US2861555A - Internal combustion engine - Google Patents

Description

Nov. 25, 1958 A. K. ANTONSEN ETAL 2,851,555

INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 1 Filed May 24, 1957 Nov. 25, 1958 AN TQNSEN ETAL 2,851,555

INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 2 Filed May 24, 1957 INVENTORS ANA 5.? K ANTGIVO'EN 55 BY Mnrzwik/ Z. 5e04, 6 5 6151/6 /o 4,V

Nov. 25, 1958 A. K. ANTONSEN ETAL 55 INTERNAL COMBUSTION ENGINE Filed May 24, 1957 3 Sheets-Sheet 3 INVENTORS United States Patent INTERNAL COMBUSTION ENGINE Anker K. Antonsen and Matthew L. Foreman, Beloit, Wis., assignors to Fairbanks, Morse & Co., Chicago, 111., a corporation of Illinois Application May 24, 1957, Serial No. 661,399 9 Claims. (Cl. 12341.86)

This invention relates to internal combustion engines, and more particularly to improved means for engine crankcase scavenging and removal of moisture from the engine air supply manifold means.

The principal object of the invention is to afford means including an ejector type device in operative association with the engine crankcase and activated by air at above atmospheric pressure from the engine air supply manifold, for scavenging the crankcase of gases and coincidentally removing condensed moisture from the engine air manifold.

This and other objects and advantages of the present invention will appear from the following description of a preferred embodiment thereof, as such is illustrated by the accompanying drawings, wherein:

Fig. 1 is a side elevational view of an engine, shown somewhat diagrammatically, to which the invention hereof is applied;

Fig. 2 is an enlarged, fragmentary top view of the engine at the left hand end thereof as viewed in Fig. 1, showing certain details of the invention;

Fig. 3 is an enlarged, fragmentary end view of the en- 'gine at the left hand end as in Fig. 2, showing details of the invention;

Fig. 4 is an enlarged, fragmentary side view of the engine adjacent the aforesaid left hand end thereof, showing the ejector device in section and illustrating other details of the invention, this view being taken along line 44 in Fig. 3;

Fig. 5 is a fragmentary transverse sectional view of the engine, as viewed from line 5-5 in Fig. 1, showing the combustion air manifolds, and the air supply duct including intercooler means associated with the manifolds, and

Fig. 6 is a fragmentary longitudinal section (with parts thereof in elevation) in the region at the left hand end of the engine as shown in Fig. 1, showing the upper and lower crankcase zones and the intercommunication of such zones.

Referring first to Fig. l, the engine there somewhat diagrammatically illustrated in side elevation, is a multicylinder, opposed piston diesel engine having upper and lower crankshafts wherein only the power output end 10 of the lower crankshaft is shown. In such engine, the upper and lower crankcase zones, see Fig. 6, are in relative communication. By way of example only, this relationship is indicated by the horizontal, double broken line 11 which may represent the top of the lower crankcase chamber, the similar horizontal, double broken line 12 which may represent the bottom of the upper crankcase chamber, and the vertical double broken .line 14 therebetween, indicative of an interior engine space to the left thereof as viewed in Fig. 1, intercommunicating the crankcase chambers. The latter space is shown in part, at 15, in Fig. 4, and again in Fig. 6, and it is common to the upper and lower crankcase chambers. The present crankcase gas scavenging provision, to be described more fully hereinafter, is applied to the space 15 as shown in Figs. land 4.

As more particularly appears in the fragmentary longitudinal sectional view of the engine according to Fig. 6, the bottom wall of the upper crankcase zone 12a isat 12b (this wall also appearing in Fig. 5), such wall being denoted diagrammatically at 12 in Fig. 1. The top wall of the lower crankcase zone 11a is at 11b, this wall being that intended by the double broken line showing 11in Fig. 1. Between the crankcase walls 11b and 12b is an internal transverse wall structure including wall portions 14a and 14b (denoted as a whole in Fig. 1 by broken line 14), which defines with adjacent portions of the engine frame the heretofore noted space 15 which is open to the upper and lower crankcase zones 12a and 11a, through suitable engine frame openings certain of which are shown at 15a in. Fig. 6. I

In the present example, the indicated engine is of supercharged character, including an engine exhaust gas driven turbine 16 driving a compressor 18 delivering air for engine cylinder scavenging and combustion air charging, at above atmospheric, supercharging pressure. Air intake to the compressor 18 may be directly from the atmosphere or from the discharge (not shown) of an engine driven blower indicated at 19 at the left hand end 20 of the engine. The latter may be driven from the upper crankshaft, shown at 13 in Fig. 6, through a reduction gear unit 22. Pressure air from the compressor 18 is supplied by way of supply conduit 23 and a suitable heat exchanger or intercooler 24, to the engine air manifold means. The manifold means includes chambers 26 and 27 extending horizontally along opposite sides of the engine, as such are indicated in Figs. 2 and 3 by the respective broken lines 28 and 30 and as shown in section in Fig. 5. These chambers which communicate with and supply pressure air to the intake ports of the engine cylinders (as the air ports 25 in cylinder 29 shown in Figs. 5 and 6), have the bottom wall portion 31 (Fig. 4)- of each thereof, downwardly inclined to the end wall 32 at the end 20 of the engine. In addition, the manifold chamber 26 has a lateral extension indicated by the wall element 34, the latter having a horizontal bottom wall portion 35 as shown in Figs. 4 and 5. Similarly, the other manifold chamber 27 has a lateral extension indi cated by the wall element 36, which provides a like horizontal bottom wall indicated at 38 in Figs. 3 and 5.

Referring more particularly to Fig. 5, combustion air. supply under pressure in conduit 23, passes through intercooler 24 into the manifold extension 34, and thence through openings (one shown at 34a) into the manifold chamber 26. From manifold 26 the combustion air is delivered through openings (one shown at 26a) into engine frame passages, as the passage 37 leading to the air ports 25 of cylinder 29, forair delivery to the cylinder air ports. Each such passage 37 extends circumferentially about the associated cylinder and to the opposite mani fold chamber 27 in like manner, so that combustion air under pressure appears in both manifolds 26 and 27, as

well as in the extension 34 and 36, for distribution to the cylinder air ports of all cylinders.

Turning now to the improved crankcase scavenging provision hereof, suitably carried at the end 20 of the engine is an ejector device 39. The device includes a tubular casing 40 having an outwardly flaring discharge end portion 42, forming a venturi passage 43 therein having a venturi throat zone 44. Projecting axially in the passage 43 is a nozzle 46 having its open end 47 opening to the venturi throat zone 44, and its opposite end communicating with a conduit 48 through a fitting 50. The suction intake to passage 43 is provided by a lateral casing passage 51 as shown, which is connected by an elbow conduit 52 through the engine side wall 54.

3 (Figs. 2 and 4), to the outlet end 55 of a suitable oil separator 56 arranged in the engine space 15 with its intake end 58 exposed therein for receiving crankcase gases.

The conduit 48 extends "from fitting 50 toward the engine end 20, and thence transversely of the engine adjacently along the bottom edge of the engine end wall 32 (Fig. 3). Included in the conduit are T-fittings 59 and 60, the fitting 59 being located therein to have its leg 62 in threaded reception through the Wall 32 and opening to the low zone 63 (Fig. 4) of the inclined bottom wall portion 31 of air manifold chamber 26. The other fitting 60 is located to have its leg 64 (Fig. 2) similarly disposed with respect to the low zone of the inclined bottom wall (not shown) of the opposite air manifold chamber 27, as this is indicated more particularly by Fig. 3. While the bottom wall of each air manifold chamber may be horizontal throughout or substantially so, an advantage is secured by inclining the portion 31 thereof downwardly toward the engine end wall 32 as herein shown and described, whereby to form the low zone 63 serving as a collector or sump zone for moisture condensing in the manifold. Moisture so collecting therein, will be removed by the action of the ejector device as will appear presently.

Connected to fitting 60 as by a reduction fitting element 66 affording a restricted opening, is a conduit member 67 of an internal diameter substantially less than that of the conduit 48 (preferably in a diameter ratio of the order of 1:2). The conduit member 67 extends to a suitable point below the bottom wall 38 of the manifold extension 36, and is-open at 68 to the extension interior at the inner surface of the bottom wall, through an elbow connection 70 (Fig; 3). In like manner, a similar small diameter conduit member 71 extends from fitting 50 (shown as a T-fitting) and communicating therewith through a restricted opening provided at the fitting, toward the bottom wall 35 of air manifold extension 34, and includes an elbow connection 72 open at 74 to the extension interior at the inner surface of wall 35 (Fig. 4).

The crankcase gas scavenging provision as now described, is activated continuously during operation of the associated engine, by engine manifold air at above atmospheric pressure or at an appreciable, supercharging pressure as in the given engine example, which may be in the pressure range of 6 to pounds or more. In the system shown, pressure air from the engine manifold chambers 26 and 27 enters the conduit 48 through the respective fittings 59 and 60, and flows therein to the nozzle 46. Such air under pressure flow and issuing from the nozzle, passes through the venturi passage 43 and through a discharge conduit shown in part at 76 which leads to a suitable zone of discharge (not shown) away from the engine. The air flow through the venturi passage produces suction in the intake passage 51, which is reflected in the engine crankcase communicating space in the region thereof adjacent the intake end 58 of the oil separator 56, with the result that the venturi device as so activated, effectively aspirates gases from the engine crankcase regions. It is pointed out here that in engines of the character'illustrated, the volumetric supply of pressure air in the engine manifolds is ample or more than sufiicient for cylinder scavenging and combustion air charging under maximum air requirements of-the engine. Hence, the continuous removal or bleed off of pressure air from the manifolds for activation of the crankcase gas scavenger device, will not in any degree adversely affect engine supply of air.

As hereinbefore indicated, the crankcase scavenger provision has a dual purpose and function, i. e., removal of crankcase gases and removal of condensed moisture from the engine air manifold system. The latter is attained in respect to the manifold chambers 26 and 27, by the described location of the fittings 59 and 60 such that-eachis open to the low zone of the associated chamher, being at the bottom of the inclined manifold chamber wall portion 31 (Fig. 4). Thus, moisture condensing on the manifold wall surfaces and collecting at the low point or zone 63 afforded by the inclined wall 31, will be drawn out through the associated fitting 59 (and 60) with pressure air flow to the ejector device, and be discharged through the latter along with crankcase gases.

In addition, condensed moisture collecting on the bottom wall 38 of the manifold extension 36, is removed therefrom through elbow 70, conduit member 67 and fitting 69 to the air conduit 48. Since the pressure of the air entering fitting 60 and that of air entering elbow 70 are substantially equal, reverse flow as from fitting.

60 through conduit 67 and elbow 70, will not occur. The direction of flow, from these parts then, is along conduit 48 to and through the ejector device. Moreover, by providing the conduit 67 of a diameter smaller than that of the conduit 48, with the indicated restricted opening thereof to the fitting 60, pressure air flow from the manifold through fitting 60 to conduit 48, tends to create a pressure drop or suction effect in conduit 67, which assists moisture removal as described. Moisture removal from the bottom wall 35 of the other manifold extension 34 obtains in like manner, through the connection provided by conduit member 71 and elbow 72.

Having now described and illustrated a presently preferred form of the invention, it will appear that the scavenging provision affords by ejector action motivated by pressure air taken from the engine air manifold system, both scavening of crankcase gases and removal of condensed moisture from the engine air manifolds, effected coincidentally and in positive manner. It is to be understood, moreover, that while the gas and moisture scavenger is herein disclosed in association with a diesel engine of opposed piston, two-crankshaft type, the scavenger may be applied advantageously to any engine supplied with cylinder scavenging and charging air at above atmospheric pressure, and having a crankcase or crankcase zones to .be gas scavenged.

What is claimed is:

1. In combination with an internal combustion engine having a crankcase and air manifold means for cylinder supply of combustion air at above atmospheric pressure, an air pressure activated gas ejector in communicat on with the engine crankcase, and conduit means connecting said ejector to the air manifold means.

2. In combination with an internal combustion engine having a crankcase and including air manifold means extending longitudinally of the engine for cylinder supply of combustion air at above atmospheric pressure, an an pressure activated gas ejector in communication with the crankcase, and conduit means between said ejector and a low point of said manifold means.

3. In combination with an internal combustion engine having a crankcase and including air manifold means horizontally along each side of the engine for cylinder supply of combustion air at above atmospheric pressure,

an air pressure activated gas ejector communicating with the crankcase, and conduit means extending from the ejector to connection with each of the manifold means at a low point thereof.

4. In combination with a supercharged internal combustion engine having a crankcase and including air manifold means along" each side of the engine for cylinder supply of combustion air at super-charging pressure, an air pressure activated gas ejector providing a venturi passage and nozzle therein, conduit meanscommunicating said venturi passage and crankcase, and conduit means connecting said nozzle to each of said air manifold means. 7

5. In combination with an internal combustion engine having a crankcase and air manifold means horizontally along the engine'for cylinder supply of combustion air at above atmospheric pressure, wherein the manifold means includes chamber meansprojecting laterally of the engine, an air pressure activated gas ejector communicating with the crankcase, first conduit means connecting said ejector to the manifold means, and second conduit means between said first conduit means and said chamber means.

6. In an internal combustion engine having a crankcase, and providing air manifold means horizontally along the engine including a manifold extension laterally of the engine, for cylinder supply of combustion air at above atmospheric pressure, the combination therewith of an air pressure activated gas ejector having a venturi passage vin communication with theengine crankcase and providing a discharge outlet, the ejector including an air nozzle in the venturi passage opening toward the discharge outlet, first conduit means connecting said nozzle to said manifold means at a low point thereof, for supplying air under manifold pressure to the nozzle to activate the ejector, and second conduit means between said first conduit means and a low point in said manifold extension.

7. In an internal combustion engine having a crankcase and manifold means for cylinder supply of combustion air at above atmospheric pressure, wherein the manifold means includes a main manifold horizontally along the engine and a manifold extension having a horizontal bottom wall, the combination therewith of an air pressure activated crankcase gas ejector comprising a venturi passage having an outlet, an air nozzle in the passage opening toward said outlet, and an inlet to the passage, means communicating said ejector inlet with the engine crankcase, conduit means between said nozzle and said main manifold at a low point thereof, for air pressure delivery to the nozzle to activate the ejector, and a conduit element open at one end to said manifold extension through said bottom wall thereof, said conduit element having its opposite end in communication with said conduit means.

8. In an internal combustion engine having a crankcase and manifold means for cylinder supply of combustion air at above atmospheric pressure, wherein the manifold means includes a main manifold extending horizontally along the engine and a horizontally extending manifold extension laterally of the engine having a bottom wall, the combination therewith of an air pressure activated gas ejector comprising a venturi passage having a discharge outlet, an air nozzle in the passage opening toward said outlet, and a passage inlet, means connecting said inlet to the crankcase for delivery of crankcase gases to said passage, conduit means between a low point of said main manifold and said nozzle for air pressure delivery to the nozzle to activate the ejector, said conduitmeans including a fitting having a restricted opening, and a conduit element communicating said restricted opening with said manifold extension through said bottom wall thereof.

9. In an internal combustion engine having a crankcase and manifold means for cylinder supply of combustion air at above atmospheric pressure, wherein the manifold means provides a main manifold chamber longitudinally of the engine and a chamber extension laterally of the main chamber, the combination therewith of an air pressure activated ejector in gas scavenging communication with the crankcase, conduit means of given diameter connecting the ejector to said main manifold chamber for supplying pressure air to activate the ejector, and a conduit element of a diameter less than that of said conduit means, in restricted opening to said conduit means and extending to communication with said chamber extension.

No references cited.

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