US3400690A - Internal combustion engines - Google Patents

Internal combustion engines Download PDF

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Publication number
US3400690A
US3400690A US579657A US57965766A US3400690A US 3400690 A US3400690 A US 3400690A US 579657 A US579657 A US 579657A US 57965766 A US57965766 A US 57965766A US 3400690 A US3400690 A US 3400690A
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United States
Prior art keywords
pressure
engine
crankcase
internal combustion
gas
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Expired - Lifetime
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US579657A
Inventor
Wood Jeffrey Holroyd
Henshall Samuel Henry
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Crossley Brothers Ltd
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Crossley Brothers Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/26—Four-stroke engines characterised by having crankcase pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2700/00—Measures relating to the combustion process without indication of the kind of fuel or with more than one fuel
    • F02B2700/02—Four stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2700/00—Measures relating to the combustion process without indication of the kind of fuel or with more than one fuel
    • F02B2700/03—Two stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2720/00—Engines with liquid fuel
    • F02B2720/13—Two stroke engines with ignition device
    • F02B2720/133—Two stroke engines with ignition device with measures for charging, increasing the power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • This invention relates to internal combustion engines of the reciprocating single-acting type e.g. two or four stroke petrol or diesel engines, employing a carburettor or fuel injection mechanism.
  • An object of the present invention is to provide a reciprocating internal combustion engine in which relatively high gas pressures can be employed in the cylinders without the disadvantage of increased loading on the running gear of the engine... 7
  • a method of decreasing the loading on the running gear of a multi-cylinder internal combustion engine of the reciprocating type comprising introducing into the crankcase an inert gas at a pressure which is sufficiently high to offset substantially the average gas working pressure in the engine cylinders and thereby effectively reduce the loading on the running gear.
  • the inert gas is maintained at a pressure substantially equal to the average gas working pressure in the cylinders of the engine.
  • FIG. 1 is a graph showing the work cycle of a conventional reciprocating internal combustion engine
  • FIG. 2 is a graph showing the work cycle of a reciprocating internal combustion engine according to the present in- 'vention.
  • Vs is the swept volume of 3,400,690 Patented Sept. 10, 1968 "Ice the engine, V0 is the clearance volume, Pg is the gas pressure on the piston, the dotted line represents the crankcase pressure, and the work cycle of the engine is A to B to A in the direction of the arrows.
  • crankcase pressure In the majority of modern reciprocating internal combustion engines the crankcase pressure is just below atmospheric pressure and the net work to the piston is represented by the area within the curves, i.e. by crossh-atched area 3 in FIG. 1.
  • the maximum pressure loading on the pistons, small ends, connecting rods, large ends and main bearings (i.e. the transmission) is pro portional to AP in FIG. 1.
  • the present invention proposes the preservation of the crankcase of a multi-cylinder single acting engine crankcase, the dotted line in FIG. 2 indicating the crankcase pressure in this case.
  • the nett or indicated work is represented by the area within the curves, i.e. by the cross-hatched area 4, and the pressure loading AP is smaller than in the work cycle shown in FIG. 1, even though the gas pressure in the combustion chamber reaches a higher value.
  • a reciprocating internal combustion engine of generally known construction and which may be powered by petrol or diesel fuel comprises a cylinder into which fuel is fed to be exploded by either spark or pressure ignition to effect movement in the customary manner of an associated piston with its movable accessories consisting of piston rings, gudgeon pin, small end bearing, connecting rod and large end bearing.
  • the large end bearing is carried in known manner by a crankshaft mounted in main bearings and located within a crankcase containing lube oil. Within the crankcase is contained a gas which is chemically inert to the crankcase material and its contents.
  • the gas which can be nitrogen, carbon dioxide or dry exhaust gas is maintained at a pressure substantially equal to the average gas working pressure in the cylinders of the engine.
  • the gas in the crankcase is not consumed during the working cycles of the engine but the pressure is merely maintained at intervals by introducing more gas to make up for that lost due to unavoidable leakages from the crankcase.
  • crankcase of the engine and the seals in the crankcase are designed to withstand the excess pressure within the crankcase.
  • the present invention provides a means whereby the pressure differential existing between the engine cylinder and the crankcase tends to be decreased thereby reducing the loading on the running gear of the engine. In this way the engine can cope with the very high working cylinder gas pressures which are involved, for example, in pressurecharged diesel engines without reinforcement of the en gine running gear.
  • a method of decreasing the loading on the running gear of a multi-cylinder internal combustion engine of the reciprocating type comprising introducing into the crankcase an inert gas at a pressure which is sufficiently high to offset substantially the average gas working pressure in the engine cylinders and thereby effectively reduce the loading on the running gear.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Description

Sept. 10, 1968 J. H. WOOD ETAL 3,400,690
INTERNAL COMBUSTION ENGINES Filed Sept. 15, 1966 United States Patent ABSTRACT OF THE DISCLOSURE A method of reducing the gas loading on the piston to crankshaft running gear of multi-cylinder internal combustion engines by using an inert gas at high pressure in the crankcase to offset the gas working pressure in the engine cylinders.
This invention relates to internal combustion engines of the reciprocating single-acting type e.g. two or four stroke petrol or diesel engines, employing a carburettor or fuel injection mechanism.
In the previously proposed diesel engines which are pressure charged, very high working cylinder gas pressures exist which exert a considerable loading on the running gear of the engine, e.-g. .pistons, piston rings, gudgeon pins, small end bearings, connecting rods, large end bearings, crankshaft and main bearings. This increased loading on the running gear has meant that the components of the gear have to be strengthened either by manufacturing the components from stronger materials or by increasing the size of the components. This results in a considerable rise in the cost of production of the engine and in the latter case has an additional disadvantage in that the size of the engine is increased.
An object of the present invention is to provide a reciprocating internal combustion engine in which relatively high gas pressures can be employed in the cylinders without the disadvantage of increased loading on the running gear of the engine... 7
According to the present invention there is provided a method of decreasing the loading on the running gear of a multi-cylinder internal combustion engine of the reciprocating type comprising introducing into the crankcase an inert gas at a pressure which is sufficiently high to offset substantially the average gas working pressure in the engine cylinders and thereby effectively reduce the loading on the running gear.
Preferably the inert gas is maintained at a pressure substantially equal to the average gas working pressure in the cylinders of the engine.
It is desirable that the pressure within the crankcase be maintained by introducing more gas as is necessary to compensate for unavoidable leakages.
The general principles underlying the present invention will now be described with reference to the accompanying drawings, in which:
FIG. 1 is a graph showing the work cycle of a conventional reciprocating internal combustion engine, and FIG. 2 is a graph showing the work cycle of a reciprocating internal combustion engine according to the present in- 'vention.
Referring to the drawing, Vs is the swept volume of 3,400,690 Patented Sept. 10, 1968 "Ice the engine, V0 is the clearance volume, Pg is the gas pressure on the piston, the dotted line represents the crankcase pressure, and the work cycle of the engine is A to B to A in the direction of the arrows.
In the majority of modern reciprocating internal combustion engines the crankcase pressure is just below atmospheric pressure and the net work to the piston is represented by the area within the curves, i.e. by crossh-atched area 3 in FIG. 1. The maximum pressure loading on the pistons, small ends, connecting rods, large ends and main bearings (i.e. the transmission) is pro portional to AP in FIG. 1.
The present invention proposes the preservation of the crankcase of a multi-cylinder single acting engine crankcase, the dotted line in FIG. 2 indicating the crankcase pressure in this case.
The nett or indicated work is represented by the area within the curves, i.e. by the cross-hatched area 4, and the pressure loading AP is smaller than in the work cycle shown in FIG. 1, even though the gas pressure in the combustion chamber reaches a higher value.
An embodiment of the invention will now be described by way of example.
A reciprocating internal combustion engine of generally known construction and which may be powered by petrol or diesel fuel, comprises a cylinder into which fuel is fed to be exploded by either spark or pressure ignition to effect movement in the customary manner of an associated piston with its movable accessories consisting of piston rings, gudgeon pin, small end bearing, connecting rod and large end bearing.The large end bearing is carried in known manner by a crankshaft mounted in main bearings and located within a crankcase containing lube oil. Within the crankcase is contained a gas which is chemically inert to the crankcase material and its contents.
The gas, which can be nitrogen, carbon dioxide or dry exhaust gas is maintained at a pressure substantially equal to the average gas working pressure in the cylinders of the engine. The gas in the crankcase is not consumed during the working cycles of the engine but the pressure is merely maintained at intervals by introducing more gas to make up for that lost due to unavoidable leakages from the crankcase.
The crankcase of the engine and the seals in the crankcase are designed to withstand the excess pressure within the crankcase.
The present invention provides a means whereby the pressure differential existing between the engine cylinder and the crankcase tends to be decreased thereby reducing the loading on the running gear of the engine. In this way the engine can cope with the very high working cylinder gas pressures which are involved, for example, in pressurecharged diesel engines without reinforcement of the en gine running gear.
What we claim is:
1. A method of decreasing the loading on the running gear of a multi-cylinder internal combustion engine of the reciprocating type comprising introducing into the crankcase an inert gas at a pressure which is sufficiently high to offset substantially the average gas working pressure in the engine cylinders and thereby effectively reduce the loading on the running gear.
2. A method as claimed in claim- 1 in which the inert gas is maintained at a pressure substantially equal to 3 v 1 the average gas working pressure in the cylinders of the 7 1,389,017 8/1921 :Stewart 123-'192 engine- 2,429,732 10/1947 Roos 123-1 3. A method as claimed in claim 1 in which the 2782 773 2/1957 Stone 123 198 pressure within the crankcase is maintained by introducing more gas as is necessary to compensate for unavoid- 5 FOREIGN PATENTS able leakages.
References Cited 1,127,696 8/1956 France.
UNITED STATES PATENTS a 820,626 5/1906 Crowley WENDELL E BURNS, Pnmww Ex mmer
US579657A 1965-09-16 1966-09-15 Internal combustion engines Expired - Lifetime US3400690A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB39528/65A GB1127071A (en) 1965-09-16 1965-09-16 Improvements in or relating to internal combustion engines

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US820626A (en) * 1903-11-02 1906-05-15 Marguerite Pauli Explosive-engine.
US1389017A (en) * 1918-10-21 1921-08-30 Alfred C Stewart Reciprocating engine
US2429732A (en) * 1945-01-04 1947-10-28 Willys Overland Motors Inc System and apparatus for operating submerged internal-combustion engines
FR1127696A (en) * 1954-07-16 1956-12-21 Kloeckner Humboldt Deutz Ag Device for preventing the penetration of water into motor vehicle transmission boxes and housings
US2782773A (en) * 1953-08-18 1957-02-26 Bank Of America Nat Trust & Savings Ass Pressurizing and ventilating system and apparatus for internal-combustion engines and transmission mechanisms

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US820626A (en) * 1903-11-02 1906-05-15 Marguerite Pauli Explosive-engine.
US1389017A (en) * 1918-10-21 1921-08-30 Alfred C Stewart Reciprocating engine
US2429732A (en) * 1945-01-04 1947-10-28 Willys Overland Motors Inc System and apparatus for operating submerged internal-combustion engines
US2782773A (en) * 1953-08-18 1957-02-26 Bank Of America Nat Trust & Savings Ass Pressurizing and ventilating system and apparatus for internal-combustion engines and transmission mechanisms
FR1127696A (en) * 1954-07-16 1956-12-21 Kloeckner Humboldt Deutz Ag Device for preventing the penetration of water into motor vehicle transmission boxes and housings

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GB1127071A (en) 1968-09-11
DE1526473A1 (en) 1970-10-08

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