US2115180A

US2115180A - Two-cycle engine

Info

Publication number: US2115180A
Application number: US726906A
Authority: US
Inventors: Rudolph H Schneider
Original assignee: Busch Sulzer Bros Diesel Engine Co
Current assignee: Busch Sulzer Bros Diesel Engine Co; Busch-Sulzer Bros-Diesel Engine Co
Priority date: 1934-05-22
Filing date: 1934-05-22
Publication date: 1938-04-26
Anticipated expiration: 1955-04-26

Description

April 26, 1938. R. H. SCHNEIDER 2,115,180

TWO-CYCLE ENGINE Filed May 22, 1934 2 Sheets-Sheet 1 ATTORNEYS Wggwaon I r April 2 1938. i R. H. SCHNEIDER v 2,115,180

TW OCYCLE ENGINE Filed May 22, 1934 2 Sheets-Sheet 2 a INVEQJER BY I 9% a j ATTORNEYS Patented'Apr. 26, 1938 I 2,115,180

UNITED STATES PATENT OFFICE TWQ-CYCLE ENGINE Rudolph H. Schneider, St. Louis, Mo., assignor to Busch- Sulzer Bros-Diesel Engine Company, St. Louis, Mo., a corporation of Missouri Application May 22, 1934, Serial No. 726,906 16 Claims, (Cl. 123-65) This invention is an improved mode of conpartition walls and 5" which are provided in struction and operation of two-cycle engines in the cylinder block or jacket structure and which, which the scavenging and exhaust are done with the complementary parts of the composite through piston-controlled ports in the cylinder manifold structure below referred to, constitute 5 walls and its object is better general efliciency ducts for conducting the air to the cylinders and 5 of such engines, obtained in part through an imthe exhaust therefrom. These ducts are adproved arrangement of the scavenging and exjacent and substantially parallel and lead to the haust systems and by the mutual organization same side of the engine. of such systems in a way to give more effective The duct marked 6 leads from the air mani- 10 use of the scavenging air for super-charging and fold I which extends alongside the row of cylin- 10 by other features and combinations of features ders, common to all of them, and is supplied with which will be made apparent in the description air under pressure from any suitable .source. which follows, referring to an engine embodying Preferably this air source is an elongated Roots the new principles and shown for exempliflcatype blower mounted on the cylinder block with tion thereof in the accompanying drawings. In its long rotors 8 turning on horizontal axes paral- 15 the latter, lel to the air manifold. The elongated dimen- Fig. 1 is an axial section through one of the sion, substantially coextensive with the row of cylinders of the engine on line II of Fig. 2; cylinders, enables the rotors with their casing Fig. 2 is a section of Fig. 1 on line II-II, and walls 9 to serve as the floor or bottom of that Fig. 3 is a section of Fig. 2 on line III-J11. manifold, thereby economizing weight and also 20 In the multi-cylinder engine taken for illusspace since with the blower in this position spacetration, the cylinders l are arranged in a row, does not have to be provided for it elsewhere in water-jacketed as usual and provided with inthe engine room and by reason of its 'narrowness dividual cylinder heads containing the fuel inthe width of the engine is not unduly extended jection valves centrally thereof. The pistons 2, as will be apparent. Such a blower can be prac- 5 near the ends of their outward strokes, uncover tically operated to supply air at a rate considerthe zones of exhaust ports 3 and scavenging air ably in excess of the stroke volume of the engine ports 4, formed in the cylinder walls as usual in per engine revolution and at a pressure approthis type of engine, but instead of being respecpriate for supercharging as well as scavenging.

tively on opposite sides of the engine, as cus- The top of the air manifold is formed by the 30 tomary,-the zones are arranged in what may be bottom wall of the exhaust manifold i2 and its termed a fore and aft relation, that is to say, 7 sides are closed in by the cylinder block wall on each zone of air ports is on one side of a vertical the one hand and a removable side plate 1* on plane transverse to the crankshaft through the the other.

axis of its cylinder, and the zone of exhaust ports The air supplied by the blower is passed up- 35 is on the other side of that plane and, as shown wardly from this manifold through check-valves and preferred, the respective zones are on homoll0 secured to the bottom of the exhaust maniogous sides of the cylinders. fold and through the upwardly inclined sections The exhaust ports 3 are indicated as of the of the ducts 6 which are formed in the exhaust same height as the scavenging ports, so that both structure as indicated and which register with 40 are covered and uncovered simultaneously by the the other sections of the ducts 6 formed in the piston. but the porting may be according to any block. Since these ducts are directly subject to preferred arrangement. Preferably the air ports the exhaust heat, it will be appreciated that the are all in one horizontal row or tier as shown and entering air is accordingly warmed and' someslanted upwardly or toward the cylinder head what expanded in transit to the ports. The air 45v and also they are set obliquely in the cylinder guides marked 4" are for giving a proper diswall so as to produce a whirling or rotary motion tribution of the air to the individual air ports. of the cylinder contents. The exhaust ports are The check valves I0 may be of any suitable depreferably set at an angle the reverse of that of sign and are shown as of the horizontal louvre 0 the airports. so that they lie in positions which type (Fig. 3'), one for each air duct. They ob-,,

conform more or less to the direction of whirling struct reverse flow from the cylinders but open during the scavenging period, thus facilitating freely to pass air to the cylinders at that point outflow through them and to some extent assist-- in the stroke when the blower pressure exceeds ing in the rotary motion. the cylinder pressure and as will beunderstood.

The adjacent zones of ports are separated by The exhaust ports 3 discharge through their 56 merous advantages in injection type engines, and

especially in large size engines, since it leaves the opposite side clear for the fuel and lubricating pumps and for various adjunctive apparatus which require more or less continual supervision or attention.

Each exhaust duct II is governed by a mechanical or timed valve l3 of poppet type, one for each duct.

The casings ll of these valves are within the composite manifold structure and more specifically within the exhaust header itself but the valves are operated from the exterior as .by means of the cam shaft l5 also carried on the manifold. The valve design and operation will be clear from the drawings. The cam shaft is geared to the engine crank shaft through appropriate gearing indicated in the present case by a gear-train shown by the dotted pitch-circles I 6, which train also serves to drive the blower. Each exhaust valve is opened and closed by its cam in the appropriate sequence and once in each cycle and preferably the angular relation of each cam on its shaft is made subject to variation, so that it can be closed by its cam earlier or later as desired. For this purpose the cam in Fig. 1 is shown connected to its shaft by helical splines I1 and shiftable thereon by a lever l8, but any of the known valve-timing gearing will su mce.

The function of the exhaust-valve is to terminate the outflow from the exhaust ports of its cylinder at a certain point in the period of. air admission, that is to say, at or about themoment when the'combustion products have substantially departed andbefore air has begun to escape in appreciable amount, thereby allowing the rest of the air, which enters while the pistoncontrolled air ports remain open,'to raise the pressure'within the cylinder and thus establish a supercharge therein. The extent of supercharge, obtained in this way, obviously depends on the blower pressure and the duration of the open period of the air ports after the closing of the exhaust valve, but by the proper adjustment or regulation of the exhaust valve a considerable supercharge is obtainable under any condition and is subject to increase by advancing the time of closing up to the point where too large a body of combustion products is retained in the cylinder to permit emcient combustion of the fuel therein.

It will be apparent that this action is not dependent on-the composite manifold construction nor on the particular port arrangement although it is best carried out with the ports and manifolds disposed as described, and similarly the composite manifold structure will afford its advantages indrawings, also except as required by the dependently of the function of the exhaust valve,

3,-A multi-cylinder engine having a row of I two-cycle cylinders formed with piston-controlled air and exhaust ports, air and exhaust manifolds respectively therefor, extending both along one side of the row, the exhaust manifold being above the air manifold and an elongated. blower mounted on the engine below the air manifold and serving the same.

4. A composite manifold structure for multicylinder two-cycle engines having piston-con trolled air and exhaust ports, comprising a hori zontal exhaust conduit, air ducts formed in the bottom wall thereof and check valves for said ducts secured to said wall and other walls enclosing the checkvalved openings constitutin the air manifold for the engine.

5. A composite manifold structure for multicylinder two-cycle engines having piston-controlled air and exhaust ports, comprising a horizontal exhaust conduit secured to the cylinder block, a blower secured to the block below said conduit, the space between said blower and conduit constituting an air manifold, and air ducts formed in the wall of said conduit for passing air from said air manifold to the air ports.

G. A multi-cylinder engine comprising a row of two-cycle cylinders each having zones of piston-controlled air and exhaust ports, all of the ports of one of said zones being located on the side of its cylinder that is adjacent the next cylinder in the row and all of the ports of the other zone being located on the opposite side of the 7 cylinder, and air and exhaust manifolds both locatedon the same side of the row and respectively in communication with said air and exhaust zones.

in the row and all of the ports in the other zone being located on the opposite side of the cylinder, and air and exhaust manifolds both located on the same side of said row and respectively in communication with the air and exhaust-port zones of the several cylinders, said manifolds being incorporated in a composite header having a common dividing wall between them.

- 8. A multi-cylinder engine comprising a row of two-cycle cylinders each having zones of piston controlled air and exhaust ports, all of theports of one of said zones being located on the side of its cylinder that is adjacent the next cylinder in the row and all of the ports of the other zone being located on the opposite side of the cylinder,

and a composite header secured to one side of said row containing air and exhaust manifolds respectively in communication with said air and 1 exhaust zones.

9. A multi-cylinder-engine comprising a rowof its cylinder that is adjacent the next cylinder in the row and all of the ports of the other zone being located on the opposite side of the cylinder, and a composite header secured to one side of said row containing air and exhaust manifolds in communication with said air and exhaust zones, and also containing valve structures controlling the communication.

10. A multi-cylinder engine comprising a row of two-cycle cylinders each having zones of piston-controlled air and exhaust ports, all of the ports of one of said zones being located on the side of its cylinder that is adjacent the next cylinder in the row and all of the ports of the other zone being located on the opposite side of the cylinder, and a header secured to one side of the row incorporating air and exhaust manifolds connected respectively with said zones, said header carrying non-return valves for the connections of the air manifold with said air port zones.

11. A multi-cylinder engine comprising a .row of two-cycle cylinderseach having zones of piston-controlled air and exhaust ports, all of the ports of one of said zones being located on the side of its cylinder that is adjacent the next cyl-' inder in the row and all of the ports of the other zone being located on the opposite side of the cylinder, and a header structure secured to .one side of the row incorporating air and exhaust manifolds respectively in communication with said air and exhaust zones, and containing and carrying timed exhaust valves adapted for terminating the exhaust outflow from the exhaust zones to the exhaust manifold.

12. A multi-cylinder engine comprising a row of two-cycle cylinders each having zones of piston-controlled air and exhaust ports, all of the ports of one of said zones being located on the side of its cylinder that is adjacent the next cylinder in the row and all of the ports of the other zone being located on the opposite side of the cylinder, air and exhaust manifolds both located on the same side of the row and respectively in communication through separate ducts'with said air and exhaust zones, and valves contained in said manifolds governing all of said ducts.

13. A multi-cylinder engine comprising a row of two-cycle cylinders each having zones of piston-controlled air and exhaust; ports, all of the ports in one of saidzones being located on the side of its cylinder that is adjacent the next cylinder in the row and all of the ports in the other zone being located on the opposite side, said air ports being inclined so as to whirl the cylinder contents and the exhaust ports being inclined in the reverse sense, and air and exhaust manifolds both located on the same side of said row and respectively in communication with said air and exhaust-port zones.

14. A xnulti -cylinder engine comprising a ro of two-cycle cylinders each having zones of piston-controlled air and exhaust ports, all of the ports in one of said zones being located on the side of its cylinder that is adjacent the next cylinder in the row and all of the ports in the other zone being located on the opposite side of the cylinder, and a header structure secured along manifolds for said air and exhaust-port zones respectively and incorporating a rotary blowerfor supplying air to said air manifold.

15. A multi-cylinder engine comprising a row of two-cycle cylinders each having zones of piston-controlled air and exhaust ports, the air ports being individually inclined to their respective cylinder radii so as to whirl the cylinder contents about the cylinder axis and the exhaust ports being reversely individually inclined to their respective radii to facilitate that action, air and exhaust manifolds respectively in communication with said air and exhaust port zones and respectively provided with check-valved air ducts serving said.air ports and timed-valved exhaust ducts serving said piston-controlled exhaust ports.

16. A multi-cylinder engine comprising a row of two-cycle cylinders each having zones of piston-controlled air and exhaust ports, all of the ports of one of said zones being. located on the side of its cylinder that is adjacent the next cylinder in the row and all of the ports of the other zone being located on the opposite side of the cylinder, the air ports being individually inclined with respect to their respective radii to whirl the cylinder contents and the exhaust ports being individually inclined to their respective radii in the reverse sense.