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Патент USA US3065910

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Nov. 27, 1962
F. LEHNER ’
3,065,900
ENGINE-DRIVEN COMPRESSOR UNIT
Filed Feb. 11, 1960
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M/VE'NTOR -'
FELIX LEI/IVER
Nov. 27, 1962
'
F. LEHNER
3,065,900
ENGINE-DRIVEN COMPRESSOR UNIT
Filed Feb. 11, 1960
4 Sheets-Sheet 2
INVEN T03 -‘
FELIX L EHNER
Mim
Nov. 27, 1962
F. LEHNER
3,065,900
ENGINE-DRIVEN COMPRESSOR UNIT
Filed Feb. 11, 1960
4 Sheets-Sheet 3
78
llvvmrae .
FEL/X LEHAIFIQ
BY
Mauls-m
In‘: Arron/FY
Nov. 27, 1962
'
>
F. LEHNER
3,065,900
ENGINE-DRIVEN COMPRESSOR UNIT
Filed Feb. 11, 1960
'
4 Sheets-Sheet 4
INVENTOR
?f/‘x 41.444.4
BY
United States Patent
a
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3,065,906
Ce
Patentecl- Now-.195?
1
2,
than is now permissible. Therefore, such known oom
$965360
pressor. units preferably compriseengines wherein the.di,
ENGINE-DRIVE . COMPRESSOR UNIT
Felix Lehne'r, Graz, Austria, assignor in
Hans List, Graz. Austria
ameter of‘ each cylinder equals I the length. of. its piston’s
‘the solution of the above outlined problem are unsatis
factory because, in an eifort to increase the efliciency of
mounted onseparate crank pins provided in a common
stroke which increases the output of such‘ enginesv despite
their comparatively low speed. A drawback typical‘ of
Filed Feb. 11,1960, Ser. No; 8,152’, ‘ ‘
such constructions is in increased‘ thermal stresses upon
Claims priority,‘ applicatiou‘AustriaiApr. 25, 1959 '
the cylinder heads and upon the pistons of the engine.
9 Claims. (Cl. 230-56}
In'order to. avoid the above-enumerated drawbacks; of
The present invention relates to an engine-driven. com
such prior compressor units, itwas already proposed’ to
pressor unit, and more particularly to a compressor unit 10 increase the speed of the pistons; in the-engine cylinders
wherein‘ the compressor pistons: are operated, by one or
by the provision of separate throlws- on the common
more internal combustion engines.
crankshaft for the connecting rods of the pistons in. the
Engine-driven compressor units of presently known de
engine cylinders on the one. hand, and for the connecting
sign normally utilize a series of horizontal compressor
rods of the pistons in the compressor cylinders‘ on- the
cylinders whose pistons are reciprocated by an engine 15 other hand. The. two sets of throws have different crank
which is mounted at the, top of the compressor’s housing
radii. However, such construction necessitates the} provi
and embodies a series of vertical cylinders Whose pistons
sion of additional webs between the‘ adjacent throws
rotate a crankshaft which latter is; operatively connected
which, in turn, unduly‘lengthens the crankshaft and brings
with and reciprocates the pistons in the compressor cylin
about a highly ‘undesirable increase in internal: stresses
ders. Thus, the cylinders of the compressor component 20 within the crankshaft. In addition, the spacing. between
are perpendicular to the engine cylinders.
the adjacent connecting rods of the engine pistons and
A serious disadvantage of such prior compressor units
compressor pistons is increased‘ by a distance equal to the
is that, owing to the provision of a single crankshaft
vthicknesses of additional crank webs, this resulting in pro
which is rotated by the pistons of the engine and recipro
portionally increased spacing between the crankshaft
cates the pistons in the compressor cylinders, the speed
bearings and attendant increases in bending stresses. The
at which the pistons of the engine operate cannot exceed
detrimental effect of such bending stresses is further in
the speed at which the crankshaft reciprocates the pistons
creased by the: undesirable distribution of forces- arising
in the compressor cylinders. This is undesirable because,
in the additionally provided crank throws.
'
the compressor unit is to operate with optimum e?i
vAccording to a further known proposal, the-connecting
ciency, the engine speed should normally exceed the speed 30 rod for a piston in an engine cylinder is immediately ad
at which the pistons in the compressor cylinders recip
jacent to the connecting rod for a piston in one of (the
rocate. All presently known solutions and proposals for
compressor cylinders, but the two connecting rods are
throw of the crankshaft, and the radius of the crank axle
the compressor component, they suggest to increase the 35 for the connecting rod of the compressor piston is smaller
dimensions of the engine ‘component with attendant ther
than the radius of the crank axle for the connecting rod
mal problems and excessive fuel consumption.
of the engine piston. Also, the diameters of crank pins
In ‘certain ‘types of the above outlined known compre-s—
for the connecting rods of the pistons in the compression
vsor units, the pistons in the engine cylinders and in the
cylinders are greater than the diameters of crankpins for
‘compressor cylinders act upon the same crank pins, i.e. 40 the other connecting rods. This arrangement will produce
the connecting rods of an engine piston and of a com
different speeds for the engine and compressor pistons
pressor piston which act upon the same crank pin forming
coupled with a more compact design of the compressor
‘part of a single crankshaft are immediately adjacent to
unit because of a‘lesser number of crank throws and with
each other. Alternately, one of the adjacent connecting
a better distribution of stresses in the common crank
rods is forked to'receive between its ‘prongs thehead of 45 shaft. However, even such arrangements possess‘a num
the other connecti'ng'rod. For example, it is known to use
ber of serious drawback particularly as regardsthe adapta~
forked connecting rods ‘for the pis-tons'in the engine cylin
,tion of‘the unit’s outlines to ‘available space, and also
rders and to mount the heads of connecting rods for the
because such units cannot utilize engines with a ‘large
pistons ‘in the compressor cylinders on the same crank
,number of cylinders. Moreover, the engine cannot oper
50
pins between the bifurcated portions of the respective
ate at a high speed since the latterstill depends upon the
connecting rods for the pistons in the engine cylinders.
in ‘such instances, the stroke and the average speed of
the'engine pistons and of the compressor pistons are al
ways the same. However, since the compressor cylinders
‘must have a predet'erminedclearance or dead space’ which 55
imposes limits upon the dimensions of valves ‘accommo
dated therein, and ‘since the speedat which such valves
may operate cannot be increased beyond a given value if
the e?iciency of-the compressor is to remain at a satis
factory level, the speed at which the pistons of the com
pres‘sor cylinders can ‘be operated by an engine-driven
speed ofthe compressor‘s pistons. Thus, the unit cannot
utilize a ‘high-speed multi-cylinder enginewhich is more
economical asregards the consumption of ‘fuel, manufac
turing costs and many other considerations. _In other
words, ,the just described known engine-driven compres
gsor units must be operated by comparatively slow,=l-ar_ge,
and veryheavy engines whose fuel consumption, in rela
tion to their output, is rather :highand cannot be com
.parediwith the output‘ and advantageous :fuel consumption
of many recent highespeed multi-cylindeninterneil corn
;bustion engines.
crankshaft cannot exceed a‘ predetermined maximum mag,
,Animportant object’of the present invention i'sfto pro‘
nitude. Thus, the maximum permissible speed of the pis
tons in the compressor cylinders controls the maximum
speed of the engine pistons despite the fact that, ‘it such
conventional "engine-‘driven compressor units would per
mit it, the engine should preferably operate at-rnuch'high
vide an engine-driven compressor unit whose driving 7 com
65 ,ponent, may ‘consist of ;one .or more ~‘high-spee‘d multi
er speeds, i.e. were the {speed at which the pistons in the
cylinder engines 'of i very high .e?iciency, il'ow'efu'el (con
.sumption and adapted for otheru-ses independently ofthe
compressor component.
.Another object of theainvention‘is-‘to provide a com
engine cylinders operate entirely independentof the speed 70
pressor-unit
is ‘of very-compact
of the above
design, outlined
whichnisjof'lightweight
characteristics ,and
at which the pistons in the compressor cylinders operate,
the/former would‘be reciprocated at much higher speeds
low-cost construction, which ‘occupies’ much less’ space
3,065,900
4
3
than prior compressor units with the same output and
lating system. The two components comprise a single oil
wherein the distribution of stresses is much more favor
sump located in the crank case of the compressor compo
nent and adapted to collect the lubricant which is recir
able than in presently known compressor units.
culated through the engine component. Consequently,
A further object of the instant invention is to provide
a compressor unit of the above described type wherein CR the crankshafts of both components may be placed very
close to each other so that the compressor unit may
the compressor component and the engine or driving com
utilize a very small and compact gear drive vfor trans
ponent may be operated at different speeds, which may be
mitting rotation from the crankshaft means of the engine
contructed in such a way as to utilize comparatively short
component to the crankshaft means of the compressor
and hence much cheaper and more reliable crankshafts,
whose lubricating system may be served by a single pump 10 component. This, in turn, brings about the additional
advantage that the overall height of the unit may be
reduced which facilitates the lubrication of its component
parts. The common lubricant-recirculating pumping sys
satile, readily serviceable, serially produced multi-cylin
tem is preferably driven by the crank-shaft means of the
der internal combustion engines.
A concomitant object of the present invention is to pro 15 engine component and is mounted on the crankcase of
ing device and may include a single oil sump, and whose
driving component may embody one or more highly ver
vide an improved engine-driven multi-cylinder compres
the engine.
sor unit which is constructed in such a way that it can
The cylinders of the compressor component may be
arranged in staggered relation at the opposing sides of
the latter’s crankcase to reduce the overall length of the
.operate at full or at a greatly reduced capacity, wherein
certain compressor cylinders may be shut off for inspec
tion or repair while the other compressor cylinders re
20 crankshaft means, or the crankshaft means of the com
pressor component may comprise a series of aligned com~
main in operation, and whose driving component may
paratively short crankshafts each of which may be driven
operate with a ?ywheel of greatly reduced diameter.
by a separate engine.
An additional object of the invention is to provide a
The novel features which are considered as character
multi-cylinder compressor unit of the above outlined type
which may be assembled of readily available component 25 istic of the invention are set forth in particular in the
appended claims. The invention itself, however, both as
parts, _.whose fuel consumption is much lower than the
to its construction and its method of operation, together
fuel consumption of presently known compressor units
with additional objects and advantages thereof, will be
‘designed for the same output, and which enables a designer
best understood from the following detailed description
to assemble its components by full consideration of the
space available in industrial plants where the improved 30 of a conventional compressor unit and of four speci?c
compressor unit is put to use without in any way reduc
embodiments of my improved compressor unit when read
ing the e?iciency of the unit.
With the above objects in view, the invention resides
in connection with the accompanying drawings, in which:
FIG. 1 is partly front elevational and partly central
sectional view of a known engine-driven compressor unit;
in the provision of an engine-driven multi-cylinder com
pressor unit which consists of a compressor component
FIG. 2 is a top plan view of the compressor unit shown
and an engine or driving component each including two
inFIG. 1;
or more cylinders and at least one crankshaft. The crank
shaft or crankshafts of the compressor component are
FIG. 3 shows the conventional compressor unit of
FIGS. 1 and 2 partly in end elevational and partly in
parallel with each crankshaft of the driving component
sectional view, the section being taken substantially along
and the latter comprises a crank case which is installed on 40 the line III—-III of FIG. 2, as seen in the direction of
arrows;
top of the crank case and within the outline of the com
FIG. 4 is partly front elevational and partly central
pressor component.
sectional view of an engine-driven compressor unit em
The driving connection between the crankshaft means
bodying my invention, the outline of the conventional
of the driving component and the crankshaft means of the
compressor component preferably comprises a pair of 45 compressor unit in the view of FIG. 1 being shown in
phantom lines for the sake of comparison;
meshing gears of different diameters which drive the
FIG. 5 is a top plan view of the improved compressor
crankshaft means of the compressor component at a re
unit of FIG. 4;
duced speed, the speed ratio between the speeds of the
FIG. 6 is a partly end elevational and partly sectional
crankshaft means being usually in the range of between
.1:3 and 1:5. Alternately, the driving connection between 50 view of the unit shown in FIGS. 4 and 5, the section
being taken substantially along the line VI—VI of FIG.
the crankshaft means of both components may comprise
4, as seen in the direction of arrows, the phantom lines
one or more readily releasable coupling assemblies allow
ing for rapid and convenient disconnection of the elements
constituting the driving component from the compressor
‘component. In this manner, not only the construction
but also the layout of the driving component is practically
independent from the compressor component which ren
>ders it possible to adapt both components to latest techni
cal requirements and to provide a very compact and much
indicating the outline of the conventional compressor
unit in the view of FIG. 3;
FIG. 7 is front elevational view of a modi?ed engine
driven compressor unit embodying my invention wherein
the phantom lines indicate the outline of the conven
tional compressor unit in the view of FIG. 1;
FIG. 8 is a top plan view of the compressor unit shown
in FIG. 7 but turned through 9'0 degrees, the phantom
‘cheaper unit since the driving component may consist 60
lines indicating the outline of a conventional compressor
.of one or more serially produced internal combustion
unit in the view of FIG. 2;
'
.engines which can be readily detached from the com
FIG. 9 is an end elevational view of the compressor
.pressor component and utilized for a number of other
unit in the position of FIG. 8;
purposes. By utilizing 10116 or more serially produced
FIG. 10 is a partly elevational and partly sectional
engines, the initial and maintenance costs, as well as the 65
view of a compressor unit which comprises two driving
.costs for spare parts of the improved compressor unit are
components mounted on the crank case of the compressor
much lower than in a conventional apparatus with the
component; and
same output. As will be fully explained hereinafter, the
FIG. 11 is a partly elevational and partly sectional
dimensions and the weight of the improved compressor
‘unit are considerably less than the dimensions and weight 70 view of a compressor unit which comprises two driving
components and two compressor components.
of 'a comparable apparatus of known design.
Referring ?rst to FIGS. 1 to 3, there is shown an
According to another feature of the present invention,
engine-driven multi-cylinder compressor unit of known
design which comprises a driving component represented
the improved unit comprise separate crank cases but may
‘be lubricated by a common pumping or lubricant recircu 75 by an internal combustion engine which includes eight
‘the driving component and the compressor component of
dosages
serially arranged upright cylinders 2‘, and a compressor‘
component including four horizontal compressor cyl
inders 3', all mounted on a common crankcase 1. The’
crankcase contains‘ a crankshaft 4 which is rotated by the‘
connecting rods 5 connected with the pistons 7, the latter
being reciprocably received in the engine cylinders 2.
The cra‘n‘k‘shaft‘lt is'u‘tilized for'operating the non—repre
s‘e‘nted“ pistons in the compressor cylinders 3" by means
of a second set of connecting rods 6.
The compressor
6
may be further reduced if‘ the engine 10 is of the well
known serially produced type, i.e. if the engine is capable
of being'utilized for other purposes. In addition, the
designer is free to elect the layout of the compressor
component and/ or of the driving component by full
consideration of many factors which cannot be considered
in the design of conventional compressor units. Also,
the output and e?iciency of components of, which the
improved compressor unit consists vmay be varied within
cylinders extend in a horizontal plane from the longitudi 10 any desired range so as to adapt the unit to recent technical
n‘al front side of the crankcase 1 whose rear side supports
requirements and to insure low fuel consumption while
certain apparatus necessary for the operation of the en
the output and ef?ciency. remain high.
gine, suchas the superchargers 8’ of any suitable design.
The rightehand'end of the crankshaft 4 is‘connected‘with
a comparatively large ?ywheel 9. The compressor unit 15
of FIGS. 1 to 3 operates with an output of say 2,060 Hi’.
and preferably utilizes a gas engine.
Referring now to FIGS. 4 to 6 which illustrate one
, The lubricant for the engine 10 and for the compres
sor component of the unit shown in FIGS. 4 to 6 is
collected in the oil sump'Zt} of the crank case 1’ for the
compressor crankshaft 4. Thence, the lubricant is re
circulated by a gear pump‘ 22 which is connected with
the sump 20 in the crank case 1' by a dip- or immersion‘
former my improved engine-driven multi-cylinder com
tube 21 and returns the lubricant through suitable filtering
pressor unit, the latter again comprises a compressor com 20 and cooling assemblies back into the lubricating system of
ponent including a plurality of horizontal compressor
the engine it) and of the compressor component. Thus,
cylinders 3 whose pistons 3a are reciprocated by a‘hori
the engine and the compressor component of my improved
zontal'crankshaft'rl. However, the comparatively large
unit may utilize a common lubricating pump‘ 22 which
crankcase 1 of the conventional compressor unit shown
is preferably mounted on the engine 19 and is driven by
inpFIGS. l to 3 which surrounds certain parts of the 25 the latter’s crankshaft 12.
i
cylinders 2 and 3, is ‘replaced in the improved unit of
As is best shown in FIGS. 4 and S, the improved com
FIGS‘. 4 to 6 by‘ a much smaller crankcase 1’ whose out
pressor unit utilizes a comparatively long crankshaft 4‘for
line merely constitutes a portion of the total outline'of
the connecting rods which operate the pistons 3a‘ in the
the compressor component. Thetop of the crankcase 1'
compressor cylinders 3. The length of this crankshaft
mounts the crankcase of 21 preferably self-supporting, 30 cannot be reduced because, owing to certain constructional
highispeed, internal combustion en'ginelt) of the V-type.
This engine comprises sixteen cylinders 11 arranged in
problems, the cylinders 3 must be spaced a given distance
from each other. Thus, the length of the crankshaft 4
two inclined rows (see FIG. 6). The nonrepresented
normally exceeds the length of the other crankshaft 12 in
pistons which are reciprocably received in the engine
the V‘-engine It). A very important advantage of the
cylinders 11 and their non-represented connecting rods 35 modi?ed construction of my improved engine-driven
rotate a second crankshaft 12 which is mounted in the
multi-cylinder compressor unit which is represented in
crankcase of the engine it). The axes of crankshafts 4
and 12 are parallel with each other. The driving con
nection between these crankshafts consists of a compara
tively'sm‘all spur gear 13 on the crankshaft 12 and a 40
meshing‘spur gear 14 on the crankshaft 4. The diameter
of‘ the gear 14 is much greater than that of the gear ‘13,
i.e. the‘ crankshaft ‘4 is driven at a fraction of the ro
t’ation'al speed of the engine crankshaft 12. Thus, the
gears 13, 14 constitute a reducer or step-down gear trans
FIGS. 7 to 9 is that it can operate with a crankshaft for
the connecting rods of the pistons in compressor cylinders
3 whose length is reduced to nearly half the length of the
crankshaft 4 while, the output of the compressor unit may
remain the same. This is attained by using ‘a so-called
opposed cylinder type compressor component wherein the
horizontal compressor cylinders 3 extend in pairs from
the front and rear sides of‘ the crank case '1" forming
part of the compressor unit, and the cylinders 3» extending
mission‘whose speed-reducing ratio‘may be varied within 45 from
the opposing sides of the crank case 1" are staggered
any desired range by suitable selection of its parts. The
with
respect
to each other (see FIG; 8). The unit of
step-downratio is usually in the range of between 1:3
and 1:5, depending upon the desired’output of the corn
presser‘component.
An important advantage of the compressor unit shown
in FIGS. 4 to 6 is that the gears 13', 14 produce a
certain‘ ?ywheel e?‘ect so that the compressor unit may
operate with a much smaller ?ywheel 15 which is mounted
FIGS. 7 to 9 can utilize a serially produced internal com
bustion V-engine 10 which is an exact replica of the
engine described in connection with the embodiment of
FIGS. 4 to 6. Also, the transmission of rotation from
the non-represented crankshaft in the crank case of the
engine 10 to the non-represented closely adjacent crank
shaft of the compressor component preferably occurs‘ in
on the rapidly revolvingengine cranckshaft 12. More 55 the same manner as in FIGS. 4 to 6, i.e. in a single step
over, with the ‘exception of the oil sump whichis omitted,
by using a pair of meshing speed-reducing gears or‘ the
the engine I0‘is very similar to a serially produced internal
like.
The crankshafts of the engine 10 including the
combustion engine of well known design, such as is utilized
cylinders 11 ‘and of the compressor component including
for-supplying power in many types of industrial plants. It
the staggered pairs of compressor cylinders 3‘ are parallel
comprises an exhaust-gas turbine 17 operating la. super
with each other.
60
charger 16 both mounted at the left-hand end of the
The dot-dash lines 18 in FIG. 7 indicate the‘ outline
engine, i.e. at the end opposite that where the ?ywheel
of a conventional engine-driven compressor unit in‘ the
15‘ is‘ mounted.
view of FIG. 1_. It will be readily noted that the com
By way of example, the novel compressor unit of FIGS.
pressor unit of FIGS. 7 to 91 occupies much less space
4 to 6 may have the same output, e'.g. 2,000 H.P‘.-, as the
conventional engine-driven compressor unit of FIGS. 1 65 than the conventional units with the same output. In
to 3. However, and ‘as shown‘ in phantom-lines 18‘, 19
in‘F1GSn4} 6, respectively, its overall dimensions are‘con
siderably smaller than those of the known unit in the
Views of FIGS; 1 and- 3. This is’ a very important ad
70
vantage which not ‘only results in considerable savings
FIG. 8,_ the improved compressor unit is turned through
90 degrees with'respect to the position of FIG. 7, and the
phantom lines 23 indicate the outline of a known com
pressor unit in the, view of FIG. 2. It ‘will be observed that
in a plan view, i.e. in a projection onto a horizontal plane,
the dimensions of a conventional unit greatly exceed the
dimensions of the compressor unit of FlGS. 7 to 9“ though
the output of both units is substantially the same. The
in space but also in 3a greatly reduced material consump
tion‘ and lower manufacturing cost. The overall weight
of the improved compressor unit, too, is reduced con
height of the compressor unit with staggered pairs of op
siderably. The cost of the unit shown in FIGS. 4 to 6 75 posed compressor cylinders is also reduced, as maybe
3,065,900
7
determined by a comparison of FIGS. 3 and 9. In addi
tion, and as already stated hereinbefore, the length of the
compressor crankshaft in the unit of FIGS. 7 to 9 is
only about one-half the length of the crankshaft 4. A
further advantage common to the constructions of FIGS.
4 to 6 and 7 to 9 is that the high stresses developing dur
crankcase mounted on top of said ?rst mentioned crank
case within the outline of said compressor component and
crankshaft means parallel with said ?rst mentioned crank
shaft means, said last mentioned crankshaft means
mounted in the crank case of said driving component, and
means operatively connected with both said crankshaft
ing the combustion process in the driving component of
the compressor unit, i.e. in the cylinders of the engine
means for rotating the ?rst mentioned crankshaft means
tive crankshafts 12’, 12” are aligned with each other and
are parallel with the crankshaft 4. The crankshafts 12',
eratively connected with said piston means for reciprocat
ing the same; and a driving component including at least
one internal combustion engine comprising a crank case
at a speed less than the speed of said last mentioned crank
shaft means.
10, do not act directly upon the crankshaft of the com
2. A compressor unit comprising, in combination: a
pressor component and, consequently, the latter may be 10
compressor component including a crank case, a plurality
manufactured in accordance with more economical
of substantially horizontal cylinder means mounted on
processes.
and extending from said crank case, said cylinder means
In a slight modi?cation of my invention which is shown
located at the level of said crank case and the outline
in FIG. 10, the improved engine-driven compressor unit
comprises a pair of serially arranged driving components 15 of said compressor component corresponding substantially
to the projection of said crank case and of said cylinder
in the form of two internal combustion engines 10’, 10”
means onto a horizontal plane, piston means reciprocably
which are parallel with the axis of the crankshaft 4 in
mounted in said cylinder means, crankshaft means
the crank case of the compressor component. The crank
mounted in said crank case, and connecting rod means
case 1’ of the compressor unit supports the crank cases
mounted on and movable by said crankshaft means and op
of the engines 10’, 10” in such 1a way that their respec
12" ‘are connected by means of a releasable coupling 24
so that the crankshaft 4 may be driven by the engines
mounted on top of said ?rst mentioned crank case within
10’, 10" or by the engine 10' alone.
25 the outline of said compressor component, crankshaft
means mounted in said last-mentioned crank case and
FIG. 11 illustrates another modi?cation of the inven
parallel with the ?rst mentioned crankshaft means, cylin
tion wherein the crankshaft 4 is replaced by two shorter
der means, piston means reciprocably received in said last
crankshafts 4’, 4" of equal length. Each of these crank
mentioned cylinder means, and connecting rod means con
shafts is driven by a separate engine 10’, 10" respectively.
In other words, each of the two engines 10’, 10” operates 30 nected with and movable by said last mentioned piston
means and mounted on said last mentioned crankshaft
only one half of the total number of compressor cylinders
means for rotating the same; a single oil sump for both
which brings about the advantage that the compressor
said crankshaft means, said oil sump provided in said
unit may operate with comparatively short crankshafts.
?rst mentioned crank case; and a driving connection be
Such arrangement is particularly desirable when the com
pressor unit must operate at less than full capacity which 35 tween said last mentioned crankshaft means and said ?rst
mentioned crankshaft means for rotating the latter at a
can be achieved by arresting one of the engines 10’, 10"
speed less than the speed of said last mentioned crank
and by operating only the crankshaft 4’ or 4” of the one
or the other pair of compressor cylinders 3.
This re
shaft means.
3. A compressor unit comprising, in combination: a
possible to carry out repairs in one half of the compressor 40 compressor component comprising a crank case, a plu
sults in greatly reduced fuel consumption and renders it
unit while the other half remains in operation.
The
driving connection between the crankshafts 12', 4’ and
12” and 4", respectively consists of gears 13’, 14' and 13",
14". The crankshafts 4’, 4” are connected by a releasable
coupling 25. When the coupling 25 is inactive, the crank
shaft 4’ may be driven independently of the crankshaft
4", or vice versa, so that repairs may be carried out in
either of the two engines or in either of the two com
pressors without interrupting the operation of the other
engine and of the respective compressor.
Without further analysis, the foregoing will so fully
reveal the gist of the present invention that others can,
by applying current knowledge, readily adapt it for various
applications without omitting features that, from the
standpoint of prior art, fairly constitute essential char
acteristics of the generic and speci?c aspects of this in
rality of substantially horizontal cylinders mounted on
and extending from said crank case, said cylinders lo
cated at the level of said crank case and the outline of
said compressor component corresponding to the projec
tion of said crank case and of said cylinders onto a hori
Zontal plane, a piston reciprocably received in each cyl
inder, a crankshaft in said crank case, and a connecting
rod for each piston, each connecting rod mounted on
and movable by said crankshaft and operatively connected
with the respective piston for reciprocating the same; a
driving component including at least one internal com
bustion engine comprising a crank case mounted on top of
said ?rst mentioned crank case within the outline of said
compressor component, a crankshaft mounted in said
last mentioned crank case and parallel with the ?rst men
tioned crankshaft, a plurality of cylinders mounted on the
last mentioned crank case, a piston reciprocably mounted
vention and, therefore, such adaptations should and are
in each said last mentioned cylinder, a connecting rod for
intended to be comprehended within the meaning and
each said last mentioned piston, each last mentioned con
range of equivalence of the following claims.
What is claimed as new and desired to be secured by 60 necting rod connected with and movable by the respective
last mentioned piston and mounted on said last mentioned
Letters Patent is:
1. A compressor unit comprising, in combination: a
crankshaft for rotating the same; and a driving connec
compressor component including a crank case, a plurality
tion between said last mentioned crankshaft and the
of cylinder means mounted on and extending in a sub
crankshaft of said compressor component for rotating
stantially horizontal plane from said crank case, said
the latter at a speed less than the speed of said last men
cylinder means located at the level of said crank case
tioned crankshaft; a single oil sump for both said crank
and the outline of said compressor component corre
shafts, said oil sump located in said ?rst mentioned crank
sponding substantially to the projection of said crank case
case; and a single pumping device for recirculating a lu
and of said cylinder means onto a horizontal plane, piston
bricant from said oil sump into said components.
means reciprocable in said cylinder means, crankshaft
4. A compressor unit comprising, in combination: a
means in said crank case, and connecting rod means con
compressor component comprising a crank case, a plu
rality of substantially horizontal cylinders mounted on
nected with said piston means and with said crankshaft
and extending from said crank case, said cylinders located
means for reciprocating the piston means when said
at the level of said crank case and the outline of said
crankshaft means is rotated; and a driving component
compressor component corresponding to the projection
including at least one internal combustion engine having a
3,065,906
r,
,
9
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of ‘said crank case, and of said cylinders onto a horizon
tal plane, a piston reciprocab'ly received in each cylinder,
at least one crankshaft in‘said crank case, and a connect
ing rod for each piston, each connecting rod mounted on
and movable by said crankshaft arid operatively con
nect'ed with? the respective piston for reciprocating the
10
tioned crank case within the otitline of said compressor
component‘and a crankshaft parallel» with's'aid ?rstmem
tioned crankshafts and mounted inlthe‘cra'nk case of‘ the
respective engine, and driving connections between the
crankshaft of the ?rst engine and said ?rst crankshaft and
the crankshaft of the second engine and said second crank
shaft for rotating said ?rst and second crankshafts at a
combustion engine comprising a crank case mounted on
speed less than the speed of the respective‘engine crank
top of said ?rst mentioned crank case within the outline
shafts.
of said compressor component, a crankshaft mounted in 10
7. A compressor unit comprising, in combination: a
said last mentioned crank case and parallel with the ?rst
compressor component including a crank case, a plurality
mentioned crankshaft, a plurality of cylinders mounted on
of parallel substantially horizontal cylinders disposed in
the last mentioned crank case, a piston reciprocably
two groups mounted on and extending from the opposing
mounted in each said last mentioned cylinder, a connect
sides of the said crank case, said cylinders located at the
ing rod for each said last mentioned piston, each last men 15 level of said crank case and the outline of said com
tioned connecting rod connected with and movable by
pressor component corresponding substantially to the
the respective last mentioned piston and mounted on said
projection of said crank case and of said cylinders onto
last mentioned crankshaft for rotating the same; and
a horizontal plane, a piston reciprocably received in each
a driving connection ‘between said last mentioned crank
cylinder, a crankshaft in said crank case, and a connect
shaft and the crankshaft of said compressor component
ing rod for each piston, each connecting rod connected
for rotating the latter at a speed less than the speed of
with the respective piston for reciprocating the same and
said last mentioned crankshaft; a single oil sump for
mounted on said crankshaft for receiving motion there
said crankshafts, said oil sump located in said ?rst men
from when the crankshaft is rotated; and at least one
tioned crank case; and a single pumping device for re
engine for rotating said crankshaft, said engine compris
circulating a lubricant from said oil sump into said com 25 ing a crank case mounted on top of said ?rst mentioned
same; a driving component including at least one internal
ponents, said pumping device mounted on the crank case
crank case within the outline of said compressor compo
neat and a crankshaft parallel with said ?rst mentioned
crankshaft and mounted in said last mentioned crank
5. A compressor unit comprising, in combination: a
case, and a driving connection for transmitting rotation
compressor component including a crank case, a plurality 30 fromthe engine crankshaft to the crankshaft of said com
of substantially horizontal cylinder means mounted on
pressor component in such a manner that the latter rotates
and extending from said crank case, said cylinder means
at a speed less than the speed of said engine crankshaft.
located at the level of said crank case and the outline
8. A compressor unit comprising, in combination: a
of said compressor component corresponding substantially
compressor component including a crank case, a plu
to the projection of said crank case and of said cylinder
rality of substantially horizontal cylinder means mounted
means onto a horizontal plane, piston means reciprocable
on and extending from said crank case, said cylinder
in said cylinder means, crankshaft means in said crank
means located’ at the level of said crank case and the out
case, and connecting rod means connected with said
line of said compressor component corresponding sub~
piston means and with said crankshaft means for re
stantially to the projection of said crank case and of said
ciprocating the piston means when said crankshaft means 40 cylinder means onto a horizontal plane, piston means re
is rotated; and a driving component comprising a pair of
ciprocable in said cylinder means, crankshaft means in
serially arranged multi-cylinder engines each having a
said crank case, and connecting rod means connected
crank case mounted on top of said ?rst mentioned crank
with said piston means and with said crankshaft means
case within the outline of said compressor component, a
for reciprocating the piston means when said crankshaft
crankshaft parallel with the crankshaft means of said 45 means is rotated; and a driving component including at
compressor component and mounted in the crank case
least one internal combustion engine comprising a crank
of said driving component and driven by said‘last men
tioned crankshaft.
of the respective engine, coupling means for releasably
connecting the crankshafts of said engines with each
other, and means for divingly connecting the crankshafts _
case mounted on top of said ?rst mentioned crank case
Within the outline of said compressor component, crank
shaft means parallel with said ?rst mentioned crankshaft
of said engines with the crankshaft means of said com 50 means and mounted in said last mentioned crank case,
pressor component so as to rotate the crankshaft means
?ywheel means mounted on said last mentioned crank~
of said compressor component at a speed less than the
shaft means, and means operatively connected with both
speed of said engine crankshafts.
said crankshaft means for rotating the ?rst mentioned
6. A compressor unit comprising, in combination: a
crankshaft means at a speed less than the speed of Said
compressor component including a crank case, a ?rst 55 last mentioned crankshaft means.
and a second group of substantially horizontal cylinder
9. A compressor unit comprising, in combination: a
means mounted on and extending from said crank case,
compressor component including a crank case, a plu
said cylinder means located at the level of said crank case
rality of parallel substantially horizontal cylinders dis
and the outline of said compressor component correspond
posed in two groups mounted on and extending in stag
ing substantially to the projection of said crank case 60 gered relationship with respect to each other from the op
and of said cylinder means onto a horizontal plane, piston
posing sides of said crank case, said cylinders located at
means reciprocable in said cylinder means, a ?rst and
the level of said crank case and the outline of said com
a second crankshaft in said crank case, said crankshafts
pressor component corresponding substantially to the pro
being aligned with each other, ?rst connecting rod means
jection of said crank case and of said cylinders onto a
connected with the piston means in said ?rst group of 65 horizontal plane, a pistonreciprocably received in each
cylinder means and with the ?rst crankshaft for reciprocat
cylinder, a crankshaft in said crank case, and a connect
ing the respective piston means when the ?rst crankshaft
rotates, and second connecting rod means connected with
ing rod for each piston, each connecting rod connected
with the respective piston for reciprocating the same and
the piston means in said second group of cylinder means
mounted on said crankshaft for receiving motion there
and with the second crankshaft for reciprocating the re 70 from when the crankshaft is rotated; and at least one
spective piston means when the second crankshaft is ro
engine for rotating said crankshaft, said engine compris
tated; and a driving component comprising a ?rst engine
ing a crank case mounted on top of said ?rst mentioned
for rotating the ?rst crankshaft and a second engine for
crank case within the outline of said compressor com
rotating the second crankshaft, each of said engines com
ponent and a crankshaft parallel with said ?rst men
prising a crank case mounted on top of said ?rst men 75 tioned crankshaft and mounted in said last mentioned
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crank case, and a driving connection for transmitting ro
tation from the engine crankshaft to the crankshaft of
said compressor component in such a manner that the
latter rotates at a speed less than the speed of said engine
crankshaft.
V
Waseige ____________ .._ Nov. 28, 1944
Lamberton __________ __ Mar. 14, 1950
421,914
Italy _________________ __ June 3, 1941
Melcher _____________ __ Dec. 28, 1937
FOREIGN PATENTS
V
- References Cited in the ?le of this patent
UNITED STATES PATENTS
1,608,528
2,103,861
2,364,013
2,500,366
Raymond ____________ __ Nov. 30, 1926
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