In this way, when the speed of the engine 21 drops
below the predetermined level as sensed by the sensor
151 (which predetermined level is insufficient to drive
the compressor 109 at a speed sufficient to generate the
500-600 pounds of pressure which is preferably in the
tank 23). the solenoid actuator 155 is energized to slide
the gears 143,141 axially along the splined shaft 140 so
that the second, larger gear 143 engages the fourth,
smaller geai 157 to drive the pulley 129 and hence the
compressor 109 at a higher rate of speed to generate the
desired pressure. When the speed of the engine in-
creases above the predetermined level, in a preferred
embodiment approximately 1500 rpm. the solenoid ac-
tuator 155 is deactivated by the sensor 151 thereby
moving the gears 143 and 141 to the left as seen in FIG. 1
8 such that the first gear 141 re-engages with the third
gear 145 to effectuate a 1 to 1 ratio between the output
shaft 139 of the engine 21 and the pulley 129.
The other bank of the V-8 engine has its exhaust ports
arranged with adapter plates 103 similar to those on the
first bank. However, the exhaust from this bank of the
engine 21 is not collected and circulated through the
compressor 109. In a preferred embodiment, a portion
of the exhaust is collected in a line 159 and fed to an
enlarged chamber 161. A second fluid is fed through a
Sine 163 into the chamber 161 to be cooled by the cool
exhaust emmanating from the engine 21 in the line 159.
The second fluid in the line 163 may be either transmis-
sion fluid contained in a transmission associated with
the engine 21 or a portion of the oil used to lubricate the
engine 21. A second portion of the exhaust from the
second bank of the V-8 engine is removed from the line
-159 in a line 165 and used as a working fluid in an air
conditioning system or for any other suitable use.
It should be noted that the particular arrangement
utilized for collecting and distributing the gas exhausted
from the engine 21 would be determined by the use for
which the engine is employed. In other words, it may be
advantageous to rearrange the exhaust tubing such that
a larger or smaller percentage of the exhaust is routed
through the compressor 109. It should also be noted
thai since the exhaust lines 105 arc plastic tubing, a
rearrangement of the lines for a different purpose is
both simple and inexpensive.
In operation of the engine of the present invention.
the engine 21 is started by energizing the solenoid valve
29 and any suitable starting device (not shown), e.g., a
conventional electric starter as used on an internal com-
bustion engine. Compressed gas from the full tank 23
flows through the line 25 and a variable amount of the
compressed gas is admitted to the distributor 33 by
controlling the regulator valve 31 through the linkage
33 and the operator actuated throttle linkage 35. The
compressed gas is distributed to each of the lines 37
which lead to the individual cylinders 20. The com-
pressed gas is admitted to each of the cylinders 20 in
limed relationship to the position of the pistons within
the cylinders by opening the valves 39 with the valve
actuator 41.
When it is desired to increase the speed of the engine,
the operator moves the throttle linkage 35 which simul-
taneously admits a larger quantity of compressed gas to
the distributor 33 from the tank 23 by further opening
the regulator valve 31. The timing of the valve actuator
41 is also advanced through the linkage 104. Still fur-
thcr, as the speed of the engine 21 increases, the effec-
tive length of the rotating contact 83 (FIG. 4) or 95
(FIG. 6) increases thereby electrically contacting a
wider portion of one of the stationary radial contacts 85
to cause each of the valves 39 to remain open for a
longer period of each engine cycle to admit a larger
quantity of compressed gas 10 each of the cylinders 20.
As can be seen. the combination of the regulating
valve 31, the mechanical advance 104. and the valve
actjator 41, combine to produce a compressed gas cn-
gil-e which is quickly and efficiently adaptable to vari-
ous operating speeds. However, all three of the controls
need not be employed simultaneously. For example, the
mechanical advance 104 could be utilized without the
benefit of one of the varying valve actuators 41 but the
high speed operation of the engine may not be as effi-
cient. By increasing the duration of each engine cycle
over which each of the valves 39 remains open to admit
compressed gas to each of the cylinders 20 as the speed
increases, conservation of compressed gas during low
speed operation and efficient high speed operation are
both possible.
After the compressed gas admitted to the cylinder 20
lias forced the piston 22 downwardly within the cylin-
der to drive the shaft 139 of the engine, the piston 22
moves upwardly within the cylinder 20 and forces the
expanded gas out through a suitable exhaust valve (not
shown) through the adapter plate 103 (if employed) and
into the exhaust line 105. The cool exhaust can then be
collected in any suitable arrangement to be compressed
and returned to the tank 23 or used for any desired
purpose including use as a working fluid in an air condi-
tioning system or as a coolant for oil.
When using the apparatus and method of the present
invention to adapt a ordinary internal combustion en-
gine for operation with compressed gas it can be seen
that considerable savings in weight are achieved. For
example, the ordinary cooling system including a radia-
tor, fan, hoses, etc. can be eliminated since the com-
pressed gas is cooled as it expands in the cylinder. In
addition, there are no explosions within the cylinder to
generate heat. Further reductions in weight are ob-
tained by employing plastic tubing for the lines which
carry the compressed gas between the distributor and
the cylinders and for the exhaust lines. Once again,
heavy tubing is not required since there is little or no
heat generated by the engine of the present invention.
In addition, the noise generated by an engine according
to the present invention is considerably less than that
generated by an ordinary internal combustion engine
since there are no explosions taking place within the
cylinders.
The principles of preferred embodiments of the pres-
ent invention have been described in the foregoing spec-
ification. However, the invention which is Intended to
be protected is not to be construed as limited to the
particular embodiments disclosed. The embodiments
are to be regarded as illustrative rather than restrictive.
Variation.. and changes may be made by others without
departing from the spirit of the invention. Accordingly,
it is expressly intended that all such variations and
changes which fall within the spirit and the scope of the
present invention as defined in the appended claims be
embraced thereby.
What is claimed is:
1. An apparatus for operating an engine having at
least one cylinder and a reciprocating piston therein
comprising:
a source of compressed gas;