US1995320A - Means for starting a diesel driven locomotive - Google Patents

Description

MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29, 1931 6 Sheets-Sheet INVENTOR March 26, 1935. EMURRAY 1,995,320

MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29, 1931 6 Sheets-Sheet 2 March 26, 1935. F. F. MURRAY MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29, 1931 6 Sheets-Sheet,

Rm %4 w b M 4 Ma March 26, 1935.

F. F. MURRAY MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29, 1931 6 Sheets-Sheet INVENTOR March 26, 1935.

MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Fil d May 29, 1931 6 Sheets-Sheet 5 F. F. MURRAY 1,995,320

March 26, 1935. I F. F. MURRAY MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Filed May 29, 1951 6 Sheets-Sheet 6 Patented Mar. 26, 1935 I MEANS FOR STARTING A DIESEL DRIVEN LOCOMOTIVE Frederick F. Murray, Oil City, Pa.

Application May 29, 1931, Serial No. 540,850

' 18 Claims. (Cl. 60-44) The present invention relates to the starting up needed in order to repeat the method for rapid of an internal combustion engine. More particuhot fluid pressure generation. larly, this invention relates to the starting up In the following embodiment of my invention, of an internal combustion engine which is per- Iprovide apparatus for generating such fluid presmanently and directly connected to its load. In sure by charging a chamber with a combustible 5 accordance with the present invention, a Diesel mixture and displacing the mixture, the firing of engine or other internal combustion engine may mixture taking Place during the d p ent be directly andpermanentl'y connected to its load, stroke. My invention furthermore providl in the starting of the internal combustion engine combination with an internal combustion engine,

being brought about without the necessity for disapparatus for generating high fluid pressure, the 10 connecting the engine from its load. gases being delivered to the combustion chamber At the present time internal combustion en-' of the internal combustion engine while retaining gines, such as Diesel engines, are used to a certain their heat. Furthermore, my invention provides extent for driving ships, locomotives, and so forth, an improved method of starting an internal comwhere the load is relatively heavy. Where such bustion engine which comprises the steps of igl5 engines are thus employed, however, the engines niting a combustible mixture in a compressor cannot be directly and permanently connected chamber and displacing the gaseous combust o to their load, because o p ovis has been a products into the combustion chamber of the infor Starting t e engines U d o d- Where the ternal combustion engine while retaining their load is heavy, as in a case of a locomotive or a h t ship, it is not practical to transmit the power mth accompanying dra in sin which not as generated through a c e to the magnitude limiting my invention but merely for the purpose of the forces involved- Accordingly, i has been of illustrating the same, I have shown one embodinecessary to resort to electrical transmissions innt, which t Same may assume,

volving the outlay of considerable capital for the 1 is a View, principally in central t 25 electric current generating mechanism and the of combustion chamber of an engine t whi h s meter for driving the load: connected a compressor for delivering hot gases In accordance with my invetnion, I make prounder high pressure for starting the engine; I vision for starting the internal combustion en- 2 is a ti l vie through the the valve gine by generating'fiuid pressure at sufliciently controlling the intake of the compressor; 30

high pressure, so that when introduced into the Fig 3 shows dia rammatically th bi ati n combustion chamber of the internal combustion f an internal combustion engine, compressor eng the lee-d may be drivenfor delivering gaseous combustion products to the Specifically with reference to a Diesel locomoengine d a prime v r for driving the comtive, I propose to direct connect the prime mover r; t0 the Wheels without interposing n form of (115- Fig. 4 is a diagrammatic view of a control device engaging clutchconsidering the Prime for preventing excessive pressures in the mechamover cycle of operation to comprise normally the steps of (1) compression, (2) combustion, (3) Fig expansion, I provide broadly in my invention the starting of the prime mover by practicing steps (1) and (2) independently of (3) in a separate apparatus and introducing the products of combustion while under pressure into the prime mover to permit step (3), i. e. expansion, to cause the prime mover to start under load. In the fore- Fig 7 is a top plan View of a compressor going novel method step (1) may be practiced nected with a pair of cylinders of an internal comeither rotatlvely, i. e. centrifugally in an apparabustion engine; 50 tus separated from the prime mover or it may be Fig 3 is a sectional View on t line I- 111 50 'practiced by positive displacement apparatus. of i '1; Step (2) may take place in an especially provided Fig 9 is a diagrammatic view of a ti r f r chamber in the case of the centrifugal apparatus igniting the charge in the form of compressor or, on the other hand, within the displacement shown in Fig. 1;

" compressor. In each case, proper scavenging is Fig. 10 shows diagrammatically an arrange- 5 is a sectional view of a modified form of 40 compressor in which the discharge valve is mechanically operated;

Fig. 6 is a view principally in central section of a modified form of compressorin which fuel is injected and ignited previous to completion of compression stroke;

for the com the compression and-firing of rammatically the arrangement of parts for the burning of injected fuel pressor of Fig.

Fig. 12 is a diagrammatic plan view showing emb cylinder units perm driving wheels of odied in a pair of multiple anently connected to the a locomotive;

Fig. 13 is a diagrammatic perspective view of the cams controlling the inlet and discharge from Fig. 6 illustrating the inlet and discharge passages of the comp This application is ressor shown in Fig. 6.

a continuation in part of my copending applications Ser. No. 57,096, filed Sept. 18, 1925, and Ser. No. 258,541, filed Mar. 2, 1928.

The engine selected for illustration is of the Diesel type, and comprises known in the art.

.My invention relates broadly to the starting up of an internal combustion engine and must, ing of the engine.

The entire load which is driven by the internal combustion engine, such compressor cylinder independent prime mover. now be described more in ombustion from within the by. power derived from an The compressor will detail.

cable a piston 13.

The crank shaft 14 of the compressor. A fly wheel 17 on the crank shaft 14 promotes the smooth running of the compressor.

The gaseous products ofcombustion are conducted as directly as possible from the head 18 of the'compressor to the head 19 of theinternal combustion engine. These gases are at such high temperature that heat resisting alloys are preferably employed in the construction of the In order to cut of the cylinders 6 ranged at each end the head 18. In similar fashion a spring pressed valve 22 controls the discharge end of thepassageway 23. The valves 20 and 22 are-subjected to high temperature conditions'and are preferably formed of a heat resisting alloy; and these vention, be water within the cylinders. v

The introduction of fuel and the burning" of the same within the cylinder 12 is controlled jointly by the crank shaft 10 of the internal combustion engine and the crank shaft 14 of the compressor. It is within the contemplation of my invention that fuel in liquid, solid or in carbureted form may be charged into the cylinder 12. If liquid or solid fuel is injected, it may be ignited by the compressionwithin the cylinder 12. Preferably, however, the liquid or solid fuel is ignited at the time it is injected into the cylinder. In any event, the ignition of the charge of fuel should take place substantially before the displacement stroke of the piston 13 is completed. e I Y My improved compressor may be operated with carburetedifuel, Fig. 1 showing an arrangement for burning carbureted fuel, or with liquid or solid fuel, Fig. 6 showing an arrangement for burning the latter type of fuel. In Fig. 1 a conduit 30 leads from a suitable carbureter to an inlet passage 31 in the head 18; andfa valve 32 the port throughjwhich .the charge of fuel is admitted to the cylinder 12. Although a check valve i prefer to employ a mechanically actuated valve. As shown more particularly in Fig. 2, the valve 32 is pressed outwardly by a compression spring 33, acting against a washer or flange 34 on the valve 32.. During the return stroke of the piston-"13; a combustible charge is drawn into 'thecylinder 12, the valve 32'being opened to permit the admission of the charge; Duringthe displacement stroke of the piston 13, the chargeis fired'by'a spark plug or other suitable ignition device 35 projecting within the cylinder 12 adjacent its valves may, within the contemplation of .my ina may be employed at this point, I

- the reciprocation of the piston 13. rod 43 is moved to end. The firing of the charge within the cylinder 12 is timed from the crank shaft 14 by mechanism later to be described. At the end of the displacement stroke of the piston 13, the clearance space at the end of the cylinder 12 is vented to atmosphere by means of a vent valve 3'7 controlling a passageway extending longitudinally of the valve 32. The clearance space at the end of the cylinder 12 is made as small as possible to avoid the re-expansion of burned gases within the cylinder 12. The opening of the valve 3'7 discharges to atmosphere the pressure remaining within this small clearance space along the passageway within the valve 32, the stem of the valve 3'7 being fluted to permit flow of the burned gases along the same. The valve 3'7 is pressed by a spring 38 toward a seat 39 formed on the valve 32 surrounding the passageway which extends through the valve 32 as above mentioned; and the spring 38 is under compression between the washer or flange 34 and the head 39 of the stem of valve 3'7.

Valve actuating mechanism is provided for controlling the valves 32 and 3'7. The end of a lever 40 is arranged to cooperate with the head 39 so as to open the valves 32 and 3'7 at the proper time. The lever 40 is pivoted to a standard 41 on the head 18, and is connected by a link 42 to a rod 43. It will be understood that the rod 43 is disposed adjacent the cylinder 12, this rod being shown more or less diagrammatically in Fig. 1, so as to clarify the principle of operation of the mechanism. The rod 43 carries a washer 44 against which bears one end of a coil spring 45, the other end of the spring 45 bearing against a support 46. The spring 45 tends to move the rod 43 to the left so as to bring a cam roller 48 rotatably carried by the rod 43 into operative relation with a cam 49 secured to a cam shaft 50. A helical gear 51 on the shaft meshes with a helical gear 52 carried by a shaft 53. This shaft extends adjacent the crank shaft 14 and carries a helical gear 54 meshing with a helical gear 55 secured to the crank shaft 14. The helical gearing is so proportioned that the shaft 50 is driven at thesame speed as the crank shaft 14; and, therefore, the cam 49 rotates in synchronism with When the the left so that the roller 48 is in operative relation to the cam 49, the lever 40 is rocked to permit the admission of a charge of carbureted fuel to the cylinder 12. The cam 49 is so positioned on the shaft 50 that the lever 40 starts to depress the head 39 at substantially the end of the compression stroke of the piston 13. The spring 33 maintains the valve 32 closed, but the valve 3'7 is opened so as to scavenge the clearance space at the end of cylinder 12. Further movement of the link 42 causes the lever 40 to move the head 39 far enough so that the bevelled faces 5'7 engage the cup shaped'surface 58 within the upper end of the stem of the valve 32. This prevents the flow of gases through the passage- .way in the valve 32; and simultaneously the valve 32 starts to open. Carbureted fuel accordingly enters. the cylinder stroke of the piston 13. Near the end of this stroke the cam 49moves out from beneath the roller 48; and the lever 40 is rocked so as to close both the valve 32 and the valve 3'7. The direction of movement of the piston 13 is now reversed and compression of the charge followed by ignition of the same takes place.

The delivery of carbureted fuel to the cylinder 12 should be interrupted during the return stroke I have provided the shaft "73 so that the lever 12 during the downward.

of the piston 8 so that no discharge of pressure fluid shall take place into the cylinder 6 during the movement of the piston 8 toward the head 19. a cam controlling mechanism which moves the roller 48 out of operative relation during this stroke of thepiston 8. The rod 43 carries onthe other end from the roller 48 a roller 60 which is caused to ride against the surface of a cam 61 by the spring 45. The cam 61 is secured to a shaft 62 carrying a helical gear 63. This gear meshes with a helical gear 64 on a shaft 65 driven through gearing 66 from the crank shaft 10 of the internal combustion engine. The gearing 63, 64 and 66 is so proportioned that 62 is rotated at the same angular rate as the crank shaft 10. Accordingly, the cam 61 is rotated in synchronism with the reciprocation of the piston 8. During the upward stroke of the piston 8 the roller 60 is riding on the high portion of the cam 61, and the roller 48 is moved to the right so as not to be in contact with the cam 49. Accordingly, the inlet valve 32 remains seated, and no carbureted fuel is admitted to the cylin der 12. Since the clearance space at the end of cylinder 12 is the smallest poss'ble, it is undesirable to reciprocate the piston 13 without relieving this clearance space, as otherwise the number of compressions would be too high for safety. Accordingly, I provide a cam bracket 68 mounted on a support extending from the cylinder block in such position as to lift .the rod 42 and depress the valve 3'7 off its seat, when the cam 61 is in the position shown in Fig. 1. The bracket 68 is provided with a cam surface 69 onto which the roller 48 may roll when the rod 43 is pushed to the right by the cam 61.

In order that the valve 37 may be manually lifted off its seat to relieve the end of the compressor cylinder, either when the compressor is being started or at some other time when it is desirable to prevent excessive pressure, I provide a lever '70 connected by a link '71 with the link 42. An eye '72 on the end of the link '71 surrounds the link 42, so as'not to interfere with reciprocation of the link 42. A ratchet segment '73 is provided for holding the lever '70 in position for disengaging the cam roller 48 from the cam 49. During normal operation of the valve 32, a link '74 holds the ratchet '75 away from the segment '70 is free to oscillate as the cam 61 moves the rod 43 back and forth. During the stroke of the piston 8 away from the head 19, the roller 60 is riding on the low surface of the cam 61, that fuel is delivered to the cylinder 12 to be ignited and displaced therefrom into the cylinder 6. It will be noted, therefore, that the compressor is controlled so that displacement of gaseous combustion products takes place from the cylinder 12 into the cylinder 6 only so long as the piston 8 is'being forced away from the head 19 of the engine.

The ignition of the fuel takes place substantially before the displacement stroke of the piston is completed. I have found that a suitable time for the ignition of the charge being compressed in the cylinder 12 is when the crank is moving toward dead center and is approximately 45 away from dead'center. I have shown in Fig. 9 one form of a timing device which may be employed for igniting the charge of fuel. It will be understood, however, that this showing is merely conventional and that various types of timers are well'known, and that accordingly any suitable into the position shown in Fig. 1.

high part of the cam 61.

may be substituted for the one around an iron core 7'8. The secondary winding consists of a large wire wound over the A condenser 84 is provided to prevent arcing at the contacts 81.

As shown in Fig. 9, the'cam 83 is in the position which corresponds to the position of the piston 13 shown in Fig. 1. Since the cam is rotated in a counter-clockwise direction, it will be apparent that the contacts 81 will open to break the circuit through the primary winding at about the time the crank shaft 14 is 45 from the dead center position shown in Fig. 1; and accordingly, the take place approximately at the time the crank is 45 from dead the spark plug when the roller 60 is on the This device comprises a bracket 85 secured to the rod 43.

tact 86 when the rod 43 is moved to the right It is apparent,

tionsof a charge in the compressor may take q sw. I I

In Fig. 5 I have shown pressor m which the discharge valve is mechaninumber of turns of fine.

' air may be controlled by an guided by an upright 9'7 on the head 18- is actuated by the rod 97. so as to move the stem 98 of a valve 98 toward and fromits seat 21. A set of springs 99 is housed within a. casing 99, these piston 13.

The cam 96 is so shaped and so positioned on the shaft 50 that the lever 97 the valve 98 nection '72 to the bell-crank lever 70. the lost motion connection'thus provided, the lever 70** may be released and kept in released position.

103 (see Figs. 11 and 14).

ton 101, sion stroke of the piston.

The discharge outlet 104 is connected through connected to its load.

The operating cycle of the explosive compressor is as follows:- e crank shaft 102 ,is rotated by are not shown in the drawings. As the piston 101 starts downwardly, scavenging and supercharging air under pressure enter vents discharge from the the cylinder 100 by way of the intake the inlet valve.

When the piston is in its lowermost position, the scavenging portsl05, which open through the cylinder walls, are uncovered by the piston so that any burned gases from previous combustion are in this way cleared from the cylinder. As the piston rises on its compression stroke, these ports are closed, the air pressure above the piston quickly rising above that of the scavenging and supercharging air pressure so that the inlet valve closes. The discharge valve, which maybe of the type shown in Fig. 1, but preferably of the mechanically operated type shown in Fig. '5, precylinder 100.during the compression of the combustion supporting medium. I

At the proper instant in the compression stroke of the piston 101, after the heat of compression in the cylinder becomes sufficient to ignite a fuel, fuel is injected into piston. Preferably, -the injection is timed to take place at such an interval prior to the completion of the up stroke of the piston 101 that the crank shaft 102 is at an angle of from the dead center position shown in Fig. 6. The fuel ignites due to heat of compression or, in the case of some fuels, may be fired by some hot bulb or sparking device of which a. variety of types are well known. Due to this ignition, the pressure of the resultant gases of combustion rises. At the same time the piston is moving on its compression stroke, thus augmenting the pressure generated by the burning of the fuel. let valve opens and the burned gases, together with the still burning-fuel and the air remaining in the cylinder, are expelled from the cylinder as the piston completes its upward stroke.

In order to control the timing of the fuel injection, I provide regulating mechanism as shown in Fig. 6. From the pump 107 leads a fuel sup- 103 past ply pipe 108. When the bleeder 110 isunscrewed,

oil is permitted to make its way passage 111 should the pump 107 be operated. When starting, the pump 107 is operated manually to free the oil pipe 108 ofair. The bleeder 110 is then screwed down to prevent charge of oil by way of passage 111, the oil thereafter passing down through the conduit 112. A valve 113 controls the admission of fuel to the cylinder 100, this valve being provided with a fluted stem 114 which carries a closing spring 115.

When the fuel oil is delivered into the cylinder 100, the pump 107 drives the oil under pressure through the pipe 108 and along the flutes of the valve stem 114 within the conduit or passageway, the valve 113 being finally moved off .its seat against action of the closing spring 115 and against the compression pressure entering the diffusing holes 116 from the cylinder. It is to be borne in mind inder during the up or compression stroke of the piston 101. Upon cessation of adequate pressure in the pipe 108 to open the valve 113, the valve is closed by this spring.

For operation of the fuel pump 107, I-provide a gear 118 rotating with the crank shaft 102 which drives the piston 101. The gear 118 drives a helical gear 119 mounted on a shaft 120 which also carries a similar gear 121. A gear 121 drives a gear 122 meshing with a gear 123, which latter gear drives a rotat ng pin 124. Connecting rod 125 attached to the pin 124 carries a roller 126 which is caused to reciprocate vertically by out of the bleeder the cylinder 100 above the any further dis- 'is in the positionshown in that fuel is fed into the cyl- .space 136 until such time reason of a link 127 connected at one end to the roller and pivoted at its other end to a support 128. Rotation of the crank shaft l02, therefore, not only causes reciprocation of the piston 101 but also reciprocates the roller 126.

The oil pump is of the plunger type and its plunger 129 is caused to move upwardly by a spring 130. The upper end of the plunger is provided with a cap 131 adapted to engage an uplimit stop 132. The pump suction valve 133 cooperates with the inlet to the pump chamber and. the check valves 134 control discharge from the pump chamber.

On the upward stroke of the pump plunger 129, oil-from a supply tank is drawn through pipe 135 into the space 136 within the pump, and past the suction valve 133 into the plunger space 137 of the pump. On plunger under the action of the pin 124, rod 125 and. roller 126, fuel will be discharged from the delivery space 137 past the valves 134 into the fuel pipe 108.

The commencement of the down stroke of the pump plunger 129 is of the explosive compressor piston 101 in its cylinder on its up stroke. The timing-of fuel ignition about to be described, is accomplished by means of earn 141 attached in any-desired position on the same shaft 'as gear 122. The gear 123 is placed in mesh lation as to insure that the plunger 129 moves on its displacement stroke as a length of time as fuel injection is desired. The specific timing of injection of the fuel into the cylinder 100 is brought about as followsz-The timing cam 141 is driven in a clockwise direction by the gear 122. A cam follower 142 attached to one arm of a bell-crank 143 cooperates with the cam 141. A rigid connecting rod 144 is attached to the other arm of the bellcrank lever 143 and pivotally connected to this rod is a lever145 fulcrumed at 146. A push rod 147 is (with the parts as shown in Fig. 6) held incontact with the lever 145 by a spring 148, the push rod extending into the space 136 of the oil pump in such position as to contact with the pump suction valve 133 above referred to. K When fuel delivery through pipe 108 takes place, the upper end of the rod 147 is just shortof contact with the suction valve 133. Y

Again referring to the timing cam 141, it will be seen that when the follower 142 engages the recessed portion of the cam, the rod 145 will have moved (if necessary, along the slot to position to permit the spring 148 to move the push rod 147 away from the valve stem to permit the pump plunger 129, which is moving downwardly, to close this valve and discharge fuel oil through the check valves 134 into the compressor cylinder 100. On the other hand, when the plunger 129 the drawings with the cam follower 142 in the position shown, the suction valve 133 will be held open so that a downward .movement of the oil pump plunger at that time will merely force fuel past the valve 133 into the is released by the push rod 147. Specific timing, therefore, of fuel injection past the injection valve with respect to the movement of compressor piston 101 is afforded by the cam 141, follower 142 and associated mechanism. While the instant of injection of the fuel into the cylinder the downward stroke of the with gear 122 in such re-v described during such as the'suction valve 133 determined by the position 100 on the explosive compressor may be varied as desired, fuel injection commences, as shown in I'l 6, approximately at mid-compression stroke of the compressor piston 101, at which time the cam 141 is turned so that the point 151 of the depression therein is under the follower 142 which corresponds to the fuel pump actuating of the fuel already described.

The timing mechanism already described pro-' vides for injection at the proper time of fuel into the cylinder on the compression stroke of the In Figs. 7 which The water jacketed cylinders 6 and 6 nected by water cooled passages and 160' to the compressor cylinder 12. Valve mechanism for controlling the supply of fuel to the cylinder tion into the cylinder 6*.

'It will be understood that since two mecha nisms 164 are provided, two cams 96 and 96 must be provided on the shaft 50. These cams same side of the shaft 50. It will be unthat the pistons in the two cylinders 6 from the derstood are con- I it shown in Fig. 13, be arranged to project is ineffective to open the Since the cylinder 6 01' cylinder 6*, there is no need for rendering the inlet valve inoperative as in the form shown in Fig. 1. Accordingly, the cam 49 cooperates with the roller 48 to open and close the inlet valve on the downward and upward strokes of the piston in the cylinder 12*.

Although I have shown diagrammatically an arrangement for. starting up a two-cylinder indrive the second set of wheels. With each of the Diesel engine units cooperates an explosive comcompressors 216. The levers 70 (or 70, as the case may be) are next released so that fuel is admitted to the cylinders of the explosive compressor. The prime movers 216 drive the crank shafts of the explosive compressors so as to displace the products of combustion successively into the cylinders of the Diesel engine unit. Due to thehigh pressure of the gaseous products of comto start the locomotive.

When the locomotive has attained sufficient speed, as for instance, 6 to /5 of maximum speed, the explosive compressors are shut off, and the Diesel, which is already in a running condition due to the high temperature of the gases-used to start the same, is started functioning on its own cycle.

It will be apparent that I have provided an improved arrangement for connecting an internal combustion engine directly and permanently to its load. As an important feature in solving the problem of starting up such an engine, I have crating high fluid pressure in which the pressure generated by burning fuel in a combustion supporting medium is not dissipated but is fullyap plied to the piston or pistons of the internal combustion engine to start the same under load. It will, furthermore, be apparent that in'accordance with my improved method of startingan internal combustion engine, 'a charge of fuel, together with a combustion supporting medium, are mixed and burned in one cylinder and are thereupon transferred by power derived from an outside source to the cylinder of the internal combustion engine to there perform usefulwork.

My invention has the distinct advantage that, as shown in Fig. 12, the wheels of a locomotive may be directly and permanently connected to one or more Diesel engines. My invention pro: vides for starting up the Diesel engine or engines thus connected, and then changing over to the regular Diesel cycle when the locomotive has attained sufiicient speed; It is noteworthy that the Diesel engine which is started in this manner is already in a running condition when it is started functioning on its owncycle, since the gases which are supplied by my improved explosive compressor to the Diesel engine are at a high temperature and heat the walls of the cylinders of the Diesel engine.

While I have illustrated and described several specific forms of explosive compressor and several arrangements for connecting one or more explosive compressors with a cylinder or cylinders of an' internal combustio'nengine, it will be'understood that the invention is not restricted to the particular constructions and arrangements shown, but may be variously modified within the contemplation of the invention and under the scope of the following claims.

I claim: a

"1. In combination, an internal combustion engine permanently connected to its load, and means for supplying gaseous combustion prod? ucts at high temperature and under high pressure to said engine to start the same under its load comprising a combustionv chamber, a displacement member reciprocable in said chamber, means for supplying fuel and medium capable of supportingcombustion to said chamber, means for delivering gaseous products of combustion 'directly from said chamber to said internal combustion engine, and a prime mover for moving said displacement member against the pressure generated by such combustion in said combustion chamber to expel the gaseous products of combustion under such generated pressure.

2. A motor comprising in combination a cylinder and piston, and apparatus for supp ying actuating fluid to the same comprising a combus tion cylinder, means for supplying a combustion supporting medium to said combustion cylinder, a piston reciprocable in said combustion cylinder, means for injecting fuel for combustion in said medium, means for conducting the gaseous prodprime mover devised an improved method of gen-- inder,

'a combustion chamber,

.tion chamber, means ucts of combustion directly from said combustion cylinder to the first-mentioned cylinder and a for moving said second-mentioned piston against the pressure generated by such combustion in said combustion cylinder to expel the gaseous products of combustion under such generated pressure from the combustion cylinder into the first-mentioned cylinder.

3. In combination, an internal combustion engine, and an explosive compressor for supplying gaseous products of combustion to said engine under high pressure to start the same, said explosive compressor comprising a combustion cylinder, means for supplying a charge of medium capable of supporting combustion and fuel to said cylinder and for burning and substantially completely displacing said charge from said cylsaid means comprising a piston reciprocable within said cylinder with minimum clearance space at the-end of the displacement stroke, and

means for actuating said piston, said actuating generated by such combustion to displace substantially all the gaseous products of combustion from the compressor cylinder.

A. In a locomotive, a driving wheel for engaging the track, an internal combustion engine for furnishing power to the driving wheel, and means for supplying fluid at high temperature and under high "pressure to the internal combustion engine to start the locomotive comprising means for supplying fuel and medium capable of supporting combustion to said chamber, a displacement member reciprocable within said chamber, means for conducting the gaseous products of combustion directly from said combustion chamber to the internal combustion engine, and a prime mover for reciprocating said displacement sure generated by such combustion in said combustion chamber.

5. In combination, in a locomotive, a driving wheel, an internal combustion engine permanently connected to said wheel to drive the same, and an explosive compressor discharging directly into said internal combustion engine forsupplying pressure fluid thereto to start the locomotive, said explosive compressor comprising a comfor supplying fuel and medium capable of supporting combustion to said combustion chamber, a displacement member reciprocable in said combustion chamber, means for conducting gaseous products of' combustion directly from said combustion chamber t9 said internal combustion engine and a prime mover for actuating said displacement member against the pressure generated by such combustion to expel the gaseous products of combustion underthe gaseous products of combustion from said combustion cylinder into said internal-combustion engine, said last mentioned means includmemberagainst the presing a piston reciprocable within said cylinder by a displacement member re procable in said comsaid prime mover against the pressure of combustion chamber, means for delivering gaseous bustion.

7. Apparatus for generating high fluid presber to said engine, valve mechanism controlling sure comprising a combustion cylinder, means such discharge, a prime mover for moving said for charging said cylinder with fuel and medium displacement member against the pressure gencombustion, valve mechanism for controlling the n t m d r at n t t r ip ati n or said discharge of said gaseous products of combustion P a from the cylinder, and timing mea for cans- 1 13. In combination, an internal combustion ening said valve mechanism and firing means to gine having a combustion Chamber and a P be operated on the compressing stroke of said reciprocable therein, means for burning a mixpiston, v 4 v ture of fuel and a combustion supporting medium 9. 'A motor comprising in combination a cylinand pp y the gaseous P odu ts of Combusder and piston, and ea f r supplying ttion to said chamber for starting said engine,

ing fluid to the same comprising a combustion Said Starting m s m r s ng mechanism for cylinder, means for supplying medium capable Pumping a d Pr d o Combustion into Said of supporting combustion to said combustion ham a motor for a tuatm said pumpin cylinder, a piston reciprocable in said combustion mechanism, and means for Controlling d S a tcylinder, means for injecting fuel for combusmg means so as to interrupt the suppl f P tion in i e i means for conducting prod nets of combustion to said chamber during moveucts oi combustion directly from said combustion ,ment of said piston in said chamber n n dicylinder to the first mentioned cylinder, actuarectionting means for saidsecond mentioned piston driv- In combinatloni an Internal combustion en independently of the power generated by such gine having a combustion chamber and a p st n combustion within said combustion cylinder, and reciprocable therein, an or burning a mixtiming means for causing ignition of said mixture ture of fuel and a combustion Supporting during the compressing stroke of its respective dium and Supplying the llS products 0f 00mpiston and for causing displacement of gaseous bustion to said chamber for Starting id engine, combustion products from the combustion cylin-' Said ar g means Comprising a -d v n der during the latter part of such compressing pump for pumping said products of combustion stroke. into said chamber, and means controlled by the 10. In combination, an internal combustion enreciprocation of the piston of said engine for in- E1118 and means f Starting the Same Comprising terrupting the burning of the fuel during movea combustion cylinder ectly conn ct d t h merit of, said piston in said chamber in one diinternal combustion engine to supply fluid theremotion to under high pressure and Without Substantial 15. In combination, an internal combustion enloss of heat means for supplying fuel and gine having a plurality of combustion chambers dium capable of supporting combustion to said and pistons reciprocable therein, means for burning a mixture of fuel and a combustion supportciprocable in said combustion cylinder, actuating ing medium forrstarting said engine said start 'said products ofscombustion into said chambers,

said mixture and the discharge of the. gaseous motor for actuatipg saifi pumping mechanism products of combustion from said cylinderso as and means contmnmg said stalitmg means t cause said piston t displace Said combusto supply products of combustion to an engine ing means comprising mechanism for pumping t gases during a portion of the compressing chamber only during movement of its respective stroke and under the pressure generated by such ,piston away from the head end thereon. combustion. 16. In combination, an internal combustion en- 11. In combination, an internal combustion engineha-Ving a plurality 0f o bu t on c ambers gine permanently connected to its load, and and p s ns p a c t er i and starting means for supplying gaseous combustion prodm ans f sa d engine mp n a mot r, a reucts at high temperature and under high presc p ca D mp driven thereby, means for UP- sure to said engine to start the same under its plying to the pumping chamber of said pump a load comprising a combustion chamber, means combustion supporting medium and fuel and for supplying fuel and medium capable of supburning the mixture during the omp ssion porting combustion to said combustion chamber, stroke of said pump, means for conducting the gaseous products of combustion from said pumping chamber to the combustion chambers of said engine, and means for controlling the delivery of combustion products to each chamber in timed relation to the reciprocation of the respective pis ton therein,

17. In combination, an internal combustion engine having a combustion chamber and a piston reciprocable therein, and means for supplying hot gaseous combustion products to the combustion chamber thereof under pressure for starting said engine, said means comprising a chamber for burning a mixture of a combustion supporting medium and fuel, a displacing member reciprocable in said last mentioned chamber and power driven means for actuating said displacing member to pump the hot gaseous combustion products into the combustion chamber of said engine, a valve for controlling such supplying of gaseous combustion products to said engine combustion chamber, and timing means for timing the actuation of said valve in synchronism with the reciprocation of said piston.

18. In combination, an internal combustion engine having a plurality of combustion chambers and pistons reciprocable therein, and means for supplying hot gaseous combustion products to said chambers under pressure for starting said engine, said means comprising a chamber for burning a mixture of a combustion supporting medium and fuel, a displacing member reciprocable in said last mentioned chamber and power driven means for actuating said displacing member to pump the hot gaseous combustion products into the combustion chambers of said engine, means for conducting said combustion products from said pumping chamber to the combustion chambers of saidengine, valves forcontrolling said conducting means, and timing means for timing the actuation of said valves in synchronism with the reciprocations of the respective pistons. 4

FREDERICK F. MURRAY.

CERTIFICATE or CORRECTION. Patent No. 1,995,320. March 26, 1935.

FREDERICK F. MURRAY.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 4, second column, line 46, for l1 and 14" read and 11; and line 48, for "and 11" read l1 and 14; and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 28th day of May, A. D. 1935.

Leslie Frazer (Seal) Acting Commissioner of Patents.

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