US3847058A - Valve mechanism for an air operated reciprocating engine - Google Patents

Abstract

For use in an air operated, reciprocating engine, a valve mechanism for controlling mode of engine operation as either a prime mover or compressor as well as direction of operation. The valve mechanism includes a spool valve rotatably mounted inside a sleeve valve, both having a plurality of passages alternatively registerable for determining mode of operation. The sleeve valve is rotatably mounted in a head block having registerable passages communicating with the pistons.

Description

United States Patent Manor [11.] 3,847,058 1 Nov. 12, 1974 VALVE MECHANISM FOR AN AIR OPERATED RECIPROCATING ENGINE 3,774,634 ll/1973 Bonney 1.37/596 Primary E.\'arninerEdgar W. Geoghegan Assistant E.raminerWilliam F. Woods Atlorney, Agent, or FirmGust & Irish ABSTRACT For use in an air operated, reciprocating engine, a valve mechanism for controlling mode of engine operation as either a prime mover or compressor as well as direction of operation. The valve mechanism includes a spool valve rotatably mounted inside a sleeve valve. both having a plurality of passages alternatively registerable for determining mode of operation. The sleeve valve is rotatably mounted in a head block having registerable passages communicating with the pistons.

7 Claims, 19 Drawing Figures MAIN STORAGE TANK ENGINE more? N w COMRESSOR I56 0 I44 ALTERNATOR /50 L STARTER MQTDR PATENTEDHUV 12 new v 3.847.058

'SHEET 2 0F 6 MAIN STORAGE TANK EH 4 206- T ENGINE l 5g I v /98 f mag/70 1 r n EXHAUST AND SUPPLY TANK 2/0 4 a COMRESSOR /51,--l 92 VALVE MECHANISM FOR AN AIR OPERATED RECIPROCATING ENGINE BACKGROUND OF THE INVENTION FIELD OF THE INVENTION This invention relates generally to vehicles and more particularly to a vehicle that operates from gaseous fluid such as air under pressure. More specifically various means are provided for generating air pressure from the various motions of the vehicle, both forward and vertical.

SUMMARY OF THE INVENTION In accordance with the broader aspects of this invention there is provided an air powered vehicle having a chassis and wheels. An air poweredengine having intake and exhaust systems is mounted on the chassis and has a driving connection with the wheels. A first reservoir of gaseous fluid under pressure is connected to the intake system for operating the engine. Means are provided for regulating the flow of the fluid to the intake system for controlling the operation of the engine.

A second reservoir is connected to the exhaust system for receiving spent air, conduit means being connected between the second reservoir and the intake system. This conduit means is provided with a check valve which limits the flow of air in only the direction from aid second reservoir to said intake system.

A suspension-type compressor is operatively connected between a wheel and the chassis, whereby relative vertical motion between the wheel and the chassis will cause operation of the compressor. This compressor is provided with inlet and exhaust ports connected, respectively, to said second and first reservoirs, whereby operation of the compressor pumps air from the second reservoir to the first reservoir.

Means are provided for disconnecting the fiow of fluid from the first reservoir to the intake system and connecting the exhaust system to the first reservoir whereby the engine may serve as a compressor for delivering air under pressure to the first reservoir.

Further means for supplying air under pressure to the first reservoir includes a fan type compressor mounted on the front portion of the chassis. This fan type compressor is exposed forwardly to be operated by the air flow induced by forward motion of the vehicle. A conduit connects this fan compressor to the second reservoir for delivering air under pressure thereto. A reciprocating piston type compressor mounted on the chassis and having a driving connection with the fan compressor has conduit means coupled to the first reservoir whereby operation of the fan compressor serves to operate the piston compressor for delivering air under pressure to the first reservoir.

As sub-combinations of the generic invention are (l) a valve mechanism for selectively admitting and exhausting pressure fluid from the chambers of the reciprocating piston engine and (2) a suspension type compressor which may be connected between the vehicle chassis and the axle which serves to provide air under pressure as a consequence of the relative vertical motion between the chassis and the axle or wheels.

It is an object of this invention to provide an air pow- Another object of this invention is to provide in an air powered vehicle a reciprocating piston engine which ered vehicle in which pressure air is generated from the forward and vertical movements of the vehicle.

' valve mechanism; and

may be operatedas a compressor, a suspension type compressor-which provides compressed air as a consequence of the relative vertical motion between the vehicle chassis and the wheels, a fan type compressor that operates from the air flow induced by the forward motion of the vehicle and lastly a reciprocating piston compressor which is operated by the fan compressor for providing further compressed air.

Another object of this invention is to provide a valve mechanism for an air powered engine of the reciprocating piston type.

Still another object of this invention is to provide a suspension type compressor capable of generating air under pressure due to the relative vertical motion of the vehicle suspension system.

Still another object of this invention is to provide a fan type compressor which not only serves to generate air pressure itself but also to drive a reciprocating piston type compressor which generates air under pressure for use by the air powered engine.

The above-mentioned and other features and objects of this invention and the manner of attaining them will become more apparent and the invention itself will be best understood by reference to the following description of an embodiment of the invention taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side elevation of a typical vehicle of this invention with certain of the mechanism being shown in phantom;

FIG. 2 is a front elevation thereof partially broken away for clarity of illustration;

FIG. 3 is a partial side view of the fan compressor mechanism mounted in the front end of the vehicle of FIG. 1;

FIG. 4 is a diagrammatic illustration of the fluid pressure system used in the vehicle of FIG. 1;

FIG. 5 is a diagrammatic view taken from the rear of the vehicle of FIG. 1 showing the reciprocating piston engine in perspective and rotated from its normal position;

FIG. 6 is a fragmentary front view of the vehicle of FIG. 1 showing the position of one of the air tanks;

FIG. 7 is a diagrammatic perspective view of the compressor system mounted in the front end of the vehicle;

FIG. 8 is a perspective of the electrical power cord housing and retriever;

FIG. 9 is a fragmentary rear view of the vehicle with the body removed;

FIG. 10'is a longitudinal sectional view of the suspension type compressor;

FIGS. 11A and 11B are cross-sections of different parts of the engine valve mechanism in position for forward operation;

FIGS. 12A and 12B are similar cross-sections but with the parts shown in position for reverse operation of the engine;

FIGS. 13A and 13B are top and side views, respectively, of the valve mechanism;

FIG. 13C is a side view of the spool valve used in the mechanism of the preceding figure;

FIG. 13D is a side view of the sleeve valve used in the FIG. 14 is an end view of the mechanism of FIGS. 13A and 13B showing the directional control lever.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring to the drawings and more particularly to FIG. 1, a vehicle which includes a conventional body, chassis, wheels, suspension system, steering and the like has mounted in the rear end thereof an air powered, reciprocating-piston engine generally indicated by thenumeral 16. Theengine 16 has its crank shaft (not shown) directly connected to the drive axle 18 (FIG. 9) which in turn is connected to thewheels 20 via twoslip clutches 22 which permits onewheel 20 to rotate relative to the other wheel during turning motion of the vehicle.

Theengine 16 is conventional in the respect that-it corresponds to the usual reciprocating-piston gasoline engine having four cylinders in two banks of two cylinders each in a V configuration as shown more clearly in FIG. 5. Conventional are the piston and cylinder assemblies, the piston rods, the crank shaft, the block and the like. However, the valve mechanism for controlling the intake and exhaust cycles is different as is the cam mechanism for operating the same. Such valve mechanism is shown in more detail in FIGS. 11 through 14.

In general, onevalve mechanism 24 is provided for each of the twocylinder banks 26 and 28 (FIG. Since bothvalve mechanisms 24 are constructed the same, a description of one will suffice for both.

Referring to FIGS. 11 through 14, thevalve mechanisms 24 each include abody 26 in the form of a rectangular steel block adapted to be securely bolted in fluid-tight relation to theheads 28 of the engine cylinders and have securely bolted thereto also in fluid-tight relation ahousing 30 formed of a block of steel having a cavity orplenum 32 therein.

Theblock 26 for number one cylinder, otherwise indicated bynumeral 70, is provided with acylindrical cavity 34 and communicatingintake passages 36, 38cylinder passages 40, 42 diametrically opposedexhaust passages 44, 46.

That portion of thevalve mechanism 24 for number two cylinder, 72, is identically arranged with components thereof indicated by the same numerals with the suffix a added.

Close fitting in fluid-tight relation in thecylindrical cavity 34 but rotatable therein is a cylindrical sleeve valve orsleeve 48 having a series of rectangular ports indicated by the letters a, b, c, and d forcylinder 70 as shown in FIGS. 11A and a2, b2, 02, d2, e2 andj2 forcylinder 72 as shown in FIG. 11B. The particular angular relationships between these ports are shown in FIGS. 11A and 11B and will be explained further later. These ports are rectangular to coincide in size and shape with theports 36 through 46. As viewed in FIGS. 13A through 13D and 14, theblock 26 has arectangular notch 50 formed in one end thereof which communicates with thecavity 34, this notch receiving alever 52 secured to the end of thesleeve valve 48 in notches provided therefor. A suitable plate 54 (FIG. 13B) is bolted to the left-hand end of theblock 26 so as to retain thesleeve valve 48 against leftward movement. The right-hand end of thesleeve 48 is flush with the right end of theblock 26.

Acylindrical spool valve 56 is rotatably received within thesleeve valve 48 with a close tolerance, fluidtight fit. As shown moreclearly in FIGS. 13A and 13B, aplate 58 is bolted to the right-hand end of theblock 26 and is provided with a semi-circular cutout having a semi-circular tongue (not shown) which .slidably fits into an annular,coaxial groove 60 in the protrudingshaft 62 of thespool valve 56. Theplate 58 thereby retains thespool valve 56 against end-wise movement and furthermore retains thesleeve valve 48 from rightward movement.

Thespool 56 and thesleeve valves 48 are operated between two different angular or rotated positions. the sleeve 48 (see FIG. 14) being swingable from a first position represented by the dashed-line position of the lever 52 (FIGS. 12A, 128) to a second position represented by thesolid line lever 52a. Thespool 56 has a first angular position as shown in FIG. 11A and a second angular position as shown in FIG. 12A. For moving thespool valve 56 to these two positions is provided arocker arm 63 secured to the shaft extension 62 (see FIGS. 13A and 13B).

Thespool valve 56 has two sets of transverse passages therein, the sets having axially spaced apart to register with the cylinders and 72 of one of the V- engine banks, such as withports 36, 38 of one set and 36a, 38a of the other set. Thus, a description of one set will suffice for both. Referring first to FIG. 11A, thespool valve 56 has a rectangulardiametral passage 64 which communicates with the rectangular ports a and b" in thesleeve valve 48 and thepassages 36 and 42 in theblock 26. Two other passages 66 and 68 on opposite sides of thepassages 64 have right angle bends therein as shown and are positioned to communicate with the various ports in thesleeve 48 as shown. In FIG. 11A, neither of the passages 66 and 68 communicate with anysleeve 48 ports. However, in FIG. 11B, passage 66 is shown communicating with the ports [22 and 02 as well aspassages 40a and 44a, respectively. It may now be stated that FIG. 11A shows the position of the valve mechanism for forward engine operation with cylinder number one (70) on the intake stroke and FIG. 118 with cylinder number two (72) on the exhaust stroke.

By moving thespool 56 clockwise to its second position as shown in FIGS. 12A and 12B, withlever 52 remaining in the solidline position of FIGS. 11A, 11B, in FIG. 11A for cylinder number one passage 68 registers with ports b and c so as to provide an exhaust for cylin'der 70, for continuing forward operation of the engine. In FIG. 11B cylinder number two (72) is shown as having ports 02 and b2 connected bypassages 64 with none of the other spool passages connecting with any ports.

It may now be stated that air under pressure is admitted to theplenum 32 from which it may flow through thepassages 36, 38, 36a and 38a through therespective spool 56 passages to thecylinders 70 and 72 as determined by the position of both thesleeve 48 and thespool 56.

Further explanation of operation and port arrangement will now be given for forward operation of the'engine as determined by the position of thelever 52 as shown in FIGS. 11A, 11B. Referring again to FIGS. 11A and 11B,cylinder 70 of FIG. 11A is on the intake stroke, air pressure from theplenum 32 passing throughpassage 36, port a,passage 64, port b andpassage 42 into thecylinder 70. Simultaneously therewith,

cylinder 72 of FIG. 11B is exhausting with the piston being on the up stroke, exhaust air passing out of thepassage 40a, port b2, passage 66, port c2, andexhaust passage 44a.

With thespool 56 next swung to its rightward position as shown in FIGS. 12A and 12B, but with thelever 52 in the position of FIGS. 11A, 11B, cylinder 72 (FIG. 11B) intakes through passage 380, port a2,passage 64, port b2 andpassage 40a with the piston in cylinder72 thereby being on its down stroke, whilecylinder 70 is exhausting with the piston on the upstroke throughpassage 42, port b, passage 68, port c and exhaust passage 46. Thus, by thespool valve 56 oscillating between the two angular positions, cylinders one (70) and two (72) are operated alternately on the intake and exhaust strokes.

For reverse operation of the engine, reference is made to FIGS. 12A and 12B. Thelever 52 is moved from the dashed line position to thefull line position 52a thereby swinging thesleeve valve 48 to the position shown. In this position, the cycle of operation as betweencylinders 70 and 72 reverses such that cylinder number one (70) now intakes throughpassage 38, port a,passage 64, port b, andpassage 40 intocylinder 72. Simultaneously therewith, cylinder number two (72) is exhausting fromcylinder 70 throughpassage 42a, port f2, passage 68a, port d2 and out of exhaust port 46a. With the spool valve moved to its opposite position as shown in FIGS. 11A and 11B, cylinder 70 (FIG. 12A) will exhaust throughpassage 40, port b, passage 66, and port d and out ofexhaust passage 44. Simultaneously therewith, cylinder 72 (FIG. 12B) which is also cylinder number two, is intaking through passage 360, port e2,passage 64a, port f2, passage 32a, intocylinder 70.

Thus, the position of thesleeve valve 48 as determined by operation of thelever 52 determines whether the engine will operate either forwardly or reversely. The rapid rocking motion of thespool valve 56 between the two illustrated positions determines the intake and exhaust strokes of the cylinders.

Referring more particularly to FIGS. 4 and 5, the engine there shown is of V-4 configuration having twobanks 27 and 29, with twocylinders 70 and 72 being in each bank. Thus, cylinders one (70) and two (72) may be considered to be in the left bank as viewed in FIG. 5 while cylinders three (70) and four (72) will be in the right bank.

Therocker arms 63 on the two valve spools 56 are spring biased by means of suitable tension springs 74 (FIG. 5) such that clockwise force is exerted on the left-hand spool 56 and counterclockwise force on the right-hand spool 56. Operatively connected to each of therocker arms 63 are twopush rods 76 and 78 which ride on a rotatable cam 80 secured to the engine crankshaft 82. As the cam 80 rotates, both of therocker arms 63 will be swung between two extreme positions as shown in FIGS. 11 and 12, thereby placing thespool valve 56 in position for the intake and exhaust strokes, respectively.

Thecam 82 is so shaped and the ports and passages in thevalve mechanism 24 so positioned that the piston movement in onebank 27 is 90 out of phase with the piston movement in the other 29. The pistons in onebank 27, 29 are 180 out of phase with each other thereby providing for concurrent exhaust and intake stroking. The cam 80 is so shaped, and thevalve mechanisms 24 with the ports and passages therein so positioned that the engine cylinders will fire according to a sequence of one, three, two, four. Thus, with piston movement, crank shaft rotation as a result thereof, and cam 80 rotation, thespool valves 56 are oscillated between their intake and exhaust positions for admitting pressure air and providing for exhaust in proper, timed sequence.

Referring now to FIGS. 1, 9 and 10, description of thesuspension type compressors 84 will be given. Foursuch compressors 84 are used, one for each of the four vehicle wheels, such that a description of onecompressor 84 will suffice for all. A rectangular, rigid frame includes two upright, horizontally spacedrods 86 having twocross bars 88 and 90 secured to the opposite ends thereof as shown. Secured to theupper cross bar 88 is atie rod 92 secured rigidly at the end 94 (FIG. 1) to a part of the vehicle frame. Slidably mounted on therods 86 are twoheads 96 and 98 in vertically spaced relation which conform generally to rectangular blocks which are preferably formed of steel. Each of theheads 96 and 98 are provided withbores 100 which closely slidably receive therespective rods 86 whereby theheads 96 and 98 may move vertically on the rods. Spacer blocks 102 on therods 86 between theheads 96, 98 provide minimum spacing therebetween.

Both heads 96, 98 have formed therein an elongatedcylindrical groove 104 adapted slidingly to receive atubular member 106 having O-ring seals 109 for providing a sliding, sealing engagement with the outer cylindrical walls of thegrooves 104. Within eachhead 96, 98 are provided two valve assemblies, one of these being for intake and the other exhaust. In thehead 96 the intake valve is indicated by the numeral 108 in the form of a one-way check valve mounted in apassage 110 in the head. Another valve 112 for exhaust, also being a one-way check valve, is mounted in thepassage 114. In thehead 98 are two similar valves I16 and 118 in the twopassages 120 and 122, respectively.

A piston is reciprocally positioned in thecylinder 106 and has a coaxially extendingpiston rod 126 secured thereto which is slidably sealingly received by a close fitting coaxial bore in thehead 98. Thepiston rod 126 is adapted to be operatively secured at its distal end (see FIG. 9) to thevehicle axle 18.

Acompression spring 128 is interposed between the cross 90 andhead 98 as is anothercompression spring 130 between thecross bar 88 and thehead 96. These twosprings 128, 130 yieldably urge theheads 96, 98 toward each other into abutting engagement with the respective ends of thetubular cylinder 106. Movement of theheads 96, 98 on therods 86 is, as explained previously, limited by thestops 102.

Connected to thepassages 110, 120 is aflexible conduit 132, anotherflexible conduit 134 being connected to the other twopassages 114 and 122.

For thesuspension compressor 84, theconduit 132 constitutes the air intake and theconduit 134 the exhaust. Since therod 92 is secured to the vehicle chassis, for purposes of explaining the operation of the compressor, therod 92 may be regarded as stationary with respect to themovable piston rod 126 which is secured to the vehicle axle which obviously moves vertically as thewheels 20 move over uneven terrain. Thus, as thepiston rod 126 moves vertically from its illustrated position (FIG. 10), any air trapped in chamber will be exhausted past check valve 112 out ofconduit 134, thecheck valve 108 remaining closed since it will open only for air flow in the opposite direction. Simultaneously therewith,check valve 116 will be unseated thereby to admit air throughconduit 132 into the chamber 127. On the down stroke of piston l24,air trapped in chamber 127 is forced through check valve 118,valve 116 remaining closed, and out of theexhaust conduit 134. Simultaneously, air is drawn throughvalve 108 into chamber 125, check valve 112 remaining closed. Thus, as thepiston rod 126 reciprocates, air will be pumped from theintake conduit 132 outwardly through theexhaust conduit 134.

If thevehicle wheel 20 should encounter a sizable bump which causes corresponding upward movement of thepiston rod 126, thepiston 124 will engage the underside of thehead 96 causing it to move upwardly slightly against the force ofspring 130. Conversely, should thepiston 124 move downwardly sufficiently to engage thehead 98, the later will move downwardly against the force of itsspring 128. Any such movement of theheads 96 and 98 will correspondingly provide an increase in the size of the respective chamber 125, 127 whereby on that stroke a larger volume of air will be taken in and exhausted via theconduits 132, 134, respectively.

As seen in FIG. 9, thecross bar 90 is secured to a suitably,rigid pad 136 through which thepiston rod 126 projects, a helical compression spring, which serves as the spring suspension for the vehicle, bearing thereagainst and against another pad 140 which is securedto theaxle 18 as shown. Thus, the load of the vehicle rests primarily on thesprings 138 which permit relative movement between theaxle 18 and the vehicle chassis such that thepiston 124 in thecompressor 84 may reciprocate vertically.

Now referring to FIGS. 1 through 3, 7 and 8, compressor system mounted in the front end of the vehicle will be described. This system includes a compressor type fan, generally indicated by the numeral 142, the fan in this instance being of the squirrel cage type, and a conventional reciprocating piston compressor indicated by the numeral 144. Thefan 142 is generally cylindrical, having the usual circumferentially arranged blades, and is journalled inbearings 146 to rotate about its axis arranged parallel to the axles of the vehicle. As shown in FIG. 1, thefan 142 is exposed forwardly to air flow through the front of the vehicle via anopen grill 148 such that during forward motion, air flow causes rotation of thefan 142. As shown diagrammatically in FIG. 4, thefan 142 is provided with theusual hood 150 having anoutlet 152 through which air pumped by thefan 142 may escape from the chamber between thehood 150 andfan 142.

Thecompressor 144 is fixedly mounted on a stationary part of the vehicle, and is driven by abelt 154 connected to thefan 142. Thus, as thefan 142 rotates, thecompressor 144 will be operated to produce compressed air. Also mounted on the vehicle chassis is an alternatingcurrent motor 156 drivingly connected to thecompressor 144 by means of abelt 158. Aconventional alternator 160 mounted on the chassis is also drivingly connected to both themotor 156 andcompressor 144 by means of thebelt 158.

Astarter motor 162 mounted on the vehicle chassis and operative from a conventional vehicle storage battery is drivingly connected to thefan 142 andcompressor 144 by means of abelt 164. Thus, thecompressor 144 may be driven by any one or more of three different power sources, thefan 142 and the twomotors 156 and 162. For operating themotor 162, the conventional electrical circuit to astoragebattery 164 is utilized.

Referring now more particularly to FIGS. 1, 3, 5 and 6, additional components used in the fluid power operating system will be described. Mounted rigidly to the underneath side of the vehicle chassis are two main reservoirs or storage tanks (FIG. 9) connected in parallel by suitable piping. In the front end of the vehicle is mounted astorage tank 168 and in the rear anotherstorage tank 170. All of the storage tanks, of course, are fixedly secured in place in the vehicle.

The various parts and mechanisms thus far described are connected together in a fluid system shown diagrammatically in FIG. 4. The reservoir ormain storage tank 166 is of such strength as to contain air at rela' tively high pressure, such as to pounds per square inch. Outlet piping connected to this tank includes asection 172, and twobranches 174 and 176, these latter branches being connected to theplenum housing 30 of the two valve mechanisms 24 (FIGS. 11 and 12). Amain control valve 178 in thesection 172 may close or open in degrees the latter as may be desired. Twoother control valves 180 and 182 connected in series with the twobranches 174 and 176, respectively, are manually controllable to determine the flow of pressure fluid through the branches. Thus, withvalves 178, 180 and 182 fully opened, air at the pres- The exhaust passages of thevalve mechanisms 24 as shown in FIGS. 11 and 12 are connected together by apipe 184 having a manually controlled regulatingvalve 186 in series therewith. Another section ofpipe 188 connects between the exhaust passages of thevalve mechanisms 24 and also back to thepipe section 172 via abranch 190. In thisbranch 190 is a shut-offvalve 192 and a one-way check valve 194 which permits flow only in the direction upward, or in other words, toward thetank 166. Thevalve 192 is vented to atmosphere such that air in the system may be vented.

Anotherpipe 196 is connected to the exhaust system of the twovalve mechanisms 24 and to thestorage tanks 168, 170 as shown. Anotherpipe 198 is connected totanks 168, 170 back to the intake side of the two valve mechanisms in parallel with thebranches 174, 176. One-way check valves 200 are provided in thelines 198 as shown to permit flow in only the direction from thetanks 168, 170 to theplenums 32 of the valve mechanisms.

Also connected to thesupply tanks 168, 170 is theconduit 132 which leads to thesuspension compressor 84. Suffice it to say at this point all four of the suspension compressors 84 are connected in parallel such that there would be fourlines 132 connected to thesupply tanks 168, 170. Theexhaust conduit 134 of thecompressor 84 is connected by means of aline 202 back to themain storage tank 166, a one-way check valve 204 therein permitting flow only in this direction, and a manually controlled shut-offvalve 206 being operable to close off theline 206 and furthermore vent the pressure in the system to atmosphere if desired.

Theoutlet 152 from thefan compressor 142 is connected by means ofapipe 208 to thesupply tanks 168,

170 while the exhaust side of thecompressor 144 is connected by means of theline 210 toline 202, with the input thereto being connected by aline 212 to thetanks 168, 170.

A manually controlledvalve 214 is connected in theline 196 leading from the exhaust side of theengine 16, and this valve is connected by suitable mechanical linkages to theother valves 180, 182 and 186 for operating theengine 16. Such engine control is shown in one form in FIG. 1 as including anaccelerator pedal 216 connected by means of a control line, such as a Bowden cable, to thevalves 174, 176, 186 and 214 such that all these valves may be operated in the same manner simultaneously. A Bowden cable is well known, consisting of a stiff wire reciprocably contained in a tubular supporting sheath, such cable being conventional in operating carburetor chokes and the like of internal combustion engines. To start theengine 16, thevalve 178 is first opened following which the pedal 216 (FIG. 1) is operated to open thevalves 180, 182, 186 and 214. Air under pressure is admitted to theplenums 32 in thevalve mechanisms 24, to cause operation of the engine as already explained. Spent exhaust fluid passes to thetanks 168, 170 via theline 196 where it is stored until it is pumped therefrom back to the main storage tank.

For braking the vehicle, assuming that the vehicle is in forward motion, thepedal 216 is operated reversely to close thevalves 180, 182, 186 and 214 in which event theengine 16 becomes a compressor, withdrawing air from thesupply tanks 168, 170 via thelines 198 and pumping it back to thestorage tank 166 via theline 188,branch 190, and through thecheck valve 194. Thus, during coasting or down-hill movement of the vehicle, theengine 16 may be used as a compressor for producing compressed air which is returned to thestorage tank 166.

For reversing the movement of the vehicle, acontrol 220 in the cab is operated, this control being connected by means of aBowden line 222 to the levers 52 (FIGS. 1, l1 and 12), moving theselevers 52 to their reverse positions. As explained previously in connection with the valve mechanisms of FIGS. 11 and 12, pressure air in theplenums 32 will cause reverse operation of theengine 16.

During motion of the vehicle over uneven terrain, thewheels 20 will move vertically in the usual manner causing corresponding movement of the pistons 124 (FIG. in thesuspension compressors 84. This results in withdrawing air fromsupply tanks 168, 170, compressing and exhausting it throughconduit 134 andline 202 back to themain storage tank 166. For facilitating this pumping action, circumferentially spacedbumps 224 are applied to the peripheries of the wheels -whereby reciprocatory movement of thepistons 124 is assured.

Thecompressors 142 and 144 are operated primarily from the air flow induced by forward motion of the vehicle. This motion rotates thefan 142 which in turn operates thecompressor 144. Thefan 142 with its shroud orhood 150 produces some air flow back to thetanks 168, 170 via the line 207. Thecompressor 144 operates to provide compressed air to theline 202 and back to thestorage tank 166.

When the compressed air in the system becomes depleted, operation of themotor 156 drives thecompressor 144 for refilling thestorage tank 166. If alternating current power is not available, the DC.motor 162 which operates from thevehicle battery 164 is energized for driving thecompressor 144. Simultaneously therewith, thefan 142 is operated, this assisting to a small extent the supplying of air to the system while the vehicle is stationary.

During operation of the vehicle, the alternator is driven, and this is operatively connected to thestorage battery 164 for maintaining the charge thereon.

When not in operation, for example at night in the garage, themotor 156 may be connected to an electrical outlet for the purpose of recharging thestorage tank 166. Necessary conventional automatic devices may be employed for cutting off theelectric motor 156 when thetank 166 has become suitably filled.

The vehicle is operated solely, in the preferred embodiment, by the use of compressed air initially stored in thetank 166. The vehicle may be operated to move forwardly, rearwardly, and furthermore the engine may be used as a compressor during coasting, braking or down hill motion of the vehicle, thereby restoring spent pressure to thestorage tank 166. Vertical motion of the wheels is utilized for the purpose of operating the suspension pumps 84, further replenishing the used energy taken from thestorage tank 166. Also during vehicle movement in coasting, braking or down hill, thefan 142 is operated when a sufficient velocity has been reached, for pumping air back into the system.

Inasmuch as the vehicle operates on compressed air, it is obvious that in contrast with the internal combustion engine, there will be less pollution of the atmosphere, it will not be necessary to use inflamable liquid, and the air which is used as fuel is ever present in the atmosphere. The engine itself uses a minimum of moving parts, is simpler in construction than its internal combustion counterpart and is more economical to produce and operate. Also, the engine will operate with less noise than is true of the gasoline engine.

While there have been described above the principles of this invention in connection with specific apparatus, it is to be clearly understood that this description is made only by way of example and not as a limitation to the scope of the invention.

What is claimed is:

1. For use in a reciprocating engine, a valve mechanism comprising body means having two inlets, two outlets and two exhaust passages therein, a cylindrical cavity in said body means intersected by said passages, said inlets and outlets being on different sides of said cavity, a cylindrical sleeve valve rotatably slidably fitted into said cavity and having a first series of ports in the wall thereof, a cylindrical spool valve rotatably mounted coaxially inside said sleeve valve and having a plurality of passages therethrough extending generally transversely with respect to the axis thereof, said sleeve and spool valves each having two angularly related operative positions, in one of said positions first and second ones of said ports registers with opposite ends, respectively, of a first one of said spool passages and first ones, respectively of said inlet and outlet passages, none of the other ports register with any other passages for said first position; with said sleeve valve in said first position and said spool valve in said second position a second passage in said spool valve registers at opposite ends with said second port and a third port in said sleeve valve and said second and third ports in turn register with said first outlet passage and a first exhaust passage, none of the other ports and passages being in registry; with said sleeve and spool valves in said second position said first spool passage registers at opposite ends with said first and second sleeve ports which registers in turn with second ones of said inlets and outlets and none of the other ports and passages being in registry; with said sleeve in said second position and said spool in said first position a third passage in said spool registers at opposite ends with said second sleeve port and a fourth sleeve port, said second and fourth sleeve ports also registering, respectively, with said second outlet and the second exhaust passage; with said sleeve in said second position and said spool in said second position said first spool passage registers at opposite ends with said first and second sleeve ports and these in turn register, respectively, with said second inlet and outlet while none of the other spool passages register with any other sleeve port; the first position of said sleeve valve being for forward operation of said engine and the second position for reverse; means for moving each of said sleeve and spool valves individually to the first and second positions thereof; a first engine cylinder having a piston defining a chamber therein, said outlets communicating with the chamber above said piston.

2. The mechanism of claim 1 including an additional set of two inlets, two outlets and two exhaust passages in said body means which intersect said cavity arranged as aforesaid, said sleeve valve having a second series of ports in the wall thereof and said spool valve having a plurality of additional passages therethrough arranged as aforesaid, in said one of said positions first and second of said second series sleeve ports registering with the opposite ends of one of said additional spool passages and first ones of said outlets and exhaust passages, respectively, none of the other additional passages and second series ports being in registry; with said sleeve valve in said first position and said spool valve in said second position a second one of said additional passages registers at opposite ends with said first one and a third of said second series of ports and these latter ports in turn register with said first outlet and a first one of said additional inlets; with said sleeve valve in said second position and said spool valve in said first position, said second one said additional passages registers at opposite ends with fourth and fifth second series ports and these in turn, respectively, with second ones of said inlets and outlets of said additional set, while none of the other second series ports are in registry with any other additional passage; with said sleeve and spool valves in said second position, a third one of said additional passages registers at opposite ends' with said fifth port and a sixth port of said second series ports, said fifth and sixth ports registering, respectively, with said second outlet and said second exhaust passage of said additional set while none of the other second series ports register with any other additional passages; a second engine cylinder having a second piston defining a second .chamber therein, said second set outlets communicating with said second chamber.

3. The mechanism ofclaim 1 in which said body means is a solid block of metal and said inlets and outlets, respectively, being on diametrically opposite sides of said cavity as are said exhaust passages but angularly spaced therefrom, said sleeve and spool valves operatively sealingly engaging each other and the wall of said cavity whereby fluid flow occurs only when an inlet, an outlet, two sleeve ports and a spool passage are in operative registry.

4. The mechanism ofclaim 2 including means providing a plenum in constant communication with all of said inlets.

5. The mechanism ofclaim 2 including two additional engine cylinders with a piston in each, said four cylinders being arranged in a V configuration having two cylinder banks, each bank including two cylinders, each bank of cylinders including a valve mechanism as aforesaid, a crank-shaft for said pistons, a valveactuating cam secured to said crank shaft for rotation therewith, two push-rods operatively engaged with said cam and operatively connected to said two spool valves, respectively for operating the latter alternately between said first and second positions in response to rotation of said crank-shaft, said cam having raised and depressed portions on diametrically opposite sides thereof and of a shape that actuates said spool valves of the two banks ninety degrees out of phase with each other.

6.'The mechanism of claim 5 in which each spool has a lever secured thereto for operating the same between said first and second positions, said push-rods being operatively connected to said levers, respectively, for swinging the latter in response to reciprocation of said push-rods by said cam.

7. The mechanism of claim 6 in which each of said sleeves has a lever secured thereto for operating the same between said first and second positions, and means for operating the lastmentioned levers in unison between said first and second positions.

Claims (7)

1. For use in a reciprocating engine, a valve mechanism comprising body means having two inlets, two outlets and two exhaust passages therein, a cylindrical cavity in said body means intersected by said passages, said inlets and outlets being on different sides of said cavity, a cylindrical sleeve valve rotatably slidably fitted into said cavity and having a first series of ports in the wall thereof, a cylindrical spool valve rotatably mounted coaxially inside said sleeve valve and having a plurality of passages therethrough extending generally transversely with respect to the axis thereof, said sleeve and spool valves each having two angularly related operative positions, in one of said positions first and second ones of said ports registers with opposite ends, respectively, of a first one of said spool passages and first ones, respectively of said inlet and outlet passages, none of the other ports register with any other passages for said first position; with said sleeve valve in said first position and said spool valve in said second position a second passage in said spool valve registers at opposite ends with said second port and a third port in said sleeve valve and said second and third ports in turn register with said first outlet passage and a first exhaust passage, none of the other ports and passages being in registry; with said sleeve and spool valves in said second position said first spool passage registers at opposite ends with said first and second sleeve ports which registers in turn with second ones of said inlets and outlets and none of the other ports and passages being in registry; with said sleeve in said second position and said spool in said first position a third passage in said spool registers at opposite ends with said second sleeve port and a fourth sleeve port, said second and fourth sleeve ports also registering, respectively, with said second outlet and the second exhaust passage; with said sleeve in said second position and said spool in said second position said first spool passage registers at opposite ends with said first and second sleeve ports and these in turn register, respectively, with said second inlet and outlet while none of the other spool passages register with any other sleeve port; the first position of said sleeve valve being for forward operation of said engine and the second position for reverse; means for moving each of said sleeve and spool valves individually to the first and second positions thereof; a first engine cylinder having a piston defining a chamber therein, said outlets communicating with the chamber above said piston.

2. The mechanism of claim 1 including an additional set of two inlets, two outlets and two exhaust passages in said body means which intersect said cavity arranged as aforesaid, said sleeve valve having a second series of ports in the wall thereof and said spool valve having a plurality of additional passages therethrough arranged as aforesaid, in said one of said positions first and second of said second series sleeve ports registering with the opposite ends of one of said additional spool passages and first ones of said outlets and exhaust passages, respectively, none of the other additional passages and second series ports being in registry; with said sleeve valve in said first position and said spool valve in said second position a second one of said additional passages registers at opposite ends with said first one and a third of said second series of ports and these latter ports in turn register with said first outlet and a first one of said additional inlets; with said sleeve valve in said second position and said spool valve in said first position, said second one said additional passages registers at opposite ends with fourth and fifth second series ports and these in turn, respectively, with second ones of said inlets and outlets of said additional set, while none of the other second series ports are in registry with any other additional passage; with said sleeve and spool valves in said second position, a third one of said additional passages registers at opposite ends with said fifth port and a sixth port of said second series ports, said fifth and sixth ports registering, respectively, with said second outlet and said second exhaust passage of said additional set while none of the other second series ports register with any other additional passages; a second engine cylinder having a second piston defining a second chamber therein, said second set outlets communicating with said second chamber.

3. The mechanism of claim 1 in which said body means is a solid block of metal and said inlets and outlets, respectively, being on diametrically opposite sides of said cavity as are said exhaust passages but angularly spaced 90* therefrom, said sleeve and spool valves operatively sealingly engaging each other and the wall of said cavity whereby fluid flow occurs only when an inlet, an outlet, two sleeve ports and a spool passage are in operative registry.

4. The mechanism of claim 2 including means providing a plenum in constant communication with all of said inlets.

5. The mechanism of claim 2 including two additional engine cylinders with a piston in each, said four cylinders being arranged in a ''''V'''' configuration having two cylinder banks, each bank including two cylinders, each bank of cylinders including a valve mechanism as aforesaid, a crank-shaft for said pistons, a valve-actuating cam secured to said crank shaft for rotation therewith, two push-rods operatively engaged with said cam and operatively connected to said two spool valves, respectively for operating the latter alternately between said first and second positions in response to rotation of said crank-shaft, said cam having raised and depressed portions on diametrically opposite sides thereof and of a shape that actuates said spool valves of the two banks ninety degrees out of phase with each other.

6. The mechanism of claim 5 in which each spool has a lever secured thereto for operating the same between said first and second positions, said push-rods being operatively connected to said levers, respectively, for swinging the latter in response to reciprocation of said push-rods by said cam.

7. The mechanism of claim 6 in which each of said sLeeves has a lever secured thereto for operating the same between said first and second positions, and means for operating the lastmentioned levers in unison between said first and second positions.

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