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Патент USA US2134742

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w. F. STANTON,
SUPERCHARGVER FòR GAS ENGINES
Filed June 29, 1932
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Nay. ` 1, '1938.`
W. F. STANTON
« 2,134,742
SUPERGHARGER FOR GAS ENGINES
Filed June‘29, 1932
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4 Sheets-Sheet 2
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Nov. 1, 1938.
w. F. STANTON
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2,134,742 l
SUPERCHARGER FOR GAS ENGINES
Filed June 29, 1932
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4 Sheets-Sheet 3
Nov. 1, 1938.
w. F’. STANTON
2,134,742'
SUPERCHARGER FOR GAS ENGINES
Filed June 29, 193?.
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2,134,142
Patented' Nov. 1, 1938
UNITED STATES PATENT OFFICE
SUPERCHARGER Foa cAs Etronics
Warren F. Stanton, Pawtucket, R. I.; Gladys Perry
Stanton administratrix of said Warren F. Stan
ton, deceased
Application June 29, 1932, Serial No. 620,021
19 Claims. (iCl. 12S-»119)
An object of my invention is to provide a super
charger for gas engines which, besides being ad
vantageous in other respects, will be especially
suited for automobile engines, in that engine and
transmission will be safeguarded from abuse in
the operation of the supercharger; will deliver
measured quantities of air to the engine from
the lowest to the highest engine speed; will be
of high eñiciency especially when thrcttled; and
which may have characteristics of construc
tion in regard to Weight and overall dimensions
especially ñtting it for use in an automobile.
Other objects and advantages of my invention
may be understood by those skilled in the art
when embodiments of my invention hereinafter
set forth in detail are understood.
In the drawings-
.
Fig. l is a side elevation of enough of the power
plant of an _automobile to illustrate an embodi
ment of my invention applied thereto;
Fig. 2 is an end elevation (looking inthe direc
tion of the arrow in Fig. 4) with parts in sec
tion of what I regard as the best type and con
struction of air-pump :for a supercharger;
Fig. 3 is a top plan view of such pump with
25
parts in section;
'
Fig. 4 is a vertical longitudinal section to such
vpump taken substantially on line t-d of Fig. 2;
Fig. 5 is a vertical section on the line 5--5 of
30 Fig. 4;
-
Fig. 6 is a detail view of the pump valve con
" ironing device taken substantiauy on line c-c of
Fig. 5;
Fig. 7 is a front view of Fig. 6 with the speed
35 governor t0 and its parts removed.
Fig. 8 isa detail view of a vacuum device for
controlling the amount of supercharge;
Fig. 9 is a view of _a fuel pump controlled by
the supercharger and which may be used; and
Fig. l0 is a graph showing acharacteristic
40
curve which forms the basis for the desired ac
tion of the supercharger.
My invention consists in that which is de
scribed by or included within the scope of the
45
appended claims.
In producing the embodiment of my invention
shown in the drawings and designing the mecha
nism, I have taken into account the fact that
,all automobile inventions have speed ranges in
which they are especially sensitive to detona
tion or such speed ranges, say from 450 to 1200
revolutions per minute, and I have provided a
suitable degree of -supercharge for each speed
condition. This is exemplified by the graph
shown in Fig. 10 which gives the factors of per
cent of supercharge and revolutions per minute
and which shows the amount of charge increase
at the extremely low speed over the intermediate
low speeds and increase from low intermediate
00 speed to the highest desirable in the case of a
particular engine and then rapid decrease as the
engine passes the safe or desired maximum
speed. It is possible with my invention to secure
the maximum or highest output and ‘eñiciency
from a given engine with freedom from linjuries
or destruction by abuse by the driver in the use
of the supercharger. To illustrate this, it may
be explained that with a variable speed trans
mission that includes say four speeds it is desir
able only on the fourth gear speed and to a
limited degree on the third gear speed that the
full power of the engine be developed by the use
vof the supercharger. Thus on the reverse and
first or second speeds the transmission drive shaft
and other parts involved are not subjected to 15
excessive and dangerous stresses.
Referring to Fig. l, it will be seen that the
supercharger pump i0, which is shown in de
tail in Figs 2_5, is mounted forward of the engine
l0 and immediately forward of the radiator Ill at
the lower half thereof, and which is a false front
i3 which reaches over and covers said pump.
This location of the pump has such advantages `
as to make use of what is otherwise wasted or not
utilized space, assures mam'mnm cooling without 25
impairing the eñ'iciency of the radiator by
shrouding or covering, it enables a simple drive
connection with the engine, which is by means
of a shaft i0 with two universal joints l5, one
in advance of the other and the forward joint 30
making the connection with the crank-shaft I0.
The front location of the pump assures the cold
est possible temperature and that is of great im
portance in a supercharger since supercharged
air must be supplied to the engine at the lowest 35
possible temperature.
The pump is shown attached to the chassis at'
back and front, the back attachment being to a
cross member i150 and the front being by brack
ets |100 reaching forward to and engaging a cross 40
tube H0.
Connections are made between the air pump
or compressor and the engine to transmission
and other controls and fuel pumps automatically
to adapt the supercharge to the engine condi 45
tions, as exempliñed in the case of the graph
above referred to, and these things will be de
scribed hereinafter.
`
Describing ñrst the construction and operation
of the pump, having reference to Figs. 2-5, it will 50
be seen to comprise three equi-distant radial
members each comprising a ñnned cylinder l0
and piston it all connected to the crank~shaft l0,
which as has been explained, is connected with
and receives power from the gas engine to recip
rocate the pistons in their cylinders. The three
pump members are alike, each being double acting
and having a valve 0l for controlling the pump
intake and discharge or outlet, the valves of all
three being connected with a common eccentric
2
2,134,742
3II_ on the crank-shaft I8 and the compressed air
to the engine of a supercharge in excess of the
outlet or discharge from all three valves 2| be
ing delivered to an annular chamber 20 in the
crank case |81| having three outlet ports 20* l0
cated in the space between the cylinders I3 and
from which delivery pipes may extend. One of
these ports 2lin is at the bottom of the crank case
i3* (Figs. 1 and 2) and preferably a pipe P is
connected with that port and leads to the car
engine requirements.
10 buretor 13 and to intake manifold, the other two
ports being, of course, closed by cover plates 2|)b
(see Figs. 2 and 4).
The pump valve 2|, shown, is a slide valve of a
- form common in steam engine practice located in
15 a valve chamber 22 and at opposite ends of each
cylinder I8 are two ports, one 23 leading from the
valve chest or chamber 22 to the outer end of the
cylinder and the other 24 leading between the
inner'end of the cylinder and the valve chest;
20 and between such ports there is an intake or in
duction port 26, in communication through op
The slide valve operating eccentric is a drum
3l rotatable on the crank-shaft, on which for
each valve is an eccentric strap 3| (preferably 5
made of twin pieces of pressed metal), the straps in each case being connected by a rod 32 with the
slide va1ve'2l. The connection between the rod
and slide valve is adjustable for accurate timing
of the valve. By this eccentric connection the 10
three sets of valve reciprocating members are
maintained inthe same plane and balancing of
all thereof, is easily and simply done by balance
weights 33 secured to opposite sides of the eccen
tric drum.
.
Referring particularly to Figs. 6 and 7, which
show the eccentric connection with the crank
shaft, it will be seen that slidable axially in a 1on
gitudinal passage |Ga in the crank-shaft I6 is a
round rod 34 that extends concentric with the 204
eccentric drum 30 and upon opposite sides there
of. Fixing to and projecting radially at one end
23 (Figs. 3 and 4) ,adjacent to thedischarge chiun-` from said rod 34 is a pin or key 35, which extends
ber 20 and concentric with the crank shaft I8* . through a longitudinal slot 31 in the crank-shaft
from which latter opens the outside air intake or it (see Figs. 6 and 7) and engages a spiral groove 25
induction ports 23 in the external wall of such 36 in the inner circumference of the eccentric
chamber. One of the ports 23 is shown (Figs. 1 drum 3l, so that by the axial movement of the
and 2) having an air funnel 29. thereover, while rod with said key (the key .being restrained from
the other two are' closed by cover plates 20h, which turning -by engagement with the longitudinal slot
also cover the closed discharge outlet ports 20‘. 31 in the crank-shaft I6) the eccentric drum will 30
The arrangement of intake and outlet ports and be rotated on the crank-shaft _and held in what
passages gives such great capacity of air inlet ever position to which it~may be rotated and thus
and outlet’as to contribute to thev reduction of the pump valves shifted and the timing thereof
pumping losses to the minimum. 'I'he minimum altered with the result that the-compressed air
of work is required of the pump for a given quan
ouput from'the air pump or compressor is varied. 85
~_ tity of air under all loads or air quantities deliv-The rod 34 is acted upon at its inner end by
posite twin passages 21 with an annular chamber
“ ered to the engine, and but 'little force or power
is required for shifting the pump valves by the
action of the eccentric and automatically to
40 change or adjust and hold the eccentric in the
proper position to give the desired air output with
respect to the degree of vsupercharge that happens
to be called for by- the engine requirements. In
deed, lthe forces of inertia, during acceleration,
an expansion coil spring 38, which tends to move
the rod in the direction to shift the eccentric drum ‘
from a position that results 1n maximum com
pressed air output to positions diminishing that 40
output; and provision is made to control move
ment of said rod so that automatically shifting
of the eccentric drum will be controlled, for ex
ample, by the speed of the engine. Describing
what is shown best in Figs. 5, 6 and 7 of the 45
charge under conditions which -require diminution drawings, for this-purpose it will be found that
of supercharge and friction of the engine valves at the outer end of the rod 34 is a diametrically
and other parts produce the same effect. All this, extending pin 39, whose opposite ends project be- .
of course, is in the interest of protecting or safe -yond the rod and engage inclined cam faces 40
guarding the engine by the use of supercharge in the outer end of a collar 4|. The collar 4| is
that is excessive and which necessarily results in rotatably mounted on the crank-shaft I'B and has 50
damage or injury to the engine.
its angular position, with reference to the pin 39
When reducing 'the quantity of air output, the shifted, according to the speed of the engine,4by a
chief work done bythe air compressed and deliv
centrifugal governor` secured to the crank-shaft
ered to the engine is that required to deliver the This governor includes a spore-like member 42
quantity of -air to the engine plus the air fric
surrounding and made fast _by pin 42a to the 55
tion in flowing into and out ofthe ports or pas-' crank-shaft i6 and interposed between the drum
sages. Providing air ports or passages'of large 30 and the collar 4|, and to which is pivoted a
area as I do, the friction losses are low and the weighted arm 43 by an eccentric pin 44. The
45 tend to prevent or hold down the' degree of super
total efficiency of the pump is high. The recipro
cating type of pump, which 1_ employ, has marked
advantage in respect .of efficiency and simplicity
of mechanism; and of particular importance in
this connection is the reciprocating type of pump
65 when, as is the case of my invention, it is em
ployed with automobiles requiring variable speed
with considerable speed ranges. The centrifugal
compressor, for example, is unsuited for any such
use.
70
>
,
As I have already pointed out, the supercharger
output is automatically controlled in correspond
weight 43 is subjected to a çentripetal tendency
by a coil spring 45 attached at one end to the
weighted arm and at the other end to a pin 46
on the member 42.
The pins 44 and 46 pass
through arcuate slots 4|a in the collar 4| and a
link 41 connects the weighted arm 43 to :am co1 65
lar 4|, so that motion vof the Weighted arm is
thereby imparted to the cam collar 4|. Prefer
ably for balancing purposes, in practice, the
weights, springs, and links are duplicated.
_
From the above, it will be seen that the rod 34 70
under the pressure of the spring 38 acting there
ence with the speed and power requirements of on, is free to move outward away from the cam
the engine, and this is rendered eifective by con t faces 40 of the collar 4|, but movement in the
.nections with the driver operated control so that, oppositedirection is limited by the position of the
'N for example, the driver cannot cause the supply inclined cam faces 40 of the collar 4|; and this 75
3
2,134,742
condition prevents movement of the rod 34
against its spring pressure to shift the eccentric
of a four speed engine, vthe parts concerned are
sufficient to withstand the stresses from a super
charged engine, which is not the case usually as
drum to a position which will increase the com
pressed air output or the supercharge.
'I‘he device consisting of the pin 39 and the
to the lower speeds and to reversing.
Referring to Fig. 1, which shows in part the
cam collar 4I, thus imposes a maximum limit on
transmission, there is a pivoted lever arm (il with
the degree of supercharge and limits supercharge
its free end in position to be engaged by the
at the will of the driver to less than that maxi
mum. This is accomplished by having the outer
end of the rod 34 co-act with añnger 48, which
has a control connection with the accelerator or
driver’s rod 54. The finger 48 is carried by a
gear selector rod 62 so as to partake of the move
ment of said rod when it is shifted to the various
positions required for changing the forward gears
or for reversing. To said lever 6l, is pivotally
10v
connected one end of a rod 63, whose other end
sleeve 48a rotatably mounted on a rock shaft 49 is pivoted to a crank arm 64 connected to the
and is operatively connected to one end of a tor . pivot of a'cam -finger 65, which co-acts with a `
15 sion spring 50 (see Fig. 3) , the other end of said collar 66 fixed on the driver’s control rod 54. The 15
spring 5i) being operatively connected to a collar
5| pinned to the shaft so that there is this spring
connection between the rock shaft and said finger.
On the shaft 49 is pinned a collar 52 having a
20 shoulder s on the side next to the sleeve 48u
adapted to engage a similar shoulder on the sleeve
and so arranged that, by the rotation of the shaft
49 in the` direction of the arrow .'r with the two
shoulders in engagement, the finger 48 may be
25 swung away from the end of the rod 34 and, thus,
determine the position of the rod when moved by
its spring 3B and, corresponding, of the eccentric
drum and the timing of the air pump valves 2i.
Pinned tothe rock-shaft 49v is a crank 53, to the
30 outer end of which as shown in Figs. 1 and 3
is connected the forward end of the driver oper
ated ccntrol rod 54 It will be seen that force ap
plied to the shaft 4Q from the driver’s rod 54 to
swing the finger 48, in the direction of the arrow
35 y to move the rod 34 inwardly against the pres
position of the cam ñnger 65 determines whether,
and the extent which, the rod 54 may be moved
to operate the eccentric drum controlling finger
48; and the position of the cam finger 65, as will
be seen, is dependent upon the position _of the 20
gear shifting rod E2. When the fourth and third
gears are in use, the full supercharge power or a
slightly reduced power may be delivered from the
air compressor, while at the lower speeds and for
reverse the power of the engine is restricted to 25
safeguard the mechanism. Excess power from
the supercharger, which might be injurious, is
thus guarded against when the transmission is
in neutral, first, second, and reverse positions, but
full power from the supercharger may be used 30
only when the car and engine conditions render it
safe and desirable.
It is also important in a supercharged engine
for spark control. The spark must be retarded
or advanced according to the degree of super-- 35
sure of spring :it to increase- the supercharge, is . charge and that can be made dependent upon a
40
transmitted to the finger from the collar 5l
pre-‘determined charged density, according to a
through the spring 5U, and thus the force applied
to the ñnger is limited, regardless of the wishes of
graph based upon the particular engines char»
acteristics in relation to sensitiveness to detona
tion affected by speed and considering the trans
the driver in controlling the supercharge, as the
strength of the spring 5i) is inferior to the force
exerted by the centrifugal governor 42 in rocking
the cam collar 4i with reference to the rod pin
39. Movement of the rod 34, beyond the maxi
mission gear used.
.
Referring to Fig. l, supercharged control in
relation to the time of spark is illustrated. By a
pipe tl, compressed air from the supercharger on
mum limit fixed by the position of the cam collar ' the way to the carburetor is taken .by connecting 45
45 4l, cannot take place under the power of the
such pipe with the pipe P, which connects the
spring 5U because it is opposed by the centrifugal
50
governor 42 acting on the cam collar 4l.
The driver’s control rod 54 is operatively a part
of the acelerator rod 55, which as usual is con
nected to the throttle valve by a crank arm on the
valve shaft 56. On said shaft 56 is a cam arm 5i,
compressor with the carburetor, and the pressure
thus taken is delivered to one side of a dia-A
phragm B3 in a closed chamber 69, the diaphragm
being acted on on the opposite side by a spring lil,
and from that side of the diaphragm a link lll ex
tends to a bell crank lever 12 having a cam sur
against the side of which bears the closed end of
a tube 53 telescoping over the adjacent end of
the rod 54. A helical spring 6U is disposed between
55 the innner end of the tube 58 and a collar 59 on
said r-od 54 and which thusprovides a yielding
sect-ion in the rod allowing opening of the throttle
valve, even though rod 54 resists movement, be
cause of the action of the centrifugal governor 4t
60
on the cam collar 4 i , as hereinbeforedescribed, to
limit the degree -of supercharge to less than a cer
tain maximum. Obviously, the throttle valve may
be operated by the accelerator within the limits
automatically fixed to increase the engine power
65 and also by changing the time of the compressor
face 'it bearing against a rod 'Z4 connected with
the timer 15, Vsaid rod 'i4 being pressed against thev
valvethrough movement of the eccentric drum
From the bell-crank 'm a rod runs to the arm
Tt of a rotary cam lu, which actsl upon the stem
Yshifting rod 34 actuated by the finger 4d.
l
cam 'i3 by a coil spring, 76.
The timer may have 55
a standard internal centrifugal device for spark
control (not shown) and, if so, its action is modi
fied by the operation of the cam lever it, accord
ing to the supercharged pressure. It will be ob
served that I do not use the carburetor manifold
vacuum, but I use super-atmospheric pressures
existing before the carburetor 'i9 is reached.
Change of carburetor adjustment becomes de
sirable when supercharging and according to the
charged density, and this may be accomplished as
shown in Fig. l by the action of the diaphragm 68.
I also provide a safety control in connection lllila of the carburetor needle valve and in oppo
sition to a springV 3d on such stem.
with
the transmission in order to restrict super
70
For a regulation of the fuel pump according to
charge, when the gear connections are in the
lower speeds or in reverse which should- not be the charge density, there is provided in the case
subjected to excessive or great stresses from the of a fuel pump t l , such as shown in Figs.. l and 9,
engine. This is of especial importance because, a pumping spring, the tension of which is auto
while on the higher gears, say fourth and third
matically increased with the increase of the
4
2,184,742
_charge density. The pump, shown in detail in
at low intermediate speeds, the compression ratio
Fig. v9,'is'operated fr‘om‘the usual engine cam
shaft actuating a lever 82 to compress the pump
or the degree of supercharge is lower than is pos
sible at other speeds and this limits the power
obtained from a given engine to a lower value
than is otherwise possible, some power being lost
*ing spring against an air piston 84 in a cylinder
5 I5, the spring tension determining the pressure in
the float chamber of the carburetor 19. -The
pressure on the fuel at the carburetor of a non
supercharged engine is small, being only a fewA
One‘of the advantages from mounting the air
ounces, but with a supercharger the pressure is
compressor or supercharger at the front end ad
jacent the radiator is that when radiator shutters
are provided to control the temperature of the
engine, the temperature of the supercharger is
10 considerably greater, as much as a number of
pounds. The tension of the pumping spring 83
. -is increased correspondingly with the increase of
the charge density by admitting pressure from
the supercharger pipe P through a tube 8S to the
15 cylinder 85. The spring I3 acts upon one side of a
diaphragm B1, the other side of which draws fuel
from a valve inlet pipe 8l and forces it, under
the desired pressure, to an outlet pipe 89 which`
conveys it to the float chamber of the carburetor
20
at extremely low speed and a gain in power being
' possible without diiliculty.
19,
N
'
_
As shown in 'Fig. 8, a supercharge control
means may be employed that utilizes the vacuum,
for example the vacuum at the throat of the
»carburetor venturi. From such vacuum point a
25 pipe 90 extends to a chamber 9| having a flexible
diaphragm 92, which within the chamber is ex
posed to the reduced pressure and is pressed out
ward in opposition thereto by a coil spring 93. A
'link 94 connected at one end to the diaphragm
30 is connected at the other end to the lever arm of
a rotary cam 95 which has several cam surfaces
that co-act with a collar 96 fixed to the dia
phragm control rod 54. The co-action of the cam
surfaces 95 and the collar 96 determine the ex
35` tent of movement of the control rod 34 -for
shifting the position of the eccentric drum 30
which regulates the movement of the valves 2|
of the compressor I8. Of course, the vacuum at
the carburetor throat bears a relation to the
40 engine speed.
y,
i
also controlled.
To reduce blanketing of the ra
diator by the air compressor to the minimum,
the three cyiin ders
are arranged so that one is. 15
uppermost and in a vertical position, while the
other two extend downward and outward.
'I'hat which is claimed is:
1. The combination of a gas engine having a
variable speed'transmission, a supercharger for 20
the engine, and means that control the super
charge delivered to the engine operative when
certain transmission ratios are used comprising
a movable member of the transmission to change
the driving connection from the engine, manual 25
means to control the supercharge to the engine
having a to and fro moving element, and stop
means to coact with the said element shiftable
relative thereto, and an operative connection be
tween said movable member of the transmission 30
and said stop means.
2. Y'I'he combination with a gas engine, of a
supercharger therefor, manually operated con
trol means for the engine and supercharger, and
an automatic stop-means which prevents opera 35
tion of the supercharger at the will of the oper
ator, said manually operated'control means and
said stop means comprising movable members,`
such member of the manual means being movable
at will, and the member of the automatic means 40
being shiftable to different positions, and an 0p
erative connection between _an engine driven ele
In the interest of economy of construction,
lightness in4 weight, and compactness, the air
pump shown in the drawings has certain advan
tageous features of construction; thus, the crank
45 shaft is a built-up shaft; the connecting rods 91
are of the boltless type which makes counter
ment and said automatic means member.
3. 'I'he combination with a gas engine, of> a
balancing simple by counter-weights 98; the
a maximum limit on the degree of supercha?ge
pump piston I9 has a reduced portion or diameter
lila which slides in a cylindrical reduced exten
50 sion 99 at the inner end of the cylinder I8 pro
vidinga double-acting piston with its cross head
and piston as a unit; and cylinder i8 has an
integral or unitary head and is bolted to the
crank case I8'A by a bolt I8".
55
Suitable means for lubrication of the air pump
« j parts, not necessary to be shown and described,
are employed. However, it should be pointed out
that oil supplied to the crank-shaft bearing is
- also supplied to and surrounds the inner end of
go'the leccentric drum'adjusting .rod 34 through a
hole IIII inthe crank shaft I6 to an annular
groove IM in the end -portion of said rod 34,
which groove provides a dash-pot piston |02 on
the end of said rod 34. The oil pressure on the
65 rod supplements the force of the spring in mov
ing said rod in one direction.
It will be understood that in any delayed tim
ing position of the valve moving eccentric drum
30, the displaced air‘under pressure in the valve
70 chest is sucked or- drawn back through the upper
,port leading into the cylinder lß'and into the
` space above the piston, and at the same time"air
below the piston is forced through the lower portv
back into the intake chamber.
75
Because of the _tendency of engines to detonate
supercharger therefor, manually operated engine
45
control means, automatic means which imposes
and prevents a supercharge by said manually op
erated engine controly means beyond such maxi
mum, and comprising an automatically super 50
charger controlling member and a manually con
trolled member having a loose operative connec
tion therewith.
~
4. The `combination with a gas engine, of a
supercharger therefor, having engine controlled
55
automatic means to determine now from the su
percharger to the engine and including a to and
fro movable member and automatic means to
arrest movement of such member in one direction,
manually operated engine control means and a 60
to and fro movable element whose movements are
controlled thereby, said element and said mem
ber being engageable and said member serving
to arrest movement of said element in a direction
that would increase the supercharge flow to the 65
engine.
I
5l. 'I'he combination with a gas engine, of a
supercharger therefor, manually operated engine
control means, automatic means which imposes 70
a maximum limit on the degree of supercharge
and prevents a supercharge by said manually op
erated engine control means beyond such maxi
mum, and comprising an automatically super
charger controlling member and a manually con 75
5
2,134,742
trolled member having a loose operative connejc- ,
tion therewith and with said manually operated
engine control means.
means responsive to the speed of the engine for
rendering lneil‘ective the operation of said manu
ally operated engine control means on the valve
regulating means ci' the supercharger beyond
the maximum requirements of the engine speed,
and stop means rendered effective when certain-
6. A combination of a gas engine, of a super
charger therefor, means‘connected to the super
charger for varying the degree of supercharge de
livered to the engine, manually operated control
means connected With the supercharger to in
transmission ratios are employed for limiting the
crease or decrease the supercharge thereto, and
automatic means responsive to the speed of the
engine for preventing a supercharge by said man
supercharge increasing movement of the manual
ually operated control means beyond the maxi
mum requirement of the engine relative to the
mechanism for controlling the output of super-v
charge to ‘the engine, means for regulating the
control means.
_
10
l2. In a, supercharger for engines, an actuated
speed thereof.
15
increasing the supercharge tothe engine, and
, controlling mechanism for increasing or decreas
ing the supercharge, manually operable engine
7. 'I'he combination of a lgas engine and a
speed transmission, of a supercharger, speed re
sponsive means operated from said engine for
control means arranged to operate said regulat
ing means, and means responsive to the speed oi'
the engine for limiting the operation of said
manual control means from operating said regu
controlling the supercharge output in correspond
ence with the power requirements of the engine,
20 manually operated engine control means for ac
celerating or retarding the engine and connected
with said supercharger for increasing or decreas
lating means beyond the maximum speed require
ments of the engine.
13. In a supercharger for engines, a compres
ing the supercharge thereto, and means actuated sor, valve means controlling the output of'v the
from the transmission, when certain transmis
compressor to the engine comprising a rotory
25 sion ratios are used, for preventing a super
shaft carrying an eccentric drum, a rod slidably
charge from the operation of the manually oper
carried in the shaft, a groove and pin connection
ated engine control means beyond the maximum between'the rod and drum, said groove being
engine requirements.
‘
oblique to the axis of the shaft, means normally
8. A device as set forth in claim 6, further tending to urge the rod in one direction, means
characterized by a carburetor operatively con
for driving said shaft from the engine, speed re
nected with the engine, and means controlled by sponsivemeans mounted on the shaft and hav
the pressure in the carburetor for preventing op
ing a collar concentric with said rod and through
‘ eration of the manual control means to supply a which the latter passes. said collar having cam
supercharg'e beyond ‘the maximum of the engine edge surfaces, and projections on the rod engage
speed requirements.
Aable with said surfaces, a finger adapted to en
y 9. A device as set forth in claim 6, further- gage >the outer end of the rod for moving the
~ characterized by an ignition timing means oper
same axially into the shaft, and manually oper
atively connected with the engine, and automatic
able means for actuating said finger.
20
25
30
35
‘
means actuated by the pressure in the super
14. In a supercharger as set forth in claim 13,
40 charger manifold for -retarding or advancing the further characterized by a yleldable connection 40
timing of the ignition means of the engine and _ between said manually operated means and said
for regulating the needle valve of the carburetor finger.
thereof.
,
.
15. In a supercharger as set forth in claim 13,
being further characterized by said engine be
10. The combination with an internal com
45 bustion engine, of a supercharger actuated from
ing the means for driving said shaft and said 45
said engine, valve means actuated from said compressor.
engine for controlling the output from the super
16. A supercharger as set, forth in claim 12,
charger to the engine, shiftable means for regu
further characterized by means actuated when
lating the movement of said valve means where
certain transmlssion‘ratios are employed for con
50 by an increased or decreased supercharge may be trolling the movement of said manual operable 50
delivered to the engine, manual control means for means.
»
the engine for increasing and retarding the oper
17. -In a supercharger as set forth in claim l2.
ation thereof and further connected with the further characterized by a carburetor operatively
valve regulating means of said supercharger for „ connected with the engine, and means controlled
55 increasing the supercharge to the engine, and by pressure in the carburetor for controlling the
speed responsive means actuated by the engine- operation of the manually operable means.
-for rendering ineiïective the operation of the
18. In a supercharger as set forth in claim 12,
manual control means of said supercharger be
further characterized by a carburetor operatively '
yond the maximum speed requirements ofthe connected with the engine, and the fuel supply to
engine.
the carburetor being controlled by the pressure 60
11. The combination with an internal combus
of the output of the supercharger.
tion engine, of a. supercharger actuated from said
1_9. In a supercharger as set forth in claim 12,
engine, valve means actuated from said engine for further characterized by a carburetor and igni
controlling the output from the supercharger to tion timing means loperatively connected with
65 the engine, shiftable means for /rergulating the the engine, and automatic means'operated by 65
movement of vsaid valve means whereby an ln
i the pressure output of the supercharger for re-.
creased or de‘creased supercharge may be de
livered to the engine, manual >control means for
the engine for increasing and retarding the oper
tar-ding' or advancing the timing of the ignition
means of the engine and for regulating the nee
die valve of the carburetor of the engine.
70 ation thereof and further connected with the y
valve regulating means of said lsupercharger for
Wannen> F.' STANTON.
70
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