DE2531564A1 - Radial cylinder IC engine cooling - by using excess of scavenging air admitted during exhaust stroke - Google Patents

Abstract

The engine has a stationary casing of two halves (12, 14) bolted together axially. the shaft (26) carried in a bearing (28) in one half is attached to a rotor (136) which has four cylinders (168) at right angles. The pistons (184) have rollers (190) which run on a cam disc (18) held between the two halves of the casing which is shaped to provided a reciprocating motion to the pistons as the rotor turns. The rotor turns about a stationary stub (36) in the centre of the casing which has a connecting pipe (66) to a compressed air reservoir. The air passes through channels within the stub to ports in the rotor which admit it to each cylinder on the exhaust stroke. The quantity of air is so admitted is sufficient to provide a high degree of cooling.

Description

2531584

Patent attorney tlunchon, don

DIpL tag. 8. ÜGffitaSO! T 390

D-8 Munich 22 ■
Wldenmayerstraßo 4Q

TaI. (O 89) S0 51 25

TO ¥ NSEND ENGINEERING COMPANY, Doo Moinse, Iowa / V, Sfc. A.

Verfahr © yes for cooling the internal combustion engine

The invention relates to a method for cooling © inor Internal combustion engine with rotating, star-shaped on the Output shaft attached cylinders.

In the known internal combustion engines, the heat of the explosion partially diverted to the outside through the hands of the surrounding metal parts and then attached by means of ribs the outer surface of the cylinder is radiated into the air or from a cooling liquid in a surrounding the cylinder Cooling jacket discharged. These known internal combustion engines are largely well constructed; However, it has been found that the efficiency can still be improved, when the heat of combustion is prevented from the outset, from the cylinders, pistons and other parts of the combustion chamber to be absorbed.

Dr. Hk / «eh

50908 ß / 005?

Di® .i, m , Keraanoickora öoo

has di © Atsafgabe, the IflUifoltrac; oinor Bromaisraftoaoe & iiLjra © above © sngogofesniosa Art dcviJlurch. svi vorboraooira that dl, ο riqcSi s © liraoe Arboitnimboo ^ orololfeosiifilo Vorbromwsiacsogms cücn Έ, γΧ & πύοτ atifjoftülnrfe, © Srsn ©

rjoboradoEi Hnf; n.l2.1; ol.lo stsr T-ror ^ .cni nW.n no.tr, _β ■■,

For dl © s © si! S? IocJ, £ will ori? S.miJwTr? - ^ nf: r-7.Ri3 p, ncli Jodon ■ hub überacliünralgo SpUllu.r-fc di.roht ± n άλο Zyllrador. © im, so-., Blow. Dl © SpUlluft krasisi v ^ rjittolbas quo ü @ r UssoteimiBS or ai% 3 © ipotn DruckXuftvorrat r, tory. ^ _{Mn t} lot absr amf all ©. pail © colder al ο di © in Zyllndor vorblietoomosii gas ^©: Since di © air in © rhotolich c ^ rcßer®T MongG ± n lindor: © lsT.s "3blaDO Ti ₉ aio en nlloin 5mA VcrdrSA ^ o! Verbrommugogasa nott-jondis wKro _e steps © ii & @ raoch © the cylinderHäsido and dor KolboESoborflSch © © in, whereby di © from the over © rocküoolsoKn air awiffiojaomone., Wärra ©, with di © Dor. through the exhaust pipe ©

Some examples of the invention are given below described on the basis of the drawing. Are in it

. 1 a © porspoktiviocho Barotollung a g © raäß © n internal combustion engine.

Fig. 2 is a section in the direction of the lines II-II in Pig. I. with wegigebrpchenon parts on a larger scale,

509OSBZOSB?

Fig. 3 ^: © im © prarnpoTstiviocSio Darntollimg of a cylinder, ¹ FIg, h , © lsi © Drcrtaffoicht einor Kurvonscheibe,

5; ■■; '. © Ina Af

orao Pis · h on a larger »scale,

■ ...-. dpr

clor Ma © cSi ± iie ooials.T & oh.ii. 2,

© isno

oi.ra.oo Rotortoila,

^; © ilrao toilt-joloo GoneSnnifctoaao Braiafsicat do® Rotor- ■ ';:. ToiJ.o zaacli FiG · 7 »

iFigo ^! 9 ^; '· "OiEao Stirnasioicht'dors Rotorteila, s © o © h © n

. 10 ^; A part of Dctaaitt resol ^ cr ^ öor lines 10-10 in Fig. 7

in QTÜß & ron Mnßnfce '

11 © in plan oiraos omdorcn Rotnrteil®,

Fig »12 © in © Stimosaolcht doo R © tort © ile according to Fig. 11,

·; 13 © in © SchsnittdarotollT-üas Iflnso of lines 13-13 .-ii in Fig. 11 in larger wet β tob,

Tie. · Ι '»®in © Draiusfoicht nach, dom Zuoeemonbau the mentioned rotor parts, teiiwoino

B O 9 8 8 S / O 8! 5

253156A

Figure 15 is an exploded view of the stationary core the machine,

16 and 17 are sectional views along the lines 16-16 and 17-17 in Fig. \ $ On a larger scale,

Fig. 18 is a view taken along lines 18-18 in Fig. 7.

19 shows a detail from FIG. 18 on a larger scale and

Figure 20 is a sectional view taken along lines 20-20 in Fig. 17.

The machine shown is denoted generally by 10 and has two shell halves 12 and 14 with screws 16 or the like are kept together. Between the shell halves 12 and lU a circular cam 18 is clamped in the annular grooves 20 and 22 of the shell halves 12 and 1U engages (Fig. 6). On the shell half 12 is also attached a foot part 2U for setting up the machine.

An output shaft 26 protrudes inward through the shell half 12 and is supported there in a main bearing 28. Of the Shell half 1U ago the output shaft is a fixed Core 30 opposite, de3αon face 32 close to the inner

End of the output shaft 26 is arranged. The core 30 consists of the parts ^ k and 36, which are held together with screws 38 and ^ O. The core part 3k is provided with annular oil grooves kZ and kk on its circumference, as shown in FIG. Furthermore, two recesses k6 and k8 provided on opposite sides of the core part Jk can be seen in FIG. 15.

The core part 36 has an opening 50 provided with an internal thread, to which a fitting bsw. a hose 52 is connected to the oil supply. The opening 50 is in communication with a radial channel 5k (FIG. 18), which in turn communicates with an axially parallel channel 56; the latter continues in a corresponding channel 58 of the core part 3k . Radial oil channels 60 and 62 lead from channel 58 to annular grooves kk and k2, respectively. The oil line 52 is supplied with pressure oil, so that the oil emerging from the oil grooves k2 and kk lubricates and seals the rotor rotating on the core.

The core part 36 has an internally threaded opening 6k to which a hose 66 for supplying compressed air is connected. The opening 6k is in communication with an air chamber 68, from which passages 70 and 72 extend in the longitudinal direction of the core. The channels 70 and 72 continue in corresponding channels 76 and 78 of the core part 3k , as FIG. 20 shows. Channels 76 and 78 end

509888/0857

In the air exits soff nungron 77 mid 79 »which emerge on don kS and k6. Ui ο Pi £ _o 15 aoiasst, four recesses 80, 82, Qk and 86 are formed on the outer surface of the core part 36 in the vicinity of its inner end, which are used to receive the heads of BofostiGimgs screws 88, 90 »92 and 9k , which through Hole 96 go through in a flange 9® of the core part 3k ,,

In the front end 1Q2 of the core tool 36 there is a central bore 100 with an internal thread. From the bore 100 an axial channel IQi * goes through the core part 36 and continues in a bucket channel IO6 d © 3 core part 3 ^. In the channels 10 ^ and 106 there is a metal pipe 108, as shown in FIG. At the inner end of the channel IO6 bofiimdot dich © in ironic valve seat IIU, which is in connection with a transverse channel II6. The channel II6 runs radially outwards to the Urafasag of the core part Jk and is provided with interchangeable fuel nozzles 118 and 120 at soiiion mouths.

At the outer end of the Arsaatur 112 is a manually adjustable Needle valve 122 screwed onto the artaatur in eiraena Collar 12 ^ guided with thread. The needle valve 122 goes by © in. Hole 126 in öcsr Arantor 112, eisaon channel 128 in this fitting and daa pipe 106, a stuffing box I30

because © needle valve 122. Αία is located inside the end of the needle valve are ine conical valves 132, which with the Valve seats 21 ** zuQ & naon works. Dor channel 123 is in communication with a fuel line attached on dor fitting 112 13 ** »the rait a pressurized fuel can be charged "

On the core 3 ^ © is mounted in rotor 136, which consists of the Divide I38, 1 ^ 0, and 1 ^ 2. The rotor part has 1 ^ 0

© ± n © n Nabontoi.l Ihh imd Sp ο ich ob. 1 ^ 6, which advance radially from the hub part to © ± n © S3 ÜKifamsoteil 1 ^ 8. The utafangteil 1 ^ 8 is provided with four kreiofförraicoia openings 150. The tJafo © ateil Ihk 1st raittola oiiioo Koils I52 or the like on a twist connected to the Abtriobo wool 126. The circumference of 1 ^ 3 bootolit euo dosa Gliodorn 1 $ h and I56, which are zuecinraosiGohe.lton with SclaraubeBi 158. The rotor part 1 ^ 2 the Rotortoil ikO and lot nit four circular

160 verookoim, which are aligned with dosi openings 150 of the rotor part 1 ^ 0. The Eotortöil 1 ^ 2 consists of the halves 162 and 16 ^, which are held together with screws 166. In each opening 160 there is a cylinder 168, the bottle part 17Ο of which rests against the rotor part 138 (FIG. 6). The cylinder 168 is not screwed through holes 172 in the splash! 17Ο go on the rotor part 138 attached.

■ Each cylinder I68 generally consists of an inner end part 174 and a Hontoltoil 176. The shell portion 176 is

50908G / 00r ₃ 7

provided with opposing slots 178 and I8O and .has numerous exhaust openings 182 on its circumference. A piston 18U is slidably arranged in each cylinder, which has a head part 186 and a skirt part 188. A roller 190 is mounted on a transverse pin 192, which is fastened in the skirt part 188. The roll 190 rolls up the control cam formed by the cam 18 ^ from and so moves the piston relative to the cylinder when the rotor of the machine rotates. Each piston is with a plurality through holes 196 on the circumference of its apron parts Mistake.

A bushing 198, which surrounds the core part 3h , carries a bearing 200. As FIG. 6 shows, the circumferential tip .1 156 of the rotor part \ hk touches the bearing 200 and is carried by the same. The inner ends of the screws 88 to 94 are anchored in the socket 198 (Fig. 6). Further screws 202 engage from the outside through the shell half 1U into the bearing bush 198, as FIG. 6 also shows. The screws 38 and UO ^ are anchored through holes 204 and 206 of the core part 36 and one in threaded holes 208 in the flange 98 of the core part 3U,

The cylinders are surrounded by an exhaust chamber 210 (FIG. 6) which is in communication on the one hand with the exhaust openings 182 of the cylinders 168 and on the other hand with two exhaust pipes 212 and 21U.

The control cam 194 has two opposing projections 216 and 218, which are each designed with a locking point explained below. For purposes of illustration, the

253-5-4

Curve parts boidersoito dos Voroprungs 216 with 220 and as well as on both sides of the Vorcprunfja 218 with 22 ** and 226. The intermediate, further retreaded curve parts are denoted by 228 and 230 (Fig. K) . In Fig. 5, the projection 216 is shown in greater detail. Its tip bears the designation 232. When a piston roller comes into contact with the tip 232, the piston is moved green into the cylinder and reaches the upper dead center position with maximum compression. Behind the tip 232 is a locking point 23 ^, the Krtimniungemlttelpunkt coincides with the geometric center of the cam 18 so that the piston remains in a stationary position at this point. The latching point 23 ^ has a length of about 5 ° and, for example, a radius of 120 mm. The transition part 235 between the tip 232 and the locking point 23 ^ has z. B. a length of 3 ° and a radius of 25 now. Thanks to the transition part 235, the piston can be pulled back a little after ignition in the top dead center, as will be explained further below. The projection 218 is designed in the same way as the projection 216. For clarification, FIGS. 5 also shows the radial lines 216a, 216b and 216c drawn from the geometric center point of the cam disk 18. The angle between the lines 216 a and 216 b is 3 °, as I said, and corresponds to the transition part 235. The angle between the lines 216 b and 216 c is 5 and corresponds to the latching point 234. The center of curvature 235 a of the transition part 235 is now the line 216 b.

509008/0057

fir ' - 10 -.

■■ In operation, ot & säis Kraft, η SoST rn-fccr Kte * ia®! T «Sen BoEot 1®6

and the channel 1i6 sMsofiilSurt · boron fuel Isosau jostoeüa ■ then au »; c & osa Büsoa 113 uaad 120 aw.otrotona «tiosssi« tiooo . Opening © ® 237 (Fiß »2) dos RofcorfcoAlo 1 ^ Q rushes clea © fffesoia

.; Augeralli oil becomes power οι- οff In dao ϊκ? Ώοε ° © ύοτ 'i ....' cylinder! ■ 'eAng <3spritü5fc · BiQ Lnsftkcrmcsr 6Θ' ■ over the jnaelS, so that air from the exit ■; -ausgabe.j solsjrage d.As AwcsparMBigeüi ^ 6 uraö U8

237 with the relevant cylinders in Vorbinöraras stoSÄOsa _e rend the rotor and the resulting grain 30 outflow airFsrnor the Schmlemuton ^ 2 and kh in the office is supplied with pressure oil, so that oin oil filia between * the area of the annular shoulders 239 and 2 ^ 1 deo Rotoffteils'

238 and the outer surface of the core toilet 3k forms «This oil film also serves to seal the inlet openings 237 with respect to the environment outside the rotor.

Fig. 2 shows the upper and lower pistons in the ignition position. In this position, the rollers of these pistons are on the locking points 232 of the projections 216 and 218. Since both pistons have the same mode of operation, the description ύ & τ working cycles of the upper piston is sufficient. When air and fuel were fed to the inside of the cylinder, the piston was guided inwards by the rotation of the rotor »© at the inlet of the control cam, whereby the fuel bottom was compressed. The ignition is initiated at the point of greatest compression, which means at top dead center. Before that, however, the pressure

509 P, 86/0857

': in the cylinder the pre-geocidriofoone limit © can exceed,'^; :: ■ the piston becomes a slight exposure in the detent position '■ ■ 23 ** gootatfeot and © r vorfoloifot in this position relative ', expansion fine before the VarforoMnaago process is finished. During '· ώβΓ Eastiporiod © is by burning the pressure up; ^: '■ asu · eeisaoEra rüultta own maximum value built up, with the entire

^? : . Raw filling used up. but the pressure exceeds ^: '. ^: . the liquid Grcnaso not because the volume of the combustion chamber ■■ '"' ■ '■■' .by ¹ OiG Rastotollo clor Steuorisiarvo entoprechond. -: ■■ 'Hachdera the ßee & mto citeraioche Esior ^ ie of the fuel it in ^; 'Marne has been transformed, the flask is allowed to ex-

■ ^; Pandi © r © E tand the uanao energy into mechanical energy resp.

■ i / Drehsfflora © mt UEasuwandoln, only when the entire 'i''.' Burning & un ^ b © !, radot eats us »'- ¹ .ie sanso by burning

■ :: '. pent up © Energi © su Bogism doo Working hood after the rest ' position is available.

The slight delay after top dead center has many Advantages »This prevents the pressures from rising too high« because as long as the ignition starts so late that the Piston can reach the locking position, the combustion can never result in a higher pressure than corresponds to the locking volume. Next is the required accuracy of the ignition timing far less, because ea is only necessary within wide limits to set the ignition point so late that that the piston before deta Einsotasn the actual combustion in the Raistatstellung golsnccsn kosHU If the ignition is too late takes place and the Kolbon friihor nlo necessary before ignition goes into the locking position, this is not a great deal of damage,

S09886 / 0S57

-lüden »the combustion brings theoin general η cn while the piston is still in the detent position. Schi klich leaves a fuel with a high burn rate; use time. Since retarded ignition came to be set, a rapidly burning fuel mixture can be used, the No anti-knock agents have to be added, since the combustion takes place in a room that is large enough to hold the entire filling after burning at not too high Taking up pressure does not need to take place any further delay in combustion, so that a volatile, lead-free and the environment non-polluting fuel can be used *

Since rapid combustion is possible without exceeding the permissible pressures, a high ratio of air can be achieved to use fuel with highly volatile fuel »to achieve complete combustion, in the case of carbon moni xyd and unburned hydrocarbons do not occur can. Furthermore, since the pressure and temperature in the combustion chamber are limited, the temperatures at which Nitrogen oxides are generated avoided. The efficiency of the machine is also improved because the gas is already completely is burned when the power stroke begins, rather than some of the combustion taking place until the piston is ready has partially withdrawn.

In summary, the shape of the control cam initially has the effect in the top dead center a maximum compression through which

S098SS / 0857

The most ready! , AnscnlieOend _k "of the piston, I alabald t in a _B a" teXlun _g beve _g s. In awake the distillery _g ro _{B g enu g} lt »which seldom cause burns. without the * uläs _S i _g s maximum pressure to Uberechreiten. The rest-

^ t, 14- « Ma the combustion position is maintained almost until ax is complete, only then is the expansion movement of the piston continued in order to end the work and the exhaust of the combustion« gas β. The exact ignition point is determined by the injection point of the fuel, similar to a normal diesel engine, but the ignition takes place so late that the piston can reach the detent position before the combustion pressure «rises sharply»

After the combustion has ended and the piston has left the locking point, it reaches the curve section 222, on which it passes through the prevailing in the cylinder Pressure is pressed outwards and this exerts a driving force on the rotor 136 and the output shaft 26. The curvature of the curve section 222 is chosen so that the piston after the complete combustion of the fuel mixture gets into the expansion position relatively quickly. The piston continues to serve the working stroke until its Head passed the exhaust ports 182 in the cylinder is, whereupon the combustion gases flow out to the outside can. The exhaust is positioned at about 30 on the cam a.

f 509886/0857

- Ill -

As mentioned, air under positive pressure is constantly supplied to the recesses Ί6 and U8 of the core, so that compressed air can enter the cylinders when the recesses h6 and J48 during the rotation of the rotor and the cylinder m, '., T den Inlet ports 237 come into communication. The air is injected under pressure into the respective cylinders, whereby the evacuation of the combustion gases from the cylinders is supported when the piston has cleared the openings 182. The stay of the piston at bottom dead center 230 can easily be adjusted by the shape of the control curve, and this dwell time should be at least 50 % of a normal four-stroke cycle. All this time, air is blown through the cylinder and the exhaust holes 182 by a blower. The air not only flushes the cylinder, but also cools the machine ^v from the inside and fills the cylinder with new combustion air. The volume of air flowing through the openings 182 is nowhere near as large as would be required to cool a cylinder from the outside.The temperature on the inner surfaces of the cylinder (300 to 500 °) is much higher than on the outer surface, which is why the heat transfer between the inner cylinder surface and the cooling air takes place much more quickly than with air cooling from the outside. It has therefore been found that a smaller amount of air inside the cylinder is completely sufficient because the temperature difference and the cooling rate are greater. Even so, much more air must be blown through the cylinders than

50988G / 0857

asura purging the exhaust gases alone would be required. this can be easily achieved through the appropriate shape of the control cam; it just has to be ensured that the compression stroke country especially the A ~ be.itshub as short as possible so that little heat is lost in the cylinder walls, before the cooling starts from the inside. Also is through this Shortening of the compression and arbelt cycles more time for cooling available.

By blowing compressed air into the cylinder results also another benefit. In the known internal combustion engines with rotating cylinders, the pistons are through Centrifugal force held in contact with the control cam. The centrifugal force alone is not enough to generate the suction to overcome when the pistons in the usual way must suck in the combustion air. In the machine described, however, air is pressurized by means of a fan or a pump is blown into the cylinder so that there is no negative pressure that would cause the pistons to move outwards would delay, but an overpressure is built up, the centrifugal force when pressing the piston supports the control cam This ensures that the following rollers are always in contact with the control cam and the cylinders are better filled with air.

Then, when the follower role of a piston reaches the curve section 22 **, the air blown into the cylinder becomes compressed · The piston closes ports 182 and gradually

509886/08 5 7

Further compression, when the nozzles 118 and 120 are aligned with the inlet ports 237, the fuel is injected into the cylinder, thereby initiating ignition as described above .

5098BbZQBf. 7th

Claims (1)

D-8 Mi.irur.hoj2
WidenmaycrsifuiJä ^ Miinchon, d © n '.. ·. Jyfi T 390 TOtINSSND SNGIfIBSHIfJG COIuFAIIY ₁ , Dos Moiraos, Iowa / V. St. A. atontanopruch fj ^: Method for cooling a fuel transformer with rotating, star-shaped foils attached to the output shaft : '. ,% yl ± nd®rn _t boi uem nacli jodcsa Arboitshub excess Purge air is blown directly into the cylinders, because of this ; _; ga! | gymgjgdcjtogit »that the measurement of the fresh air blown in was considerably greater than that required solely to displace the exhaust gases. Dr. Hk / sch 5 09886/0857 Blank page