US2361952A - Prime mover - Google Patents

Description

Nov. 7, 1944. P. J. M cANDR-Ews PRIME MOVER 3 Sheets-Sheet 1 Filed Dec. 3, 1941 mmkbk Wwkmx Mk www INVENTOR R J MCANDHEWS .L

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Nov. 7, 1944 P. J. McANDRl-:ws

PRIME MOVER Filed Dec. 3, 1941 3 Sheets-'Sheet mm 0 mJ w mm uw wmf! ww mm Patented Nov. 7, 1944 UNITED STTES PTEN T 'GFFCE rame Movna" @edreams monarcas. mica, n. Y. animation December s, 1941,'ser'ia1 No.. A421,471;

(ci. co-411i.)

.11.2 #Elaine who :immnon-flescrdhed `nencini may ehe :manoiaritured amil used thy or nur 4the iGinternment for :emitan mjthmxt :the mal/ment to une 'off :any nmlty 1 "ms invention uw it@ mtimel movers .and particularly to mi rimproveri compound engine lin- .ng the femmes tof :a steam recintoengme, an `explosive engine and fa steam l'It fthe mmimmgymbjedt of this :invention :to

.a lcommlmii iengime shaving :a .fhigh athermail -ienidienvy aim normally wasted heat is uti :to monter.

.mi Ghiout im invention iiszto reduce :the mater mite power my the .use `iol.exhaust ,rnnmitnrtime engine.

.A fxmilnu' obieot fof .intention is a fredo@ tion vin the Weight of the elements of the explo sive aseclon nf .a mime .mouetfloy using coolittums wmneby malati-nels low Icompression pressure is required for ignition.

Another :allient nl this invention .is .e prima :mover in :the necessity of fair drums and complexion :toristerting ais velziniin-ated `by the utilization mi! what is, dn eeot. ia simple neoip- .rocating :steam engine .ller Anizoducing `the neces- .sary compression measure.

Still another object of his .invention is .to ob- .tain 4.an v`imaarovesmant iin Itho .heat balance between the .elements of 4myiinproved prime mover by the 'interchange o'f heat and by the use of jacket cooling by circulating `fluid at temperatures approximating 4UU iF.

Other .obieotsnf this invention .are 'to 'improve the evaporation per pound ofluel used'in asteam boiler .separately fired; 'the utilization of explosive engine exhaust yto increase feed water temperature; and 'the 'securing Yo1? preheated air for combustion and scavenging by the use f a simple trunk-type piston nand Jcylinder operating `as a `crorsslfnsa land guide 'between piston "and yconnecting rod.

a. smttdhle crankshaft anthout departing 1mm @the mint .or any invention.

While I .bovenuit described zthe lboiler :used jm conjmoon with :my prime mover in I :imefer 'in me e boiler of `the time disclosed in my .oopending .application Senio-l Number 421,475 led December .A3, .1941.

inthe drawings, Fig. .fl is `a plan new of .my improved lprime mover;

Eig. I2 ,is -a view, partly finycross section, .along .the lines f2-12 of 1;

.Eig. .3 is -an end View .of the .prime movercom nected aonrsuitable bol-ler system;

Fig. 4 .is an elevation lof :the prime mover.; :Figf is va cross "section along ethe 'lines -5-6 of Fig. 1; l

Fig. i6 fis @a lcrosssection along the lines of Eig. 7 'is @an enlarged view `in cross section lof the air scavenging `valve;

Fig. 8 is an enlarged view in cross sectionaofthe Acheck lvalues.;

:Fig 9 as va side elevation of the :reversing sluwe mechanism; and :1d-is zu topleleuation xof'liliga.

Remring particularly to Figs. il and 2, it mil-l be seen that my improved )prime umover-fcon'siliiili essentially fof an :opposed piston :section rand is. steam turbine section. The opposed nistnn esc'- bion 'operates as fa lcombined simple tneciprocating steam :engine und :a Diesel engine.. The steam numbifne .section :is :adapted :to `fbe vopensc-ted the exhaust steam ifnom the :reciprocating engine.

'in "the figures ithe numeral .i refers fto a e571- -inder of ftheY steam-Diesel unit having radially extending surfaces '15 and in which pistons foperste fon the two-stroke iprinoiple. Pistons 2 `-are connected by means of j-piston rods 3 to operating crosslnead compressors f4 which `are free ltomove in compressor cylinders 5. `The compressors! Lare connected `to the -crankshats 1 by means of connecting rods E. On 4the Acranks'haits "1 fare mounted pinion gears 8 which 'drive the main gear 19 to which the main shaft I0 `is connected. Thrust bearing H is provided to house :the 'main shaft il D. Forward turbine` lf2 and reverse turbine 1.3 .are connected 'to the crankshafts 1.

Means for supplying air to the cylinder for combustion and .scavenging .are provided .by the .following arrangement. .Air intake ,check valves 'IA I(see '8) .supply .air to the .compressor `rail-- inders 5. Air compressed .in .the cylinders -5 ows 'through :air supply pipes .|.5 `througlrl eheckvalves M -to storage .chest 41.. Air from the storage .chest .Iii .passes through Vscavenging valve ,I8 .(see Eig. FL). vThe `seini--laumed gases .are exhausted ,through exhaust ports l9 .uncovered .b y the nistons f2 `and `:pass by means of `@gas pipe 20 to the furnace 2| rolf tlofe boi-ler where combustion is completed. Thescavenglng valve -I 8 .is cam oper.- -aited by camshaft `22 lconnected -to the drive shaft M by suitable .gearing 23. The `carin operating the scavenging valve i8 will open and close the valve an the same :ratio (on either :side of sind v4I which are driven from camshafts 42.

center eliminating the necessity for reversing mechanism at this point.

Referring to Fig. 3, the followingv path is provided for the steam: From the steam drum 24, and above the water level, steam supply pipe 25 leads to the throttle valve 26. The steam is then divided and enters the crank end of the cylinder I through intake valves 21. The steam exhausts through valves 28 into turbine supply pipe 29. Valve 3U is provided to control the admission of steam to turbine I2 and valve 3| to control the admission of steam to turbine I3. Steam exhausts from the turbines into condenser 32, cooling water for which is supplied by pump 33. The condensate is removed by condensate pump 34 and is pumped back to the boiler by feed pump 35.

The following path is provided for the circulation of cooling water: From the steam drum 24, and below the steam level, supply pipe 36 leads to thejacket 31 of cylinder I. The jacket 31 consists of tubular sheet steel shrunk onto the cylinder I. The circulating water is also fed to jackets 38 about the compressor cylinders 5. Collection pipes 39 at the lower level of the cooling jackets feed the circulating water to the mud drums of the boiler.

Referring to Figs. 4 and 5', the intake and exhaust valves 21 and 28 are actuated by cam rods Camshafts 42 are driven from the crankshafts 1 by chains 43.

Referring to Fig. 6, fuel oil for the Diesel operation is supplied by a suitable feed pump 44 attached to either of the camshafts 42. The injection of oil into the cylinder I through fuel supply pipe 45 and injection valve 46 is controlled by an added cam 41 on the camshaft 42. Injection valve 46 is operated from cam 41 through the Bowden wire 19. The operation of my improved prime mover is as follows: The boiler and engine water circulating jackets 31 and 38 are lled with water to the steaming level of the boiler. The engine jackets, being on a lower horizontal plane, are pressed full and this arrangement assures circulation by thermo-syphon action through supply pipes 36 and collector pipes 39. Steam is then raised by firing the boiler and the steam turned through the steam side of the reciprocating unit by opening the throttle valve 26, permitting steam to iiow to the intake valves 21. Steam entering the crank ends of the cylinder I causes pistons 2 to move towards each other. I'his movement of the pistons 2 causes a corresponding movement of the piston rods 3. compressor pistons 4, connectingl rods 6 and crankshafts 1. Steam is exhausted through exhaust Valves 28 yinto turbine supply pipe 29 where turbine valves 30 and 3I divert the exhaust steam to ahead turbine I2 orreverse turbine I3 as the direction of engine rotation requires, one turbine being used only in each direction, the idle turbine serving, meanswhile as a iiywheel.

As the steamV pistons 2 move from the crank end to the head end of the stroke the clearance between the piston heads is closed setting up compression, and at approximately top stroke, fuel is forced through injection valve 46 from the fuel pump 44 which is operated fromthe camshaft 42. When ignition takes place the pistons 2 are moved toward the crank end cornpleting the,y combustion power stroke. Nearing the end of the internal combustion power stroke ports I9 are uncovered by pistons 2 allowing the -gases of combustion to be discharged under the action of scavenging air into gas pipe 20. From gas pipe 20 the gases exhaust directly into the boiler furnace 2I to mix with boiler furnace combustion gases and complete combustion of' the unburned parts of the engine exhaust'usually present in the exhaust of oil engines, and especially those of high speed.

The accumulated heat of pistons 2, together with radiated heat from water jacket 31 eliminates the temperature losses of expanding steam asvexperienced in the conventional type of reciprocating engine. The remainder of the heat of combustion is radiated through the radial extended surfaces 1'5 of the cylinder wall to the jacket Water adding heat and assisting evaporation of watery in the boiler. As the compressor pistons 4 move from the crank end of the cylinder 5 the air above their faces will be compressed and will flow through supply pipes I5, through check valves I6 and into the air storage chest I1. The air for scavenging is admitted from the air storage chest by valve I8 actuated by camshaft 22 driven off the main shaft I6. The. air is preheated by means of the heat radiated from the fluid circulating in the compressor jackets 38. When scavenging is completed the admission of steam to the opposite sides of pistons 2 reduces the radiated heat losses oi' the air under compression in the internal combustion cylinder. This, with the heat of compression, causes the air to attain a suiiiciently high temperature to promote ignition, without the necessity of a,l high compression ratio.

The pinion gears 8 and the main gear 9 may be of any suitable ratio to 'obtain the desired Ishaft speed.

The scavenging valve timingwill be maintained by direct gearing 23 with the main shaft I0.' The cam operating the valve will open and closel the valve in the same ratio on either side of bottom center of lthe crankshaft during the exhaust period. Reversing mechanisms will therefore be unnecessary at this point, and the scavenging and charging function will prevail on this timing without regard to the direction of rotation of the engine.

The fuel injection pump will bein the Same degree of advance or lead on either4 side of top center of the crankshaft and will follow the fuel oil injection function without regard to the direction of rotation of the engine, also eliminating the necessity of a reversing mechanism at this point. l

The direction of rotation where the reversing feature is required will be controlled fully from the steam-operating side of the pistons 2 by manipulation of a sliding sleeve-reversing mechanism on the camshafts 42. Such a reversing mechanism is shown in'U. S. Patent No. 2,018,790, granted to J. S. Keen, on October 29, 1935, and as may be seen from a consideration of Figs. 9 and 10 consists of a sliding sleeve 80 keyed to the grooves BI vin the shaft 42 whereby the forward or reverse movement of the operating arm 82 rotates the shaf ts 42 and their associated cams degrees. f f

Any of the customary methods of supplying oil to the wrist pins 'I6 lmay be used. The oil which splashes off wrist pins 16 and the 'connecting rods 6`will lubricate the compressor'pistons 4 and the oil that passes the rings 11 of the compressor pistons 4 will,l due'to' th high 'temperature of the compressor 1 cylinder walls',` become vaporized and be entrained With'the scavenging air, effectively lubricating the internal combustion cylinder l.

It will be seen that by my invention I have provided an improved prime mover in which boiler Water is circulated through the engine jackets, whereby the combustion cycle is improved in the one case and the water rate in th'e other. The modification of the wide range of temperatures now experienced in practice reduces the unequal thermal stresses present in such engines. By my invention I obtain a recovery of the heat now lost in the exhaust as well as the loss of power through back pressure in the exhaust now being experienced through the necessity of operating internal combustion engines with a muffler as against the arrangement herein set forth, whereby the internal combustion engine will exhaust inside of a boiler jacket where the operating pressure will actually be lower than atmospheric pressure and the great number of tubes staggeredin the path of the exhaust gases will eliminate the necessity of a muiiier. Similarly, the heat of radiation which is useless in present internal combustion is utilized in heating the steam from the steam-Diesel unit whereby its energy may be added to the residual energy in the steam and such normally wasted steam used to drive an added mechanism supplying useful power to the drive shaft.

While I have illustrated but a single embodiment of my invention, it is obvious various modications may be made without departing from the spirit of the invention and I do not wish to be limited to the particular arrangements and assemblies shown.

Having described my invention, what I claim as new and wish to secure by Letters Patent is:

4 l. In a prime mover for operating a drive shaft, the combination of a double acting engine having a pair of opposed pistons, means to admit steam pressure to actuate said pistons for a portion of their stroke and internal combustion means to return said pistons, a pair of` crankshafts driven by said pistons, dual turbines, one of each of said turbines connected to one of each of said crankshafts, means to drive only one of either of said turbines by the entire vexhaust steam discharged from said double acting engine, with the particular turbine being driven depending on the forward or reverse running of said engine and the undriven turbine having a flywheel eiect, and means connecting said crankshafts to said drive shaft.

2. A 'prime mover, according to claim l, including in addition, aboiler, a cooling jacket arranged about said double acting engine, and a connection between said boiler and said 'cooling jacket whereby said double acting engine is cooled by water at substantially boiler temperature.

3. A lprime mover, according to claim 1, including in addition a boiler and a connection between said boiler and said double acting engine whereby the combustiongases of said double acting engine exhaust into the furnace of said boiler.

4. A prime mover according to claim 1, including in addition a condenser arranged to operate in conjunction with said turbine.

5. In a prime mover, according to claim 1, a condenser arranged to operate in conjunction with said turbine, a boiler, and a connection between said condenser and said boiler whereby the condensate of said condenser may be reheated in said boiler.

6. A prime mover, according to claim l, including in addition a boiler, a cooling jacket arranged about said double acting engine, a connection between said boiler and said cooling jacket whereby said double acting engine is cooled by water at substantially boiler temperature and a connection between said boiler and said double acting engine whereby the gases of combustion of said double acting engine exhaust into the furnace of said boiler.

'7. A prime mover, according to claim 1, including in addition a boiler, a cooling jacket arranged about said double acting engine, a connection between said boiler and said cooling jacket whereby said double acting engine is cooled by water at substantially boiler temperature, and a condenser arranged to operate in conjunction with said turbine.

8. A prime mover, according to claim 1, in-

' -cluding in addition a boiler, a cooling jacket arranged about said double acting engine, a connection between said boiler and said cooling jacket whereby said double acting engine is cooled by water at substantially boiler temperature, a condenser arranged to operate in conjunction with said turbine, and a connection between said condenser and said boiler, whereby the condensate of said condenser may be reheated in said boiler.

9. A prime mover, according to claim l, in-

cluding in addition a boiler, a connection betweenv said boiler and said double acting engine whereby the combustion gases of said double acting engine exhaust into the furnace of said boiler and a condenser arranged to operate in conjunction with said turbine. f

l0. `A prime mover, according to claim 1, in-

cluding in addition a boiler, a connection bewater at substantially boiler temperature, a con-l nection between said boiler and said double acting engine whereby the combustion gases of said double acting engine exhaust into the furnace of said boiler and a condenser arranged to operate in conjunction withsaid turbine.

12. A prime mover, according to claim 1, including in addition a boiler, a cooling jacket arranged about said double acting engine, a connection between said boiler and said cooling jacket whereby said double acting engine is cooled by water at substantially boiler temperature, a connection between said boiler and said double acting engine whereby the combustion gases of said double acting engine exhaust into the furnace of said boiler, a condenser arranged to operate in conjunction with said turbine, and a connection between said condenser and said boiler, whereby the condensate of said condenser may be reheated in said boiler.

PETER JAMES MGANDREWS.

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