US1979711A - Internal combustion engine - Google Patents

Description

. 1934- c. H. SERGEANT 1,979,711

INTERNAL COMBUSTION ENGINE Original Fil ed Feb. 115. 19:50 2 Sheets-Sheet 1 INVENTOR 6720/65 Sergearzi AT RIQEY 1 -c.v H. SERGEANT 1,979,711

INTERNAL COMBUSTION ENGINE Original Filed Feb. 15, 1930 2 Sheets-She et 2 INVENTOR Umflesfl Sergeant Patented Nov. 6, 1934 PATENT OFFICE INTERNAL COMBUSTION ENGINE Charles H. Sergeant, Long Island City, N. Y.; Dorothea B. Sergeant administratrix of said Charles H. Sergeant, deceased Application February 15, 1930, Serial No. 428,581

Renewed April 24, 1934 9 Claims. (Cl. 12365) This invention relates particularly to heavy oil engines of the compression ignition type.

Special objects of the invention are to provide a two cycle engine of the type mentioned, which will be of simple practical design and construction, light in weight, efficient and powerful.

The foregoing and other desirable results are' attained by certain novel features of construction, combinations and relations of parts, as hereinafter described and broadly covered in the claims.

The drawings accompanying and forming part of the specification illustrate one of the many possible commercial forms of the invention, it

being understood that the structure may be modified as regards this disclosure without departure from the true spirit and basic scope of the claims.

In the drawings, Fig. 1 is a broken vertical sectional view of an engine embodying the features 29 of the invention; Fig. 2 is a horizontal sectional view as on substantially the plane of line 22 of Fig. 1; Fig. 3 is a broken detail of the lower portion of the valve sleeve.

The general design of the engine will be apparent from Fig. l, which shows a cylinder 5 provided with three sets of air ports 6, '7, 8, in one side and at different points in the length of the same and substantially opposite sets of exhaust ports 9, 10, 11, said air and exhaust ports being controlled by a reciprocating sleeve valve 12 having air ports 6', 7', 8' and exhaust ports 9', 10', 11'.

A piston of suitable design is indicated at 13 operating in the sleeve valve and connected by rod 14 with the crank 15.

The sleeve valve is shown as actuated in the present disclosure from eccentrics 16 on the crank shaft at opposite sides of the crank by eccentric straps 1'7 pivotally connected at 18 with lugs 19 dependent from the sleeve at opposite sides of the crank. This is a simple and convenient method for operating the valve sleeve with a lesser travel than the crank throw, but other means of operation may be employed, if so desired.

cylindrical valve 22 reciprocated from an engine driven shaft 23 and controlling pump cylinder ports 24, 25, to admit the compressed air through ports 26 into a header 27 connected by a suitable conduit 28 with a scavenging manifold 29 in communication with all three sets of scavenging and charging ports 6, 7 and 8.

The exhaust ports may be manifolded or no according to existing requirements, the illustration showing the three sets of exhaust ports 9, 10, 11, as opening into exhaust header 30.

The fuel is injected in the illustration by a nozzle 31 of suitable design set in the head of the cylinder. The head and upper end of the cylinder are shown as jacketed for water cooling, but it will be understood that any suitable method of heat control may be employed.

While it is of advantage for quick exhausting, scavenging and charging purposes to provide a series of radially grouped ports at the diiferent stations in the length of the cylinder, using relatively small narrow ports, it will be clear that under certain circumstances, only a single port may be provided at each station. This arrangement of a plurality of ports at each position in the length of the cylinder causes the air to fan out and traverse the entire cross section of the cylinder, forcing out the exhaust gases and fully charging the cylinder with air. For the latter purpose, the pump or equivalent means is prefer- 5 ably designed to furnish an excess of air over the cylinder capacity.

The exhaust ports are shown as wider and as placed higher than the air ports in both cylinder and sleeve, so as to open sufliciently ahead of the air ports on the downward movement of the sleeve toward the end of the power stroke of the piston. The air ports however open as soon as the exhaust pressure is sufficiently reduced to prevent the possibility of blow back into the air manifold and opening as they do at difierent points substantially in the full length of the cylinder, the air flow is particularly effective to blow any lingering exhaust products across the cylinder and out the oppositely disposed exhaust ports. In the illustration, the air ports will close slightly before the exhaust ports in the up-stroke of the valve sleeve, but the relative timing may be varied as seems best for different circumstances. The scavenging of the cylinder practically its full length and by flow directly thereacross, substantially its full extent, enables a quicker and at the same time more complete and effective sweeping out of the exhaust gases. Similarly, the charging of the cylinder substantially full length is quicker and more complete than can be accomplished by simply admitting the air into the head of the cylinder in accordance with the customary practise.

What is claimed is:

l. A two-cycle internal combustion engine, comprising in combination, a cylinder having exhaust ports in one side and scavenging ports in the opposite side of the same and said two sets of ports extending substantially the full length of the cylinder to enable scavenging of the full length of the cylinder by direct flow across the bore of the cylinder, a power piston operating in the cylinder, a crank shaft operated by said piston, a sleeve valve controlling the cylinder ports and ported substantially the full length of the cylinder to register with the cylinder ports, means for supplying scavenging air to the scavenging ports and means for operating the sleeve valve from the crank shaft and arranged onthe outstroke of the piston to register the ports therein with the ports in the full length of the cylinder to thereby effect a flow of scavenging air across the bore of the cylinder the full length of the same, substantially at the end of the power stroke of the piston.

2. A two-cycle internal combustion engine, comprising in combination, a cylinder and a piston operating therein, said cylinder having exhaust ports in the side of the same at opposite ends of the piston movement therein and scavenging ports substantially opposite the cylinder ports at opposite ends of the piston movement, a sleeve valve controlling the cylinder ports and ported to register with said cylinder ports, ,means for furnishing a scavenging flow to the scavenging ports and means for driving the sleeve valve to register the ports therein with the cylinder ports substantially at the end of the power stroke of the piston to thereby effect scavenging flow directly across the bore of the cylinder and at opposite ends of the same at substantially the end of the power stroke.

3.A two-cycle internal combustion engine,

comprising in combination, a cylinder having exhaust ports in one side and scavenging ports in the opposite side of the same and said two sets of ports extending substantially the full length of the cylinder to enable scavenging of the full length of the cylinder by direct flow across the bore of the cylinder, a power piston operating in the cylinder, a crank shaft operated by said piston, a sleeve valve controlling the cylinder ports and ported substantially the full length of the cylinder to register with the cylinder ports, means for supplying scavenging air to the scavenging ports,

means for operating the sleeve valve from the crank shaft and arranged on the outstroke of the piston to register the ports therein with the ports in the full length of the cylinder, to thereby effect a flow of scavenging air across the bore of the cylinder the full length of the same, substantially at the end of the power stroke of the piston, and fuel injecting means operating independently of said sleeve valve.

4. A heavy oil compression ignition two-cycle engine, comprising in combination a cylinder having scavenging and exhaust ports in opposite sides of and extending substantially the full length of the cylinder 60 enable direct scavenging flow across the bore of the cylinder, substantially the full length of the same, a power piston operating in said cylinder, a sleeve valve controlling said cylinder ports and ported in accordance with the cylinder ports and means for driving said sleeve valve to register the ports therein with the cylinder ports, substantially at the end of the outstroke of the piston to thereby effect a scavenging flow across the cylinder, substantially the full length of the same at the end of the power stroke and fuel injecting means operable independently of the sleeve valve.

5. A heavy oil compression ignition two-cycle engine, comprising in combination a cylinder having scavenging and exhaust ports in opposite sides of and extending substantially the full length of the cylinder to enable direct scavenging flow across the bore of the cylinder, substantially the full length of the same, a power piston operating in said cylinder, a sleeve valve controlling said cylinder ports and ported in accordance with the cylinder ports, means for driving said sleeve valve to register the ports therein with the cylinder ports, substantially at the end of the outstroke of the piston to thereby effect a scavenging flow across the cylinder, substantially the full length of the same at substantially the end of the power stroke, fuel injecting means operable independently of the sleeve valve, a scavenging manifold in communication with the scavenging ports of the cylinder and pump means connected to furnish scavenging air to said scavenging manifold.

6? A heavy oil compression ignition two-cycle engine, comprising in combination a cylinder having scavenging and exhaust ports in opposite sides of the same and extending substantially the full length of the cylinder to enable scavenging flow directly across the bore of the cylinder, substantially its full length, a sleeve valve operating in the cylinder and ported in accordance with the cylinder ports, a piston operating within the sleeve valve, means for driving the sleeve valve to register the ports therein with the cylinder ports, substantially at the end of the outstroke of the piston to thereby enable a scavenging flow equal to the full length of the cylinder and directly across the bore of the cylinder, substantially at the end of the power stroke, fuel injecting means operable independently of the sleeve valve and means for furnishing scavenging air to said scavenging ports.

7. In a two stroke cycle internal combustion engine comprising a piston, a cylinder wherein said piston is reciprocable and having in the wall thereof longitudinally spaced transversely aligned intake and exhaust ports, and a sleeve disposed between said cylinder and said piston and movable relative to the latter for simultaneously opening said ports at the end of the power stroke of said piston, whereby to allow of transverse scavenging of said cylinder through its length, said sleeve having therein ports for alignment with said first ports.

- 8. A' two stroke cycle internal combustion engine comprising in combination a crank shaft, a hollow cylinder having in.the wall thereof on one side longitudinally spaced openings, a compressed air chamber at said openings, said wall having therein and transversely aligned with said first openings second openings, an exhaust manifold at said second openings, a piston disposed in said cylinder for operating by said shaftfa sleeve movably disposed between said piston and said wall for normally closing said aligned opentions of said second openings are out of alignment with said first openings, whereby to facilitate initial movement of exhaust gases to said manifold for pressure reduction before opening said first openings.

CHARLES H. SERGEANT.

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