US2638882A - Carbon-free operation of internalcombustion engines - Google Patents

Description

May'19,' '1953 E. RYDER 2,538,882

CARBON-FREE OPERATION 0F INTERNAL-COMBUSTION ENGINES Filed Dec. 2o. 1948 @Enum @i gglme/I Ryder Patented May 19, 1953 ,UNITEDy STATES .PATENT OFFICE CARBON-FREE OPERATION F INTERNAL- 'COMBUSTION ENGINES Elmer Ryder, Aurora, Ill.

Application December 20, 1948, Serial No. 66,328

6 Claims. ll

The present invention relates to improvements in internal combustion engines, and more particularly concerns a solution of the problem of overcoming the detrimental effects of the carbon resulting from the combustion of fuel in the operation of such engines,

Carbon particles formed in the combustion of the motivating vfuel inthe operation of internal combustion engines, of both'the ignition type and diesel type, have a highly abrasive character. In theconventional internal combustion engine these carbon particles vwork back from the combustion chamber in the cylinder head past the pistons and into the crank case oil.

Possibly the principal cause of cylinder scoring and wear is attributable tothe carbon as it nds its way past the pistons. In the crank case oil the carbon is distributed to all of the bearing parts which are lubricated by the oil. Consequently engine wear and deterioration are grossly excessive in spite of vastly improved mechanisms, metallurgical practices and machining methods.

Elaborate precautions are generally exercised to minimize deterioration caused by carbon. Thus, extremely close fitting piston rings with scavenger devices, carbon controlling expedients, and the like are utilized on the pistons, with the result that the cylinder vwall whichis the very bearing surface that should be most efficiently lubricated and which is closest to the carbon source and most prone to the detrimental abrasive elfects of the carbon is virtually lubrication starved. Furthermore, oil filters are utilized for the crank case oil with the prime objective of removing carbon from the oil. Nevertheless the crank case oil must be completely flushed out and replaced by a fresh oil supply periodically because of `the load of carbon with which it soon becomes polluted. When the crank case is drained, a heavy carbon sludge is usually found and the oil has lthe characteristic black color due to the carbon particles suspended therein. If it were not for the carbon pollution. a good grade of motor oil would lastindefinitely and would require replacement merely byway of addition for oil lost by leakageor volatilization..

vAn. important object of the present invention is to improve the operation of internal combustion engines by substantially .preventing escape of carbon from the combustion chamber into th cylinders andthe crank case. y

Another object of the invention is to remove y directly from the combustion chamber of an internal combustion engine carbon prodllel in operation, and in such a manner that escape of carbon past the pistons is practically eliminated.

A further object of the invention is to provide improved means for scavenging carbon from internal combustion engines.

Still another object of the invention is to provide an improved method of scavenging carbon from the combustion chamber of an internal combustion engine.

Other objects, features and advantages'of the present invention will be readily apparent from the following detailed description of one embodiment thereof, taken in conjunction with the accompanying drawings, in which:

Figure 1 is a fragmentary longtiudinal sectional view through the cylinder of an internal combustion engine;

Figure 2 is a fragmentary sectional view taken substantially on the line II-II of Fig. 1;

Figure 3 is a schematic view of an internal combustion engine embodying the features of the invention; and

Figure 4 is a schematic view showing a modied construction.

According to the present invention, carbon is removed directly from the combustion chamber of an internal combustion engine by way of a sump draining from the lowest point in the combustion chamber, while fuel intake and gas exhaust are accomplished in a high part of the combustion chamber.

In the very early history of internal combustion engines it was thought advisable to have the exhaust port and valve at the lowest point in the combustion chamber. This was soon found to be quite impractical, however, because the carbon passing through the exhaust port quickly cut the valve and its seat as well as the valve stem into such a state of deterioration that the engine would lose power to a quite undesirable degree. In the long interval since then it has always been found desirable to have the intake and exhaust ports in a high portion of the combustion chamber so that the natural gravitational tendency of the carbon would be away from these ports. Consequently the carbon has either deposited on the walls of the combustion chamber and on the piston head or has escaped past the piston into the crank case, with all of the deterioration factors thus created.

By the present invention all of the desirable features of having the intake and exhaust ports at a high point Yof the combustion chamber or retained, but the deterioration factors attendant '-,upon carbon escape into the crank case are vention will require merely a `gradualadditicn of oil to the crank case. The oil in the crank' case remains substantially clean at all times to perform its lubricating function to best advantage. The loss of oil from theI crank case due to the permitted or even encouraged carbon flushing seepage into the combustion chamber will at least not put the engine user to any disadvantage from the oil consumptionistandpointas compared with prior practice since. over a period of time no more oil:- need befconsumed .by

the engine due to the carbon-.flushing seepage than would be consumed.. by the periodic ,oilv change heretofore required. The probabilities are, however, that .there will be anactualsaving.-

in oil consumption in. addition. to the tremen-r dous saving effected in the enginedueto the saving in wear on thecylinder wallsand the Yvarious bearings lubricated by-the crank. case oilY byreason of the elimination of. the abrasive dei terioratingieffects of carbon particles.v

By way of example the invention hascbeen.,

show-n in Figures l and. 2. as-applied to awell known type of internal combustion-enginemcluding a horizontal cylinder I within` which a piston H operates reciprocably. to drive a piston rod l2 which is-connected internally thereto throughthe medium of. the usual wrist-,pinl i3. The cylinder has thereabout the usual.v water jacket Hi. Removably secured to the endof. thev cylinder structure is lacylinderheadIS, the .usual attaching bolts il' being provided orsecuring it in place. v

Within the innerv face ofthe cylinder head1-3. is formed a combustion chamberoavity I8-. Thisv cavity cooperates with rthe outer end of the cylinder bore to provide a combustion chambenand extends laterally of the cylinder. bore. to cornrnu-r nicate with fuel intake and exhaustepassages, one of which identiiied at isis shown inFig... l, and which passages are controlled by the usual respective poppet valves, identiiied at 20. Fuel ignition is provided for bya spark plug 2l carried by. the cylinder headl5. As. will be observed. the fuel intake and exhaust passages are located in the highest portion of the combustion chamber. Consequently, in` the operation of the engine carbon created as a result .of .combustion of fuel inthe combustion chamber being.. relatively heavy tends to gravitatetoward. the lowest portion of the combustion chamber.

For receiving the carbon,A a sump recess 22 is provided at the lowermost end of the combustion chamber cavity I8.in the cylinder head l5.- By preference this sump recess is of` only small dimension so as not .to interfere with the compression characteristics of the combustion cham ber cavity i8, and all surfaces leading to the sump recess or depression are smoothly curved to avoid any ledges on which carbon. might tend to accumulate. As seen in Figs. 1 and .2, all adjacent surfaces taper into the sump recess 22, there beinga ramp surface 23 which tapers from the edge of the cylinder bore. Thus, in the operation of the engine, carbon formed by the eX- plosive combustion of fuel Works down the walls defining the combustion chamber cavity I8 into the sump 22, and since the piston Il moves on compression stroke to the end edge of the cylinder bore any carbon that may tend to deposit in the cylinder bore on the power stroke of the pistonfisscavenged therefrom'lytthefzpiston and dropsv downintothe carbon scavengingisump 22.

In order to enhance the carbon scavenging action, piston rings 24 on the piston Il are preferablyoacharacter to permit a slight seepage of...cranklcase oilI outwardly thereby and such oil will serve to flush the carbon as a sludge Adov'v'nwar'dly into the scavenging sump 22.

In order to remove the carbon sludge from the` sump 22 while"`the engine is in operation anda-without disturbing the compression within the combustion chamber means are provided for. drainingthe. sump 22. without` opening. the combustion or. compression rchamber to.. loss-.ofY compression.. Herein. such means comprises. a. tapered rotary pocket v-alve.;25l' rotatably closely bearinged inla complementary tapered bear.- ing bushing 21' which is. press ,tted' withinv a complementary tapered'bore 28" providedl in-a transverse boss. 29. integral with. the lower .end ofthecylinder; head. l 5 .andinto which the sump 22drains.

The. bushing-r 2T has an"` opening.. 3l) "in" the side thereof which-.is compler'rientary.` in site' toand. inregist'ration with...the sump2'21an`d. forms a part of the sump cavity', In the. peripheryof the valve plug 25 is provided" a uniform. series` of drainage pitsorp'ockets' 13|.Which. Aare of' a length andwidtlanda so disposed Vthat they. are adapted ,toreg'ister' substantiallyjW-ith the sump opening 3.0"in the bushing. Thereby Hcarbon sludge" will dropA fromth'e sumpv into whichever one' vof the pits- 3T is"in"registration. with' the sump.

Sin'ce'the capacity ofeacn'o'f'th'e drainage pits' or pockets 3.| is necessarily. limited, meansiare' providedfor turningithe vdrainage valveA 25180" asv to. bring the drainage pits' '3l successively"intol registration with the sumpl22'while `atth'e same time moving 'the' loadedr drainage pit away'rrom" the sump andrv into' registration withJ-adown'- wardl'yV directedcleanout opening 32irr the bushing Y2lregistering With a"cleanout`opening V33 in the lower side" ofthe. valve boss'29." Themeans fori turning the valveplug 25" herein comprises a; wormgear Slt-'secured' to thev outerv end of the plug in ja suitabley fashion and` meshing with va Worm 35" carriedby-a shaft 3l' journaled kin` "a shaft bracket 38 on the water jacket M'; The shaft 3l -may"'b`e'-driven"in any suitable manner fromlthe engine. fOperation of the shaft '31' need not necessarily be' 0timed with-fthe engine; although under some' circumstances it may; be desirabl'e'cto"synchronize"registration vof: the -pits or pocketsl -withtlie"sump 22^-withl theexplosions ofn the engine; yLoss of compressionis avoid'- ed'sincel between `each `of 'the-ipoc'kets 3 I thereis a substantialfbearing-flandserving as a'barrier to 'loss or" compression;

Since the-cleanout or drainagevalveiplug 25'A rotates relatively slowly, there l'will Ibe'but a minimumcf' wear eventhough son'iecarbon may. get between the` bearing surfaces oftheVA valve plug-25 and thevbus-hing 21. 'Suchavear "isminimized by affording constant lubrication o'f'the substantial bearingesurfaces at thief-opposite lend portions -of the plug yas'emay berprovided 'by'^'oi1 5. ducts 3S leading from the forward lower end portion of the cylinder bore, through the cylinder wall and the valves boss 29 into the bushing 21 near the ends of the valve plug. As best seen in Fig.-1, the 'openings to the-lubricating ducts 39 are located adjacent tothe outer end of the cylinder bore in position to be lapped by the piston Il when the latter moves from the partially advanced position as shown to the full compression position at the end of the cylinder bore. Thus, oil carried outwardly bythe piston finds its way into the lubricating ducts 29 and thence to the valve plug 25.

Toassure a snug bearing fit of the valve plug 25 at all times within the bearing bushing 21, a take up mechanism is preferably provided comprising a stem 40 projecting from the inner end of the valve plug through a bearing aperture 4I in the adjacentend wall of the valve boss 29 to which the adjacent end of the valve plug is located in spaced take-up relation, and beyond which the take-up stem projects to a substantial distance outwardly. A coiled compression takeup spring 42 acts between a threadedly adjustable compression collar 43 carried by the stem 40 and a longitudinally slidable thrust collar 44 keyed onto the stem. A bearing washer 45 is interposed between the thrust collar 44 and the adjacent outer face of the boss end wall. A lock nut 41 on the end of the stem 40 is designed to retain the compression collar 43 in adjusted condition. Thus, by placing the compression spring 42 under suitable pressure, the spring maintains a constant outward thrust take-up pressure on the take-up stem 40 and thus on the plug 25 to maintain the same at all times in snug bearing relation within the sleeve 21 whereby to avoid compression leakage past the plug.

It will thus be apparent that as the engine operates and carbon forms and drains as a sludge into the sump 22, the drainage pits or pockets 3| and the valve plug 25 continuously carry away the carbon accumulations and expel the same from the discharge opening 33, thereby eliminating the condition which has heretofore prevailed and under which the carbon eventually fouled up the compression chamber or found its way into the crank case.

In Figure 3 is shown schematically an engine, in this instance a two cylinder engine, in which a source of fuel 48 supplies gasoline, diesel oil or the like to the engine while a lubricating oil source i9 constantly supplies lubricating oil to the crank case D of the engine. Each of the cylinders, which is enclosed within a casing 5l embodies the principles of the present invention according to which the carbon is removed directly from the combustion or compression chamber of the cylinder and a small, controlled oil seepage past the piston is provided for as a flushing agent, the :level of lubricating oil in the crank case being maintained constant by continuousreplenishment from the lubricating oil supply 49.

In Figure 4 the invention is shown as applied to a vertically reciprocating cylinder and piston assembly wherein the combustion or compression chamber is at the top. In this form a vertically reciprocating piston 55 operates in a cylinder 51 having a compression chamber 58 at the top. Poppet valve controlled fuel inlet and outlet passages 59 and 6D communicate with the high portion of the compression chamber 53 while a sump depression BI is provided at the lowest point in the compression chamber and preferably at one side of the cylinder 51. In

order to promote movement and drainage of car-y bon and sludge as may be occasioned by slight desirableoil leakage past the piston 55 into the compression chamber 58, the floor of the compression chamber together with the top of the piston are preferably sloped slightly toward the sump 6 I. Ascavenging of the carbon is completed by drainage thereof from the sump 6| through the medium of a compression proof valve 62 which deposits the carbon sludge into an exhaust passage 63 which may lead to an appropriate receptacle or from which the sludge may simply drop, as preferred.

I claim as my invention: f

1. In combination in an internal combustion engine including a, cylinder and piston operable therein and a cylinder head providing a compression chamber having fuel inlet and exhaust passages leading from a highposition therein, a sump depression at the lowest point inr said compression chamber for collecting carbon gravitationally, and means effecting drainage from said sump while maintaining a compression tight closure for the sump, said means comprising a drainage pocketed plug valve rotatably mounted under said sump.

2. In combination in an internal combustion engine assembly, means defining a cylinder and piston structure and a compression chamber, fuel intake and exhaust gas outlet means communi eating with a high portion of the compression chamber, a carbon scavenging sump at the lowest point of the compression chamber, a drainage valve assembly operative at the bottom of the sump, and means for lubricating said valve assembly including a lubricating duct leading from the cylinder.

3. In combination in an internal combustion engine assembly, means defining a cylinder, a piston operable in the cylinder, a compression chamber at the head of the cylinder, means affording fuel inlet and exhaust gas outlet at the high part of the combustion chamber, means defining a carbon scavenging sump at the low part of the comb-ustion chamber, a taper bushing having an opening in the side thereof communicating with the sump, a plug valve slidably disposed in said bushing and having a series of sump drainage pits therein successively registrable with said drainage opening in the bushing in response to rotation of the plug valve, means affording a drainage opening from the bushing with which the loaded pits register in the turning of the valve, means for rotating the valve, and means for maintaining a, take-up pressure on the plug valve to maintain a compression tight bearing relation between the plug valve and the bushing.

4. In combination in an internal combustion engine assembly, means defining a cylinder, a piston operable in the cylinder, a compression chamber at the head of the cylinder, means affording fuel inlet and exhaust gas outlet at the high part of the combustion chamber, means defining a carbon scavenging sump at the low par-t of the combustion chamber, a taper bushing having an opening in the side thereof communieating with the sump," a plug valve slidably disposed in said bushing and having a series of sump drainage pits therein successively registrable with said drainage opening in the bushing in response to rotation of the plug valve, means affording a drainage opening from the bushing with which the loaded pits register in the turning of the valve, means for rotating the valve, and lubricating means for the plug valve including a amasser duct-leadingfromithe .cylinder :throughthe-loushf` ing;

5. In-Acombinationin v.an internal combustion engine assembly, means deningfa cylinder, a. pistonioperablein the oylinden-:a removable cylin-` der headV closing-theouter end-fof the.- cylinder,

saidfzcylinder. head deiining a-combustion cham-V ber nzawity,l fuel` inlet and` exhaustports communieating Withhigh portions of the combustion-cavity, said cylinder head-'havingasump1recess-at sump recess, and means vautomatically,operating said" ,valve` in "the operation of4 .the engine.

6; Incombination in arr interna-l .combustion engine assembly, meansdening'a cylinderfand a'v compressioncombustion vchamber .at Y one endofthe cylinder, said means including uel-inletand exhaust portsat `thehiglfi portion ofthe chamber,

valves controlling saidv ports, said means .also havingKa carbonvsludge sump...r.ecessat the lowest point vof saidichamberf, Lall surfaces .leading to the sump-recess `being-3smoothly curved on respectiveledgeson which ,carbonzmight tend to accumulate,`

a'valvefsludgejecter operable to -scavenge the sump, andfmeans for automatically operating said valve-ejector in the-operation of the engine.

ELMER RYDER.

AReferences'@Cited 2in the file of, this patent UNITED STATES PATENTS Number Name Date '1,520,875 Lavoie ,Dec. 30, 1924 2,081,315 Weber May 25, 1937 FOREIGN PATENTS Number Country Date 1,797 Great 'Britain Feb. 6, 1886 65508v GreatBiitan Mar. y15, 1911

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