US2383336A - Two-cycle solid-fuel injection supercharged engine - Google Patents

Description

TWO-CYCLE SOLID FUEL INJECTION SUPER-CHARGED ENGINE Filed Dec. 11, 1945.

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- attorney Patented Aug. 21, 1945 TWO-CYCLE SOLID-FUEL INJECTION SUPERCHARGED ENGINE Edward Moore, Newark, N. J.

Application December 1 1, 1943, Serial No. 513,864 7 Claims. (01. 123-68) This invention relates to a fuel-injection, twocycle super-charged engine of the Diesel type.

. In my Patent 2,126,270, issued August 9, 1938,

, of tempered steel, are held in place in any suites,

I have shown such an engine and have described the advantages thereof.

It is the principal object of my present invention to improve on the construction shown in my patent just mentioned.

I have found, after many tests on the engine ofmy patent, that I can reduce the losses and thereby increase the efllciency of th engine by the arrangement shown in the annexed drawing, wherein the single figure of the drawing isa sectional view through the engine cylinder and the auxiliary air cylinder, only those parts being shown which will make the present improvements clear.

In the drawing, I is the crank case of the engine having a crank shaft 2, a piston connecting rod 3, a piston '4 and a cylinder 5, on one side of which is an exhaust chamber 6 controlled by an exhaust valve 1 operated -by a cam 8 and cam arm 9 and a spring ill. The exhaust chamber. 6

has a removable plug I so the valve 1 maybe assembled. The engine cylinder is closed by a removabl head H having a fuel-injection nozzle l2 and a relief valve I 3 which is held in closed ble manner and serve to control the flow ofiair from the outside into the secondary chamber portion 1). Similar valves 30 control the flow of'air from the secondary chamber portion b into the.

-main portion a of the air chamber. To insure a that the valves 29 and 30 are not flexed enough position by a spring l4. The valve 3 may be I manually operated by the push-button IS. The

cylinder head I I has a cooling chamber l B. All these parts are substantially'the same as shown and described in my patent above referred to and since they form no part of the present invention, need not be further described herein.

The piston 4 has a cut-away portion I! to cooperate with an opening 18 in the side of the cylinder leading into an air-pressure, chamber l9 having a main portion a and a secondary portion to pull them from their mounting, stop members or rods 3| are used. This valve construction is fully described in my patent and since the valyes per se form no part of the present invention, they need not be further described herein.

Before describing the operation of the engine, it may be stated that the auxiliary cylinder has a bore the same as the main cylinder, but the piston 23 only has one-half the stroke of the main piston.v

In the operation of the engine, the'main piston 4 may b assumed to be just beginning its downward expansion stroke, and the auxiliary piston about to begin its upward compression stroke.

When the piston 4 moves downwardly sufflciently l far to uncover the exhaust port 32, at which time the exhaust valve 'l is raised from its seat, the gases are in a position to pass out through the exhaust chamber 6. Asthe piston 4 moves downwardly, it sets up a relatively low compression of the air in the crank case L on the order of approximatelytwo to three pounds. and this pressure forces open th thin sensitive valves 30,

allowing this low-pressure air to move into the,

main part a of the air-compression chamber I9; and as the port i8 is uncovered, this air, under low compression, moves into the cylinder and acts to scavenge th cylinder through the exhaust port 32.

or part 1). Associated with the main cylinder and located immediately adjacent the main cylinder and the air-pressure chamber I9, is an auxiliary cylinder 20 having acrarik shaft 2| operatively connected as by gears or an endless chain to the main crank shaft 2. A connecting rod 22 connects the crank shaft 2| with a piston 23.

The cylinder 20 is provided with a, valve 24 operated by an arm 25 and cam 26, the shaft 21 of which is operatively connected with the crank haft 2 1!! y well-known manner. The valve v24 controls the flow of air from the auxiliary cylinder 20 to the main air-compression chamber l9.

The secondary air chamber part b is connected to the interior of the main crank case i by a duct 28. Thin valve members 29, preferably made Just before the piston 4 reaches the ltmit of its down stroke, the exhaust valve 1 closes, and

when the main piston 4 reaches the limit of its down stroke, the port I8 is completely open, and at this time the auxiliary air-compression piston 23 is near the end of its top stroke, approximately one-fourth inch from the top of its cylinder. At this instant, the valve24 is opened and the com.- pressed air, under pressure of twenty to twentyfive pounds, passes rapidly through the air chamber l9 and the port l8 intothe main cylinder. At the same time, this air pressure closes the valves 30.

As the main piston 4 starts on its upward stroke, the port I8 is closed and the piston 23 starts on its downward stroke, the valve 24 still being open and being held open until the super-charging piston 23 reaches substantially the bottom of its suction stroke. Under this condition, the valves 29 and 30 are opened and air passes from the outside through the valves 29 into the duct 28,

due to the suction of the piston 4, and also through the valves 30 into the main part a of the air chamber [9 and into the air-compression cylinder 20 due to the suction of the piston 23.

When the main piston reaches the top of its upward stroke, a charge is fired at the proper instant and, as stated at the beginning of the cycle, the downward movement of the piston 4 closes the valves 29 and-opens the valves 30.

By reason of the construction described, I have-by positioning the auxiliary or air-compression cylinder as indicated-been able to cut the length of the stroke of the air-compression piston in half and yet obtain a much higher pressure, two to three times, of supercharged air, with a less amount of power absorbed, and a shorter flow of the compressed air, and a utilization of the compressed air in the crank case by the main cylinder over the construction of my patent previously referred to. All these advantages are obtained with a construction that is simpler and easier to make, and service, than the construction of my patent referred to herein.

. an auxiliary air-compression cylinder mounted adjacent the power cylinder and having a piston connected to a crank shaft geared to the engine crank shaft, an air pressure chamber positioned between the power cylinder and the auxiliary cylinder and directly connected between said two cylinders, an exhaust chamber having an exit and a valve for opening and closing said exit, while the power piston is uncovering and holding open a'port into said exhaust chamber, as well as a port into said air chamber, said valve being substantially fully opened before the power piston uncovers the exhaust port, andcloses before the piston reaches the full limit of its power stroke whereby air under pressure from the air chamber is passed toand trapped in the power, cylinder, ready for the compression stroke of the engine. 2. An engine arrangement as set forth in claim 1, further "defined in that the auxiliary cylinder has a bore diameter equal to that of 'the power cylinder, but having a stroke length of approximately one-half that of the power cylinder.

3. An engine arrangement as set forth in claim 1, further definedin that the auxiliary cylinder has a cubical volume-much less than that of the power cylinder.

4. In an engine of the class describedhaving a main crank case carrying a crank shaft, a power cylinder having a piston connected to said crank shaft and adapted to set up at least some compression of the air in said crank case, an auxiliary cylinder mounted adjacent the power cyl- -2,aas,se

inder, an air chamber located between the two cylinders, thepower cylinder having. a port leading into said chamber, the port being opened and closed by the power piston, said air chamber being divided into main and secondary parts, the

7 main part being directly connected to said auxiliary cylinder through a valve therein, while the part into the main part, further valve means for controlling the flow of outside air into the secondary part, an exhaust chamber associated with the power cylinder and having a port leading power cylinder.

into the power cylinder controlled by the power piston, and a valve for opening and closing an exit from said exhaust chamber at the proper time.

5. An engine combination as set forth in claim 4, further defined in that the air from the crank case to the secondary part ofsaid air chamber is used primarily to scavenge the power cylinder by way of the exhaust chamber which is closed by said valve before the piston reaches the limit of its down stroke, while the air from the auxiliary cylinder under a pressure of approximately 20 pounds acts to super-charge the power cylinder.

6. An engine combination as set forth in claim 4, further defined in that the air from the crank case to the secondary part of. said air chamber is under approximately two to three pounds pressure and is used primarily for scavenging the power cylinder byway of the exhaust chamber which is closed by said valve before the piston reaches the limit of its down stroke,- while the air coming from the auxiliary cylinder-is under a pressure several times that of the air from the crank case and is used for super-charging the 7.- In an engine of the class described having a main crank case carrying a crank shaft, 9. pow- 'ing intosaid chamber, the port being opened and closed by the power piston,'the auxiliary cylinder having a valve for operatively connecting the auxiliary cylinder' to the air chamber. which has a part havingan air. passageway into the engine crank case, valve means for controlling the fiow of air from and to the crank case aswell as the outside free air intothe air chamher, an exhaust chamber associated with the power cylinder and having a port leading into the power cylinder controlled by the power piston,

and a valve for opening and closing an exit from said exhaust chamber at the proper time.

EDWARD MOORE.

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