting to said fulcrums including a pair of gear members having toothed portions spaced apart, a double acting auxiliary cylinder having an adjusting piston reciprocable therein,'a pump operable to supply 011 under pressure to said auxiliary cylinder from said crankcase for producing Working strokes of the adjusting piston in opposite directions, and a rack connected with said adjusting piston to be actuated thereby and having meshing engagement with the spaced apart toothed portions of said gear members.

4. In an internal combustion engine, a main cylinder, a crankcase adapted to contain lubricating oil, a power piston reciprocable in said main cylinder, power transmitting linkage connecting said power piston with said crankshaft, fulcrum means cooperating with said linkage and being arcuately adjustable for altering the piston travel in said main cylinder so as to vary the compression ratio of the engine, gear elements connected with said fulcrums, a pair of gear members meshing with said gear elements and rotatable about axes located intermediate said fulcrums, said gear members having toothed portions thereof disposed in spaced apart substantially opposed relation, an auxiliary cylinder having an adjusting piston movable therein, an oil pump operable to supply oil under pressure to saidauxiliary cylinder from said crankcase, a rack connected with said adjusting piston to be actuated thereby and having meshing engagement with the spaced apart toothed portions of said gear members, a valve controlling the actuation of said adjusting piston by the oil from said pump and being shiftable from a position corresponding with a low compression ratio for the engine to a position corresponding with a high compression ratio, and manually operable selector means cooperating with said valve and being movable to positions corresponding with such low and high compression ratios.

5. In an internal combustion engine, a main cylinder, a crankcase adapted to contain lubricating oil, a power piston reciprocable in said main cylinder, means operable to vary the compression ratio of the engine including an auxiliary cylinder having an adjusting piston movable therein, an oil pump operable to supply oil under pressure to said auxiliary cylinder from said crankcase, an oil control valve controlling the actuation of said adjusting piston by the oil from said oil pump and having a control valve member which is shiftable from a position corresponding with a low compression ratio for the engine to a position corresponding with a high compression ratio, temperature-responsive means adapted to cause shifting of said control valve member in response to a predetermined change in the temperature of said 011, abutment means with which said control valve member cooperates and being movable to different positions for varying the effectiveness of said temperature responsive means, and manually operable selector means for moving said abutment means to said different positions.

6. In an internal combustion engine, a main cylinder, a power piston reciprocable therein, means operable to vary the compression ratio of the engine including an auxiliary cylinder having an adjusting piston operable therein, means for supplying liquid under pressure to said auxiliary cylinder for actuating said adjusting piston, a control valve for controlling the operation of said adjusting piston by the pressure liquid and including a movable valve member, cam means adapted t be selectively positioned, means 00- L operating with said cam means so as to react thereagainst and having operative connection with said valve member for automatically imparting movement to the latter, and means for causing the selective positioning of said cam means.

7. In an internal combustion engine, a main cylinder, a power piston reciprocable therein, means operable to vary the compression ratio of the engine including an auxiliary cylinder having an adjusting piston operable therein, means for supplying liquid under pressure to said auxiliary cylinder for actuating said adjusting piston, a control valve for controlling the operation of said adjusting piston by the pressure liquid and including a movable valve member, cam means adapted to be selectively positioned and comprising a pair of complemental cam elements, means cooperating with said cam means so as to react thereagainst and having operative connection with said valve means for automatically imparting movement to the latter, manually operable means connected with one of said cam elements for selectively positioning the same, and means responsive to a variable operating function of the engine for automatically selectively positioning the other of said cam elements.

8. In an internal combustion engine, a main cylinder having open ends and a combustion space in an intermediate portion thereof, a crankshaft rotatable about an axis extending transversely to the axis of said main cylinder and olfset therefrom, a pair of opposed power pistons reciprocable in said cylinder, fulcrums located adjacent said open ends, power transmitting linkage connecting said power pistons with said crankshaft including levers adapted to oscillate on said fulcrums, said fulcrums being arcuately shiftable for altering the travel of said power pistons in said main cylinder so as to vary the compression ratio of the engine, gear elements connected with said fulcrums, a pair of gear members meshing with said gear elements and rotatable about axes located intermediate said fulcrums, said gear members having toothed portions thereof disposed in spaced apart substantially opposed relation, an auxiliary cylinder having an adjusting piston movable therein, means 14 for supplying pressure fluid to said auxiliary cylinder, and a rack connected with said adjusting piston to be actuated thereby and having meshing engagement with the spaced apart toothed portions of said gear members.

9. In an internal combustion engine, a main cylinder having open ends and a combustion space in an intermediate portion thereof, a crankshaft rotatable about an axis extending transversely to the axis of said main cylinder and offset therefrom, a pair of opposed power pistons reciprocable in said cylinder, fulcrums located adjacent said open ends, power transmitting linkage connecting said power pistons with said crankshaft including levers adapted to oscillate on said fulcrums, said fulcrums being arcuately shiftable for altering the travel of said power pistons in said main cylinder so as to vary the compression ratio of the engine, gear elements connected with said fulcrums,'a pair of gear members rotatable about axes located intermediate said fulcrums and lying substantially in a common plane which includes the axes of said fulcrums, said gear members having the toothed portion on the remote sides thereof in meshed engagement with the gear elements of said fulcrums and the toothed portion on their adjacent sides in spaced apart substantially opposed relation, an auxiliary cylinder having an adjusting piston movable therein, means for supplying pressure fluid to said auxiliary cylinder, and a rack connected with said adjusting piston to be actuated thereby and having meshing engagement with the spaced apart toothed portions of said gear members, the points of meshed engagement of said gear members with said gear elements and rack also lying substantially in said common plane.

HENRI J. HICKEY.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 946,406 Sohnlein Jan. 11, 1910 1,499,145 Bell June 24, 1924 1,753,159 Stickney Apr. 1, 1930 1,827,938 Ericson Oct. 20, 1931 1,874,682 Woolson Aug. 30, 1932 2,063,374 Hansen et al Dec. 8, 1936 2,142,466 Wagner Jan. 3, 1939 2,152,811 Michell Apr. 4, 1939 2,190,345 Acton Feb. 3, 1940 2,190,348 Bach Feb. 13, 1940 2,225,234 Schettler Dec. 17, 1940 2,246,019 Steinlein June 17, 1941 2,277,130 Miller Mar. 24, 1942 2,304,161 Froehlich et al. Dec. 8, 1942 2,332,618 Wagner et al. Oct. 6, 1943 2,398,640 Hickey Apr. 16, 1946 2,433,639 Woodruif et a1 Dec. 30, 1947 FOREIGN PATENTS Number Country Date 280,506 Great Britain July 19, 1928 720,427 France Feb. 19, 1932 813,503 France Feb. 22, 1937 602,783 Germany July 17, 1934

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