US2315114A

US2315114A - Diesel engine

Info

Publication number: US2315114A
Application number: US82956A
Authority: US
Inventors: Fels William
Original assignee: F S K Manufacturing Co Inc
Current assignee: F S K Manufacturing Co Inc; F-S-K MANUFACTURING COMPANY Inc
Priority date: 1936-06-01
Filing date: 1936-06-01
Publication date: 1943-03-30
Anticipated expiration: 1960-03-30

Description

W. FELS DIESEL ENGINE March 3o, 1943..

Filed June 1, 195e Patented Mar. 3o, 1943 DIESEL ENGINE 'william reis, Fairhqpe, Ala., assigner to Fes-K Manufacturing Company, Inc., Foley, Ala., a orientation of Alabama.

Application June 1, 1936, seria1N0.82,956

(ci. '14s-4o) 8 Claims.

This invention relates to improvementsl in yinternal combustion engines and is particularly valuable in connection with Diesel and Diesel type engines. This application is a continuation in part of myapplication for patent for improvements in Diesel engines, Serial No. 955, filed January- 9, 1935.

The invention resides in improvements in the -connections between the pistons and the crankshaft `of the engine and one of the most important objects is to eliminate the direct thrust of the piston upon the crankshaft at the instant' of firing of the mixture in each cylinder.

An important feature of the invention resides in the provision of a rocker fulcrumed independently of the crankshaft and pivoted to the main connecting rod in such a mannervthat the connectingrod and rocker are preferably in alignment, or substantially so, at the instant of ignition of the charge in the cylinder whereby the thrust of the high compression explosion is directly on the fulcrum of the rocker and is not delivered to the crankshaft which has a separate connection to the rocker.

Another important feature of the invention resides in the provision of such a connection between the cylinder and the crankshaft as to substantially eliminate the need of a fly wheel -in engines of no more than three cylinders and in which the explosive effort is imparted so smoothly to the crankshaft that the drive torque is more nearly uniform than in engines of. the conven-` tional form. i

Another important object of the. invention is to provide a rocker so disposed and relatedto the crankshaft that the rocker provides an increas- -ing leverl arm for the piston thrust throughout a major part, at least, of the power stroke of the piston. l l

Another important feature of the invention resides in the provision of connections between the crankshaft' and piston of the engine wherein the crankshaft can be disposed otherwise than vsubstantially intersecting the extended axis of the cylinder, which permits the construction of engines of extreme compactness as regards all-over height.

Other and further features and objects of the invention will be more apparent to those skilled in the art upon a consideration of the accompanying drawing and following specificationwithin the scope of the appended claims with-v out departing from vthe lspirit of the invention.

In said drawing Fig. 1 is a transverse section through the cylinder of a-Diesel engine showing the piston atlbottorn dead center in one form of connection between the piston and the crankshaft, the drawing being largely diagrammatic;

Fig. 2 is a View of the same construction as Fig. 1 with the piston at top dead center and ready for the explosion;

Figf is a view similar to Fig. 1 showing a different arrangement of the crankshaft and rocker;

Fig. 4 illustrates Fig. 5 a still further embodimentfwhich construction results in` maximum compactness.

Internal combustin engines are notable for developing their maximum instantaneous power over only a short portion of the piston stroke which results in extremely uneven torque as delivered by the engine unless 'advantage is taken of a very heavy ily wheel to absorb the maximum delivered torque of the explosion and returnit for useful work during periods whenno power is delivered by the piston. 'Ihis has resulted in l the use of multi-cylinder engines in an endeavor to smooth out the torque curve and to overcome vibration diiiiculties and the Size of the iiy wheel has been reduced in proportion as the number of cylinders increases4 and as the engine speed engines are many times higher than in the conventional spark ignited gasoline engine. The

- lextremely high pressure necessary to produce wherein are disclosed several exemplary embodiments of the invention with the understanding spontaneous ignition results in a violent explosion with a high torque delivery over a short portion of the stroke ofthe piston which tends to speed up the engine during this time resulting in an uneven delivery of power, rough operation` and tremendous strains von the crankshaft and y fly wheels.

In accordance withthe present invention, the

" period over whiqi the power is delivered is in creased by maintaining the' speed substantially uniform throughout each. revolution and the torque delivery is spread out over agreater portion of the cycle so that the maximum torque peaks are eliminated and thus the size ofI the V(crankshaft and corresponding parts can be materially reduced andthe fly wheel almost entirea further embodiment; and

ly eliminated in'enginesmaving no more than three cylinders.

This will be recognized as a majorstep forward in the use of such engines which are highly desirable for reasonsalready wellknown, for 5 it enables a material reduction in weight, cost and bulk of the engines and produces a much smoother power output permitting the engine to be used in places Where heretofore its use was practically prohibited.'

Since most portions of the engine of the present invention are of conventional construction except in the matter of size and weight, it has been deemed suiiicient to illustrate a cross section of a single cylinder with the connecting rods, crankshaft and the like diagrammatically shown since the invention deals more with the relationship of these parts to each other than to their structural features. The engine shownis of the two cycle type in order that the number of Lcylinders can be reduced to a minimum, although the invention, of course, is not limited" `to any particular mode of operation of the engine.

As shown, the cylinder I0 has mounted for re- 25 -ciprocation therein the piston Il carrying the wrist pin I2 journalling the upper end of the main connection rod I3. In the construction shown in Figs. 1 and 2, the crankshaft I5 -is suitably supported in bearings (not shown) and its 4axis intersects at right angles the extended axis of the cylinder. 'I'he throw I6 of the crank pin I I on the crankshaft is independent ofthe' length of stroke of the piston and can be made the same or more or less as desired. Y

interposed between the main connecting rod and the crankshaft is a rocker I8 shown as having two arms I9 and 20 arranged at an ang'le to each other and journalied at their intersectionon a fulcrum 2| intersecting at right angles the 40 extended axis of the cylinder.

The extreme end of the arm 20 is pivoted at 22 -to Ithe free end of the main connecting rod I3 while the end of arm I9 is pivot'ed at 23v to one end of a secondary connecting rod 24 the oppo- 45 '.Iiite end of which is, .'ournalled on the crank pin The length of the connecting rod. I3 and of the arm 20 of the rocker and the vertical position of the fulcrum 2l are each or all so adjust- 50 ed that at top piston position, as shownin Fig. 2, the main connecting rod and its arm 20 of the Vrocker are in direct extended alignment while at bottom vpiston position they `are disposed as shown in Fig. 1 wherein the rocker arm has 55 moved through an angle somewhat greater than 90. It will be seen that due to the disposition of the fulcrum 2| and to the length of rocker arm 20 as comparedto the crank throw, the le-Y verage'exerted on the rockerincreases through- 60 out a major part of the power stroke of the piston.A This is of great advantage'in achieving a smooth torque application since as the piston is descending, the pressure thereabove is decreasmg.

In the. position of Fig. 1, at bottom dead center, the crank arm I S and the secondary connecting rod 2l are in`extended alignment while at top.dead center position these same two parts are in over-lapping alignment., when, as shown 70 in these two figures, the crankshaft axis is in- 'tersected by the extended axis of the cylinder,

the second arm of the rockeris disposed atan angle of Aapproximately 150 to the first arm in order' to provide the best angles between the var- 15 iousvparts for power transfer at different stages of the piston stroke. This second arm of the rocker must of necessity'be longer thanA the crank arm I6 of the crankshaft in order to permit the crankshaft to make full rotation while the arm reciprocates.

Any suitable mechanical arrangement of the bearings, pivots, and the like, can be made but it sorbs the initial thrust eliminates the requirement for a heavy ily wheel, for the high peak of the pressure curve is attened to a considerable v degree so that the load on the crankshaft 'at the upper dead center is practically zero. This converts the action of the Diesel engine to give a smoother flow of power and at the same time increases the combustion period as compared with directly connected engines so'that more power is obtained from the same amount of fuel and vibration is materially reduced.

The angularity between the two arms of the rocker permits of the most desirable transfer of power between the piston and the crankshaft .during the intermediate portion ofthe lpower stroke of the piston while not permitting the fullthrust of the piston to be imparted to the crankshaftIduring the initial or high pressure part of the stroke. The angularity between the two parts of the rocker insures a quick transfer of the power of the piston to the connecting rod after the initial force of the explosion has been absorbed by the fulcrum.

`The same effect as the angular relationship of the two parts of` the rocker arm can be ob- .tallied with a straight rocker by offsetting the axis of the crankshaft laterally of the extended axis of the cylinder to provide the same angles between the second arm of the rocker and the secondary connecting rod.' and two positions can be found which are most satisfactory, although the one shown in Fig. 31s considered superior since it shortens the over-all width of the engine. The construction here is substantially the same is in Figs. 1 and 2 but the rocker I8' has its two arms in alignment. It rocks in the range shown by the arrows and in so doing rotates the crankshaft through: the agency of the secondary connecting rod in the same manner as in the construction of Figs. 1 and 2.

axis intersecting the extended axis of the cylinder, and having the main connecting rod 21 pivoted o its end at 28. 'I'he secondary connecting rod 9 is also connected at 28 or on an axis coaxial with the pivot 28.. The crankshaft 3D is offset laterally from the axis of the cylinder as in the construction of Fig. 3 and in the arrangement of Fig. 4 the crank arm 3| is in extended alignment with the secondary connecting rod 29 at top dead centerwhereas in the arrangement of Fig. 5 these parts are in over-lapped alignment at top dead center. These two forms require a diii'erent direction of rocking of the tance laterally of the cylinder axis and beside link 25 as shown in the dotted arcsin those two gures.

The construction of Fig. is in most cases preferable since' it gives a better balanced arrangement With less over-all width and -height and provides an engine well' adapted for automotive use because of the low over-all height.

The width is less than in the conventional horizontal type engines because the link makes much less than a half revolution.

' All embodiments of the invention partake of the benefits previously enumerated and in addi- 'tion they all reduce very vmaterially the vibration of the Diesel type of engine resultingfrom the uneven torque delivery of the convention form. 'I'he vdistribution of the torque delivery in accordance with theV present constructions vinsures a much smoother operation and thus iurther permits of a reduction in the weight of moving parts:y and supporting structural parts.

In the orm of Fig. 5 the v'crankshaft may be said to be between the ends of the main connecting rod and laterally disposed in respect to the extended axis of the cylinder. It 4should be noted that in all forms of the invention shown in the the iirst connecting rod.

3. In a high compression internal combustion engine of the Diesel type, a vcylinder having a piston reciprocabie therein, a conventional connecting rod for said piston, a crankshaft having a throw'independent of the stroke of the piston, Y

a rocker fulcrumed on an axis intersecting the extended axis of the cylinder at right angles, the end of the connecting rod being pivoted to said rocker, the position of the fulcrum being so selected that with the chosen rod and rocker lengths these parts are in substantial alignment at the time of ring the charge in the cylinder whereby the initial force of the explosion is applied substantially solely to said fulcrum, a second connecting rod extending from the crank throw to a pivotcoaxial with the pivot of the rst connecting rod on saidrocker, the crankshaft-axis' being so disposed laterally of the extended cylinder axis that the second connecting rod is in-alignment with its crank when the main l 'connecting rod is in alignment with therocker.

preferred embodiments above described, at top dead centerv the main connecting rod and its rocker are in direct alignment while at the same time the secondary connecting rod is in alignment with its crank throw on the crankshaft. However, it will be understood that while preferred embodiments have been specifically described herein, variations in the form and arrangement of parts, still affording the advantages of the increasinglever arm, are possible extended axis of the cylinder at right angles, the

4end of the connecting rod being pivoted to said rocker, the rod and rocker lengths being such that these parts are in substantial alignment at top piston position to apply the initial force of the explosion substantially solely to the said fulcrum, and a second connecting rod having a pivot to said rocker coaxial with that of the rst connecting rod and havingits opposite end mount-v ed o n the crank throw,- said crankshaft axis being spaced a substantial distance laterally of the cylinder axis.

2. In a high compression `internal combustion engine of the Diesel type, a cylinder having a piston reciprocable therein, a conventional 4. In a high compression internal combustion engine of the Diesel type, a cylinder having a piston reciprocable therein, a conventional connecting rod for said piston, a crankshaft having a throw independent of the stroke of the piston, a rocker fulcrumed on an axis intersecting the extended axis of the cylinder at right'angles, the end of the connecting rod'being pivoted to said I- rocker, the position ofthe fulbrum being so s elected that. with the chosen rod and rocker lengths these parts are in substantial alignment at the time of ring the charge in the' cylinder whereby the initial force .of the explosion is applied substantially solely to said fulcrum, a second connecting rodextending' from the crank throw to a. pivot coaxial with the pivot of the irst connecting rod on said rocker, the crankshaftl axis being so' disposed laterally of the extended cylinder axis that the second connectingl rod is 4in overlapping relation with its crank when the lmain connectingr rod is in alignment with the rocker.

5. In a high compression internal combustion engine of the Diesel type, a cylinder, a piston reciprocable in said cylinder, a rocker having its axis in a plane normal to the cylinder axis, a

rigid connecting rod between said piston and said rocker and having a point of connection with said rocker spacedfrom the rocker axis, a crank whose axis is parallel to the rocker axis,l and a connecting rod for said piston, a crankshaftvhaving a throw independent of -the strokeof the piston, a rocker fulcrumed on an axis intersecting the extended axis of the cylinderat right angles, the end of the connecting rod being pivoted to said rocker, and rod and rocker lengths being such that these parts are in substantial alignment at top piston position to apply the initialv force of the explosion substantially sole-` ly to the said fulcrum, and a second connecting rod having a pivot to said rocker. coaxialwith vthat of the rst connecting rod and having its opposite end mounted on the crank throw, said crankshaft axis being spaced a substantial disrigid connecting rod between said rocker and crank and having 'a'point of connection with said rocker spaced from the' rocker axis a distance greater than thelength of thev crank throw, the points of connection' of said connecting rods 'with said rocker being so related to each other and` so spaced 'from the rocker axis'and the crank and rocker axes bein'g so disposed relative to each other that when the piston is at the top of its power stroke the crank is at the top of its throw and when the piston isa-at the bottom of its power stroke the crank vis atthe bottom of its throw, the rocker axis being sov disposed relative to the cylinder axis and the distance b@tween the rocker axis and the pointof connection o f the rocker with th connectingrod which goes to the crank being s much greater than the crank throw that the rocker provides an increasing lever arm for the piston thrust throughout a maior part of the power stroke of the piston.

6. In a high compression internal combustion engine of the Diesel type, a cylinder, a piston reciprocable in said cylinder, a rocker including an arm and having its axis .in a plane normal tothe cylinder axis, a rigid connecting rod between said piston and arm, a crank having its axis kparallel to the rocker axis, and a rigid connecting rod between said rocker and said crank and having a point of connection with said rockeri spaced from the rocker axis a distance greater than the length of the crank throw so that upon each rotation of the crank said arm swings to and fro through acertain' angle, the-rocker axis being so disposed relative to the cylinder axis and the distance between-the rockr axis and the point of connection of the rocker with the connecting rod which goes to the crank being so much greater than the crank throw that said arm is at Yone limitof swing at the start of the power impulse and during the continuance of the power impulse swings away to its other limit and to a position in which it is at an obtuse angle the cylinder axis, said 20 v .from the cylinder andthe cylinder axis nearly `the cylinder axis`is such that the rocker axis intersects the cylinder axisnnd wherein the point of connection with the rocker of the connecting rod which goes to the piston is substantially on the cylinder axis at top piston.

v8. An engine as Specified in claim 6 wherein the said disposition of the rocker axis relative td the lcylinder axis is such that the rocker axis intersects the cylinder axis, and wherein at top pistn said arm is substantially in alignment with the connecting rod' which goes t0 the piston.

1 WILLIAM FELS.