US2164522A

US2164522A - Internal combustion engine

Info

Publication number: US2164522A
Application number: US186386A
Authority: US
Inventors: Cecil D Howard
Original assignee: Sun Shipbuilding and Dry Dock Co
Current assignee: Sun Shipbuilding and Dry Dock Co
Priority date: 1938-01-22
Filing date: 1938-01-22
Publication date: 1939-07-04
Anticipated expiration: 1956-07-04

Description

July 4, 1939. c. D. HOWARD 2,164,522

INTERNAL COMBUSTICN I ENGINE Filed Jan. 22, 1938 s Sheets-sheaf 1 M/VEA/TOR W/T/VEJS: v flaw d/i7. gewam/ July 4, 1939. Q HOWARD 2,164,522

INTERNAL comsuszuon ENGINE Filed Jan. 22, 1938- 5 Sheets-Sheet 2 c/m l/V BEL 7' y 4, 1939- c. D. HOWARD INTERNAL COMBUSTION ENGINE 5 Sheets-Sheet 3 Filed Jan. 22, 1938 .a r m 4. f 6 NO I M a 7 x/ w F .v a e m J V 5 O L a b C x- 2 X 5 a ing means, as a cam,

Patented July 4, 1939 PATENT OFFICE 2,164,522 INTERNAL ooMnUsTIoN ENGINE Cecil, D. Howard,

Chester, Pa.,

Swarthmore, Pal, Sun Shipbuilding .& Dry Dock a corporation of Pennsylvania assignor to Company,

Application January 22, i938, Serial No. 186,386

3 Claims.

This invention relates to an improvement in internal combustion engines, and more particularly to valve and fuelinjector operating mechanism for engines of the Diesel type and operating on 5 the two stroke cycle, and so arranged as to enable such engines to be readily reversed,

The mechanism in accordance with this invention will be found to possess at once high efficiency and extreme simplicity.

Generally speaking, the mechanism will come prise a crank shaft, in driven relationship with the main crank shaft and connected on the one hand with a slide valve through, for example, a toggle mechanism, and on the other hand carryfor actuation of fuel injection means, as a fuel pump. The mechanism as a whole is so arranged as to permit the engine to be operated with either right or left hand rotation, at will;

Having now indicated in a general way the nature and purpose of this invention, I will proceed to a detailed description of a preferred embodiment thereof with reference to the accompanying drawings in which:

Figure 1 is a sectional view of an internal combustion engine of the Diesel type and embodying this invention.

Figure 2 is a sectional view of the engine shown in Figure 1, taken at right angles to the showing 30- of Figure 1 Figures 3 and 4 are timing diagrams, respectively, for right and left hand rotation of the engine shown in Figures 1 and 2.

Referring more particularly to Figures 1 and 2,

35 2 indicates a working cylind within which is a piston 3 connected to a crank 4 ofa crank shaft 5, through a connecting rod 6. The working cylinder is provided with exhaust ports 1 communicating with an exhaust passage 8 and adapt- 40 ed to be controlled by the piston 3, as is usual in Diesel engines of the two cycle type. Opening in the head of the cylinder 2 is a valve cylinder 9, provided with ports I communicating with a passage or receiver I I for scavenging air, which may ;5 be supplied from any suitable source of supply. Within the valve cylinder 9 is a piston valve I2, adapted to control the ports |o;

The valve I2 is driven from a crank shaft I3, mounted adjacent to the valve cylinder, by means of a toggle, comprising a rocker arm I4 on a suitably mounted fulcrum. pin I5, a connecting rod I6 pivotally connected to the rocker arm and to a crank I! on the'crank shaft I3 and alink I8 pivotally connected to the rocker arm and to the 5 piston valve I2.

(Cl, 1234l) A fuel injection nozzle I 9 is let into the working cylinder 2 adjacent to the valve cylinder 9 and is connected to a fuel pump 20 through a conduit 2|. The fuel pump 20 is mounted adjacent to the crank shaft I3 and is adapted to be operated by a cam 22, mounted on the shaft I3, and which acts upon a cam follower 23 carried on the end of the pum piston rod.

The crank shaft I3 is supported by suitable bearings, as roller bearings 24, and is adapted to be 10 driven from the main crank shaft 5 through a chain 25 which engages with a sprocket 26 on the crank shaft 5 and witha sprocket 21, engaged with the crank shaft I3 through a slidable sleeve 28, to which the sprocket is-splined by straight splines and which is engaged with the shaft I3 through spiral'splines 29. The outer end of the sleeve 28 is grooved, as at 30, for engagement by the forked end of a hand lever 3|, mounted on a suitable'fulc'rum pin32.

As will now be obvious, when thevengine is in operation rotation of the crank shaft I3, driven from the main crank shaft 5, will effect operation of the piston valve I2 and of the fuel pump 20. The crank I1 and the cam 22 will be so set that 25 the engine may be readily reversed by stopping, rotating the shaft I3 independently of the main shaft 5 and restarting. The shaft I3 is readily rotated independently ofshaft 5 by manipulating hand lever3I to slide sleeve 28 relative to sprocket 30 21, with respect to which it is non-rotatable, and which will result in rotation of shaft I3 due to the spiral splined connection between the shaft and sleeve. Y

The timing of the engine will be apparent from the diagrams comprising Figures 3 and 4, which respectively illustrate timing for right and left hand rotation.

Referring now to Figure 3 and assuming that the shaft I3 rotates at the same speed and in the same direction as the main crank shaft 5 as is usual in two stroke cycle engines, and that the engine is to be operated in right hand direction, as shown by the arrow A, the main crank 4 is in the position B for opening of the scavenging ports Ill by the piston valve I2; which for illustration is taken as 40 above lower dead center. The crank I! of the shaft I3 is in the position C and the lobe of the fuel pump operating cam 22 is in the position D. As the main crank 4 moves to the point B of closing of the scavenging ports I0, the crank I 1 moves up to the position C. In this movement amounting to 110 the piston valve I2 has opened the ports I0 and closed them again.

The point of fuel injection E is shown at 5 before top dead center which is 215 after the point B at which the scavenging ports I 0 are opened. When the crank 4 is moved up to the position E, the lobe of the cam 22 has moved 215" from the point D to the point D, which is 20 before top dead center on which the fuel pump with its cam follower 23 is assumed to be located.

The lobe of the fuel cam 22 is so designed that when it reaches the point D it will have moved the fuel pump through one-half of its stroke, as indicated in dotted lines, Figure 3, and the pump is so designed that at this point, which is 5 before top dead center of the crank 4, it begins the injection of fuel into the working cylinder through the fuel nozzle l9.

As will appear, the exhaust ports I will be automatically controlled by the working piston 3. They will be opened when the crank 4 is at the position X, ahead of the point of opening of the scavenging ports I0, and will be closed when the crank 4 is at the position X, 15 ahead of the point of closing of the scavenging ports l0.

Referring now to Figure 4, in which the various positions of the main crank, cam 22, etc. are shown, when the engine is running. in reverse with left hand rotation, it will be noted that when the main crank 4 is at the point b for opening of the scavenging ports, the crank I1 is at c, that the lobe of the cam 22 is at d and that when the main crank has moved up 215, the lobe of the fuel cam 22 is at the point d, before top dead center and since the lobe of the fuel cam is symmetrical, the cam follower is moved up as in right hand rotation. It follows that the scavenging ports close when the crank 4 has reached the point I) and the crank I1 is at 0, while the exhaust ports areopened when the main crank is at the point a: and they close when the main crank is at the point :r'.

In order to have the crank l1 and the cam 22 in correct angular relation to the main crank 4, for left hand rotation, it is only necessary to rotate the shaft l3 to advance the cam 22 and crank II a distance of 30, which is readily accomplished by manipulation of lever 3|,as described. The reason for the 30 advance will be readily understood from the fact that the main crank 4 moved 80 from the position B to the position b for opening of the scavenging ports. Such movement would bring the crank I1 up 80, or 30 short of the desired position 0. The fuel cam 22 would likewise be moved up 80 or 30 short of its desired position d.' Hence, it is necessary to agvance the crank l1 and cam 22 an additional 3 It will be understood that it is not intended that this invention be limited to the details herein given for illusrative. purposes, since it will be obvious that various modifications in detail may be made without departing from the scope of this invention.

What I claim and desire to protect by Letters Patent is:

1. In an internal combustion engine, in combination, a working cylinder, a working piston, a main crank shaft, means operably connecting said piston and main crank shaft, a passage communicating with the interior of the cylinder, a

valve adapted for the control of said passage, a fuel nozzle let into said cylinder, a second shaft, means affording a driving connection between said main crank shaft and said second shaft, means affording an operating connection between said second shaft and said valve, a fuel pump positioned adjacent said second shaft, means carried by said second shaft for actuating said fuel pump, a conduit affording communication between said fuel pump and said fuel nozzle, means for rotating said second shaft independently of said main crank shaft to simultaneously change the timing of the valve and fuel pump so that the engine will run in reverse direction.

2. In an internal combustion engine, in combination, a working cylinder, a working piston, a main crank shaft, means operably connecting said piston and main crank shaft, a passage communicating with the interior of the cylinder, a valve adapted for the control of said passage, a fuel nozzle let into said cylinder, a second crank shaft, means affording a driving connection between said main crank shaft and said second crank shaft, means affording an operating connection between said second crank shaft and said valve, a fuel pump positioned adjacent said second shaft, means carried by said second shaft for operating said fuel pump, a conduit affording communication between said fuel pump and said fuel nozzle and means for rotating said second crank shaft independently of said main crank shaft through an arc of approximately 30 to simultaneously change the timing of the valve and the fuel pump so that the engine will run in a reverse direction, said valve and fuel pump being timed for reverse operation of the engine on rotation of said second crank shaft independently of said main crank shaft through an arc of approximately 30.

3. In an internal combustion engine, in combination, a working cylinder, at working piston, a main crank shaft, means operably connecting said piston and main crank shaft, a passage communicating with the interior of the cylinder, a slide valve adapted for the control of said passage, a fuel nozle let into said cylinder, a second crank shaft, a sleeve spirally splined on said second crank shaft, a driven element slidably splined on said sleeve, driving connections between said main crank shaft and said driven element, means comprising a toggle affording an operating connection between said second crank shaft and said slide valve, a fuel pump positioned adjacent said second crank shaft, a cam carried by said second crank shaft for actuating said fuel pump, a. conduit affording communication between said fuel pump and said fuel nozzle, and means for moving said sleeve longitudinally relative to said driven element a distance such as to rotate said second crank shaft independently of said main crank shaft through an arc of approximately 30 to simultaneously change the timing of the valve and the fuel pump so that the engine will run in a reverse direction, said valve and fuel pump being timed for reverse operation of the engine on rotation of said second crank shaft through an arc of approximately 30.

CECIL D. HOWARD.