Detailed Description Of The Preferred Embodiments

With reference to Fig.1, an engine block 21 (shown in phantom) having two banks of cylinders with each bank including cylinders 20 having pistons 22 which reciprocate in them in a conventional manner (only one of which is shown in phantom). While the illustrated engine is a V-8 engine, it will be apparent that the present invention is applicable to an engine having any number of pistons and cylinders with the V-8 engine being utilised for illustration purposes only. A compressed gas tank 23 is provided to store a compressed gas at high pressure. It may also be desirable to include a small electric or gas compressor to provide compressed gas to supplement the compressed gas held in the tank 23. In a preferred embodiment, the compressed gas is air which can be obtained from any suitable source.

2010 Ford Focus Header Location

A line 25 transports the gas withdrawn from the tank 23 when a conventional shut-off valve 27 is open. In addition, a solenoid valve 29 preferably operated by a suitable key-operated engine switch (not shown) is also placed in the line 25. In normal operation, the valve 27 is maintained open at all times with the solenoid valve 29 operating as a selective shut off valve to start and stop the engine 21.

A suitable regulating valve 31 is arranged downstream of the solenoid valve 29 and is connected by a linkage 33 to a throttle linkage 35 which is operator-actuated by any suitable apparatus such as a foot pedal (not shown). The line 25 enters an end of a distributor 33 and is connected to an end of a pipe 35 which is closed at the other end. A plurality of holes, which are equal to the number of cylinders in the engine 21, are provided on either side of the pipe 35 along the length of the pipe 35.

When the present invention is used to adapt a conventional internal combustion engine for operation on compressed gas, an adaptor plate 36 is provided to support the distributor 33 in spaced relation from the usual intake opening in the intake manifold of the engine after a conventional carburettor has been removed. In this way, air is permitted to enter the internal combustion engine through the usual passageways and to be admitted to the cylinders through suitable intake valves (not shown). The adaptor plate 36 is attached to the engine block 21 and the distributor 33 by any suitable apparatus, e.g., bolts.

Each of the holes in the pipe 35 is connected in fluid-tight manner to a single line 37. Each line 37 carries the compressed gas to a single cylinder 20. In a preferred embodiment, each of the lines 37 is 1/2 inch high pressure plastic tubing attached through suitable connectors to the distributor 33 and the pipe 35. Each of the lines 37 is connected to a valve 39 which is secured in an opening provided near the top of each of the cylinders 20. In the case of a conversion of a standard internal combustion engine, the valves 39 can be conveniently screwed into a tapped hole in the cylinder 20 typically provided for a spark plug of the internal combustion engine. In a preferred embodiment, the valves 39 are solenoid actuated valves in order to provide a fast and reliable opening and closing of the valves 39.

Each of the valves 39 is energised by a valve actuator 41 through one of a plurality of wires 43. The valve actuator 41 is driven by a shaft of the engine similar to the drive for a conventional distributor of an internal combustion engine. That is, a shaft 55 of the valve actuator 41 is driven in synchronism with the engine 21 at one half the speed of the engine 21.

A first embodiment of the valve actuator 41 (Fig.2 and Fig.3), receives electrical power through a wire 45 which is energised in a suitable manner by a battery, and a coil if necessary (not shown) as is conventional in an internal combustion engine. The wire 45 is attached to a central post 47 by a nut 49. The post 47 is connected to a conducting plate 51 arranged in a housing 53 for the valve actuator 41. Within the housing 53, the shaft 55 has an insulating element 57 secured to an end of the shaft 55 and rotates with it when the shaft 55 is driven by the engine 21. A first end of a flexible contact 59 is continuously biased against the conducting plate 51 to receive electricity from the battery or other suitable source. The other end of the contact 59 is connected to a conducting sleeve 60 which is in constant contact with a spring biased contact 61 which is arranged within the sleeve 60. The contact 61 is pressed by a spring 63 which pushes contact 61 towards a side wall of the housing 53.

With reference to Fig.3, a plurality of contacts 65 are spaced from one another and are arranged around the periphery of the housing 53 at the same level as the spring biased contact 61. Each contact 65 is electrically connected to a post 67 which extends outside of the housing 53. The number of contacts 65 is equal to the number of cylinders in the engine 21. One of the wires 43, which actuate the valves 39, is secured to each of the posts 67.

In operation, as the shaft 55 rotates in synchronism with the engine 21, the insulating element 57 rotates and electricity is ultimately delivered to successive pairs of the contacts 65 and wires 43 through the spring loaded contact 61 and the flexible contact 59. In this way, each of the electrical valves 39 is activated and opened in the proper timed sequence to admit compressed gas to each of the cylinders 20 to drive the pistons 22 on a downward stroke.

The embodiment illustrated in Fig.2 and Fig.3 is effective in causing each of the valves 39 to remain open for a long enough period of time to admit sufficient compressed gas to each of the cylinders 20 of the engine 21 to drive the engine 21. The length of each of the contacts 65 around the periphery of the housing 53 is sufficient to permit the speed of the engine to be increased when desired by the operator by moving the throttle linkage 35 which actuates the linkage 33 to further open the regulating valve 31 to admit more compressed gas from the tank 23 to the distributor 33. However, it has been found that the amount of air admitted by the valves 39 when using the first embodiment of the valve actuator 41 (Fig.2 and Fig.3) is substantially more than required to operate the engine 21 at an idling speed. Therefore, it may be desirable to provide a valve actuator 41 which is capable of varying the duration of each engine cycle over which the solenoid valves 39 are actuated, i.e., remain open to admit compressed gas, as the speed of the engine 21 is varied.

m 55

A second embodiment of a valve actuator 41 which is capable of varying the duration of each engine cycle over which each of the valves 39 remains open to admit compressed gas to the cylinders 20 dependent upon the speed of the engine 21 will be described with reference to Fig.4 and Fig.5 wherein members corresponding to those of Fig.2 and Fig.3 bear like reference numbers. The wire 45 from the electricity source is attached to the post 47 by the nut 49. The post 47 has a annular contact ring 69 electrically connected to an end of the post 47 and arranged within the housing 53. The shaft 55 rotates at one half the speed of the engine as in the embodiment of Fig.2 and Fig.3.

Getting Started With Solar

Getting Started With Solar

Do we really want the one thing that gives us its resources unconditionally to suffer even more than it is suffering now? Nature, is a part of our being from the earliest human days. We respect Nature and it gives us its bounty, but in the recent past greedy money hungry corporations have made us all so destructive, so wasteful.

Get My Free Ebook


Post a comment