US1982146A - Internal combustion engine of the diesel, semidiesel, compression ignition, or injection type - Google Patents

Description

Nov. 27, 1934. J. J. E. SLOAN 1,982,146 4 INTERNAL COMBUSTION ENGINE OF THE DIESEL, SEMIDIESEL,

COMPRESSION IGNITION, OR INJECTION TYPE Filed Sept. 24, 1931 2 Sheets-Sheet 1 15 1 a fi 2 9 15 a 1 I l l x I //I I 1/ w I E a v 9 ll I l 4 EZ'LTL' w 4 12 g 1''; I m'"- T/In 111/, 711111 I JJTZS/aan Nov. 27, 1934. J J E SLOAN 1,982,146 INTERNAL COMBUSTION ENGINE OF THE DIESEL, SEMIDIESEL,

COMPRESSION IGNITION, 0R INJECTION-TYPE Filed Sept. 24, 1931 2 Sheets-Sheet 2' Patented Nov. 27, 1934 UNITED STATES.

INTERNAL COMBUSTION ENGINE OF THE DIESEL, SEMIDIESEL, NITION, OR INJECTION TYPE COMPRESSION IG- Joseph James Eastwood Sloan, Liverpool, England Application September 24, 1931, Serial No. 564,862,

. In Great Britain October 11, mo

4 Claims. (01. 123-32) This invention relates to improvements in internal combustion engines of the Diesel type, that is tosay, in which the charge is fired spontaneously by compression, or to'engines of the semi-Diesel type in which such firing is assisted bya hot bulb or the like also known as compression ignition or injection type engines. The invention is applicable to internal combustion engines working on the two stroke or four stroke cycle or internal l0 combustion engines of the double acting type and for engines in which the cylinders are disposed radially, parallel, relatively inclined or otherwise. In engines of the type described owing to the exceedingly high compression ratios and pressures necessary to fire the charge spontaneously and the resulting high explosion pressures, the scantlings and parts of the engine require to be very heavy. The weight consequently of the engine per unit of horse power developed is also high, which factor has precluded this type of engine from being commonly adopted with success for many purposes, such as for aeroplane engines and has resulted in the cost of production being high.

The present invention has for its object to overcome this disadvantage and consists in an internal combustion engine of thetype indicated in which the compression ratio may be reduced .without reducing the compression temperature which .is maintained by the'addition of the hot residual products including unburnt air.

The invention will now be described by way of example with reference to the accompanying diagrammatic drawings in which:

Figure 1 is a longitudinal sectional elevation of a three cylinder two stroke engine. I

Figure 2 is a cross section of the first cylinder of Figure 1.

Figure 3 is a cross section of the second cylinder of Figure 1. a I

Figure 4 is a cross section of the third cylinder of Figure 1.

Figure 5 shows a piston in its extreme bottom position.

Figure 6 shows a detail.

Referring to the drawings three cylinders 1, 2, 3, are mounted side by side and provided with three pistons 4 driving the crank shaft 5 through connecting rods 6. The cylinders are formed by sleeves 7 driven by eccentrics 8, these sleeves reciprocating in phase with the pistons. Cooling jackets 9 are provided around the sleeves for the cooling medium which is preferably especially in the case of the fuel oil medium in direct contact with the sleeves. I

Refen'ing to Figures 2, 3 and 4, the sleeves '7 are provided with exhaust ports 10 which coact with exhaust passages 11 and with admission ports 13a, coacting with inlet passages 13 and with ports 12 co-operating with by-pass passages or,60 ducts 14 which connect all three cylinders together. The cylinder heads are provided with cooling spaces 15 which communicate by port 16 with the jackets 9 to which cooling medium is admitted by the inlet pipe 20. The outlet 21 05 from the jacket communicates with thespace 15 by the port 1''! which is closed by the sleeve 7 except at the end 01? the stroke when'it is opened. Cooling liquid is pumped into the jacket through the passages 17. I prefer to use the oil fuel as the cooling liquid, but water may be usedlfdesired.

Any suitable injection valve maybe provided. The operation of the engine is as follows:

The piston 34 in cylinder 2 as shown'inFigures 1 and 3 is descending and has just unv covered the duct 14 by the port 12. so that hot exhaust gases flow; out andpass along the duct into the cylinder 3 as shown in Figure 4 which has received its charge'of air and is on the up or compression stroke. The piston 4 in cylin-- so der 2 further descends together with the sleeve 7 which uncovers the inlet passage 13 and exhaust passage 11 so that the incoming charge of air blows out the exhaust gas. The piston 4 ascends in the cylinder 3 and the .communication with'the duct 14 is shut off. Compression continues and then when the piston is at the top of its stroke the fuel is injected into the cylinder and fires immediately.

It is to be understood that the exhaust gases -may be passed into the cylinder at any position of the piston by the timing of the valves I or the varying of the angle of the cranks of the engine.

The passing of a quantity of hot exhaust gas into the charge of cool air on the compression stroke raises the temperature'of the charge so that with reduced compression ratios the temperature is maintained sufficiently high to" fire theiuel when it is injected into the Cylinder.

For example I may reduce the compression ratio from twelve to one to eight to one. In-this manner the compression pressures canbe considerably reduced thus saving weight in the engine or alternatively higher temperatures and are open and to obtain as great a scavenging and cooling eiifect whilst the inlet and exhaust ports are open. 7

In order to secure this end the by-pass duct. 14 is made as short and as near to the cylinder as possible and may be well lagged or if desired jacketed by the exhaust manifold. A short duct 14 is conveniently obtained by grouping the cylinders in units of three as shown in Figure 1 with their cranks 120 apart. In the case of radial engines the by-pass can be between adjacent cylinders.

The single sleeve valve illustrated in the drawings is found very suitable since it moves with I the piston and therefore the eccentric has very little work to do other than limit the travel of the sleeve and time it. It is. to be understood that any other type of valves such as poppet or rotary valves may be employed.

If desired seep holes may be provided in the head or sleeve'when they are cooled by fuel oil so that the oil may lubricate the junk rings. The fuel oil by being in contact with the sleeve will lubricate the: exterior. thrust surfaces of the sleeve.

In the case of. a four stroke engine the exhaust manifold can be dispensed with especially in aero engines since the final exhaust temperature and pressure are low on account of the greaterexpansion of the Diesel or semi-Diesel engine and these have been further reduced by having by-lpassed some o!v the hot gases into another cylinder. Further the exhaust port can act as an inlet port as well or the exhaust ports and inlet ports can be arranged to open and close simultaneously.

,To start the engine for example the piston can be provided with an electrode 18 (Figure 6) which at the top of the stroke will form a spark gap between itself and the insulated electrode 19 in the cylinder head so that a high tension spark may pass and ignite the charge, or the piston may be made to operate a low tension sparking device.

Directly a cylinder has fired the hotgases are by-passed to the next cylinder to fire and no further ignition means other than the compression temperature is necessary. Where a starter motor is employed the switch may perform the dual purpose of energizing the motor v and the electrical ignition means.

It essential that the temperature of comobtained as described above by arranging the v .cooling liquid to enterthe head only during or at the end of. the working stroke by means of the sleeve 7. Further if the flow of liquid into the jacket is by way of the inlet 20 and the only outlet is by way of the duct 21 which is only uncovered bythe sleeve 7 this intermittent cooling can be arranged so as to take place only at the end of the exhaust stroke or, in a four formed during the exhaust and suction strokes 35 and no cooling should take place on the working and compression strokes.

Again this intermittent cooling could be effected by providing the cylinder with a shield or diametrically disposed shields, so timed and ro- 0 tated or reciprocated that in the case of an air cooled aeroplane engine for instance they would ,mask the cylinders against the head-on air stream during the compression and working strokes in order to maintain the heat, but would ,allow an unrestricted passage for the head-on air stream across and round the cylinder during the scavenging and suction strokes; or the intermittent cooling may be efiected by water or other means. This arrangement would offer a con- I siderable advantage over the ordinary constant the cylinder head may be made concave if desired.

An engine having any number of cylinders may be employed but since it is convenient to employ units of three cylinders, except in the case of radials, I prefer to make the engine in multiples of these units either straight or V, but in the case 3 of a double acting two stroke two cylinders might be used as the unit.

It is to be understood that the arrangement and setting of the valves and the details of construction may be varied from those described in order to suit various circumstances and the purpose for which the invention is to be used without departing from the scope of the invention.

I claim:

1. -An internal combustion engine ofthe Diesel, semi-Diesel or compression ignition type comprising a plurality of cylinders, a direct by-pass connection between said cylinders and means for controlling said by-pass so as to admit hot residual products direct from one cylinder during and near the end of expansion to another cylinder during and near the commencement of compression.

2. An internal combustion engine of the Diesel, semi-Diesel or compression ignition type comprising a plurality of cylinders, a direct bypass connection between said cylinders and means including out-of-phase pistons in said cylinders for controlling said bypass so as to'admit hot residual products. direct from one cylinder during and near the end of expansion to another cylinder during and near the commencement of compression. 3. An internal combustion engine of the Diesel, semi-Diesel or compression ignition type comprising a plurality of cylinders, a direct bypass connection between said cylinder and means including a sleeve valve for each cylinder associated with out-of-phase pistons for controlling said by-pass so as to admit hot residual products direct from one cylinder during and near the end near ' a plurality of cylinders, each with a piston therein, a direct bypass connection between said cylinders, a crank shaft to which each of said pistons is connected so that the pistons 01 the respective o cylinders move out of phase and means for moving the said cylinders from said crank shaft so that each cylinder constitutes a sleeve valve controlling said by-pass connection whereby hot residual products may be admitted direct from one cylinder during and near the end of expansion to an.-

other cylinder during and near the commencement of compression.

JOSEPH JAMES EASTWOOD SLOAN.

Images