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Publication numberUS1738121 A
Publication typeGrant
Publication dateDec 3, 1929
Filing dateApr 23, 1927
Priority dateApr 23, 1927
Publication numberUS 1738121 A, US 1738121A, US-A-1738121, US1738121 A, US1738121A
InventorsSchramm Henry N
Original AssigneeSchramm Henry N
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Engine compressor
US 1738121 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

Dec. 3, 1929. H. N. SCHRAMM ENGINE COMPRESSOR Filed April 23, 1927 2 Sheets-Sheet l Dec. 3, 1929. H. N. SCHRAMM ENGINE COMPRESSOR Filed April 23, 1927 2 Sheets-Sheet Patented Dec 3, 1929 UNITED STATES PATENT OFFICE ENGINE COMPRESSOR Application filed April 23,

This invention relates to engine driven pumps and more particularly to air compressors operated by internal combustion engines.

The principal object of my invention is the production of an engine-pump unit comprising a one piece block having a number of cylinders and bearings for a crank shaft, and having pistons in the cylinders, by providing a head for the cylinders comprising combustion chambers and fuel intake and exhaust ports for an even number of the cylinders, and with air inlet and outlet ports for the remaining cylinder or cylinders.

A still further object of my invention is the conversion of a multicylinder engine into an engine-pump by converting one or more cylinders into air pump cylinders and leaving an evennumber of the cylinders unconverted.

A still further object of my invention is the conversion of a standard four cycle automobile engine into an engine pump. adapted to compress air'at each power stroke of the engine. a

With the above and related objects this in ventioncomprises an improved engine-pump unit and the art for the production thereof which is hereinafter more fully described and claimed, and a preferred embodiment whereof is illustrated in the accompanying drawing, it being understood that various changes in the construction, combination, arrangement and other details may be made without departing from the spirit of my invention and to be within the scope of my claims.

In the said drawing Fig. 1 is an elevation of the engine-pump shown in conneclion with an air tank.

Fig. 2 is a plan view thereof with the head of the engine-pump unit removed.

Fig. 3 is a section on the lines 3-3 of Fig. 2.

192?. Serial No. 186,098.

Fig. 4 is a section on the lines 4% of Fig. 2.

Referring to the drawing for a detail description of my invention, a crank shaft 5 of a type used in standard four cycle automobile engines is supported by bearings 6 in the lower portion of easing 7, the upper portion of the casing being comprised of four cylinders, two end cylinders 8 and two intermediate cylinders 9. Each cylinder is provided with a standard type piston and is connected by a rod 10 with the crank shaft. The casing is provided with a head 12, which, except for the hereinafter described moditications, is of the type used in connection with a standard automobile engine.

The portions of the head 12 which are shown as constituting the tops of the end cylinders are provided with air or other fluid intakes 13 and with outlets 14:, while the central portion of the head is provided with combustion chambers 15 and fuel intakes controlled by valves 16. Each end portion 17 of the head centrally of its end cylinder 8 is provided with a port 18 vadapted to be closed by a disc valve 19 thereunder mounted upon a stem 20 provided with a foot 21 connected with the valve 19 by cushioning springs as shown. The stem 20 is provided with a piston head 23 for a cylinder 24, the piston being adapted to be actuated by a spring thereunder wound about the stem 20.

During the downward stroke of a pump cylinder piston, the air through the inlet 13 causes the valve 19 to slide downwardly of the stem 20 and to place the springs connecting the valve with the foot 21 under tension, so that at the commencement of the return stroke this tension is released and permits the valve to quickly close the port. The foot 21 tends to follow the springs connecting it with the valve, causing the stem 20 to tend to force the piston 23 inwardly of the cylinder 24, which tendency is resisted by the stout spring thereunder.

' 26 of the ports 18 and a The portions 17 of the head 12 above the end cylinders 8 are provided with an outlet chambers in the rear of the inlet chambers partition 27 separating each chamber 25 from the corresponding chamber 26. Each of the chambers 25 is provided with a port 28, controlled by a disc valve 29 on top of the port, said valve being connected by a spring with the foot 30 of a bolt 32projectedthrough a cover 33 closing'the chambers 25 and 26 of each of the end cylinders 8.v The portion of the bolt 32 above the head 33 is threaded for a lock nut 34 whereby the tension of the spring connecting the bolt 32 with the valve 29 may be varied. The stem 20 carrying the valve 19 is similarly threaded for a nut 35 to adjust the tension of the spring above it whereby the tendency of the stem 20 to force the piston 23 inwardly of the cylinder 24 is resisted.

The air outlets 14 are connected with an air pipe 36 leading into an air tank 37. The casing as well as the head of the engine-pump is provided with a water jacket 38, and the portion of the head of the intermediate cylinders 9 is provided with spark plug holes 39.

With the hereinbefore described difference between the end portions 17 of the enginepump and that of a standard four cylinder automobile engine, a two cylinder enginepump is produced which operates in the following manner :With the positions of the pistons shown in Fig. 1, the intake ports 18 of the end cylinders 8 Will be understood by those skilled in the art to be closed by their respective valves 19, while one of the pistons of the cylinders 9 is at the beginning of its compression stroke and the other at the beginning of its scavenging stroke. During the next quarter of a cycle, the intake ports of the end cylinders will open and their outlet ports will close and air will flow into said cylinders through the intakes 13. During the next quarter one of the pistons of the cylinders 9 will complete its power stroke and the other its suction stroke, While the pistons of the end cylinders will complete their compression strokes causing the closing of their intake ports and the opening of their outlet ports to allow the air to flow through both outlets 14 into the pipe 36 and into the tank 37. During the third quarter of the cycle, the piston which completed the power stroke will cause the scavenging of its cylinder while the piston which completed the suction stroke will complete its compression stroke, during which quarter the pistons of both end cylinders will cause the opening of their respective inlet ports to take in air through the inlets 13. During the fourth quarter of the cycle, the piston which completed its compression stroke will complete its power stroke and the one which completed its scavenging stroke will complete its suction stroke, while the pistons of both end cylinders will jointly cause the closing of their respective inlet ports and the opening of the outlet ports and the air will flow through both outlets 14 into the pipe 36 and tank 37. It will thus be seen that the engine operates as a two cycle engine, that is having two power strokes per cycle, while the pump operates as a single cylinder pump, since both cylinders take in and compress air simultaneously twice during each cycle. The reason for having two pump cylinders instead of one is for the sake of uniformity and probably also that two smaller air inlets are more efficient than one large air inlet.

It will be further understood that the engine pump will operate just as efficiently and in the hereinbefore described manner if the two intermediate cylinders should be made air cylinders and the two end ones engine cylinders.

A six cylinder engine-pump could be produced in the same manner to look like a duplicate of a six cylinder standard automobile engine to operate as a four cycle engine-compressor by modifying a portion of the cylinder head of the end of the two intermediate cylinders.

It will be understood that an eight cylinder engine can, in the same manner, be converted into a one or two cylinder compressor and a six cylinder engine, the compressor to operate as a one cylinder pump and the engine cylinders to operate as a three cycle engine.

I have shown, thus far, how to make a one piece engine compressor by changing the cylinder head of a standard automobile engine, but I do not wish to limit myself to the use of the standard crank shaft, provided my engine compressor consists of a one-plece casing, head and crank shaft.

My invention is, therefore, not limited in any way to the precise arrangements described and shown, but that it may be modified in any way which the requirements or the conditions of practical Work may render necessary or advantageous without departing from its nature.

What I claim is:

1. In an engine-pump unit, the combination of a block having cylinders therein, a crank shaft, pistons connected to the crank shaft and reciprocable in the cylinders, and a cylinder head constructed to replace the normal cylinder head for the block and provided with certain portions arranged to cover certain of the cylinders to render them engine cylinders and with other portions carrying valves and arranged to cover others of the cylinders to render them pump cylinders.

2. In an engine-pump unit, the combination of a block having cylinders and corresponding vapor passages therein, a crank shaft, pistons connected to the crank shaft and reciprocable in the cylinders, and a cylinder head constructed to replace the normal cylinder head for the block and provided with certain portions arranged to cover certain of the cylinders to render them engine cylinders and with other portions carrying valves and arranged to cover others of the cylinders to render them pump cylinders, said head being also arranged to cut ofl communication between the pump cylinders and their corresponding vapor passages.

In testimony whereof I have attached my signature to this specification.

HENRY N. SCHRAMM.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2486982 *Aug 17, 1942Nov 1, 1949 Pnoumatic power unit
US5947697 *Nov 11, 1997Sep 7, 1999Morrison; Ronald L.Monoblock gas compressor for pressurized gas
EP0829644A3 *Sep 10, 1997Aug 12, 1998Andreas VighPump unit
Classifications
U.S. Classification417/237
International ClassificationF04B41/00, F04B41/04
Cooperative ClassificationF04B41/04
European ClassificationF04B41/04