US2434584A - Multiple cylinder opposed piston and pumps - Google Patents

Multiple cylinder opposed piston and pumps Download PDF

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Publication number
US2434584A
US2434584A US603422A US60342245A US2434584A US 2434584 A US2434584 A US 2434584A US 603422 A US603422 A US 603422A US 60342245 A US60342245 A US 60342245A US 2434584 A US2434584 A US 2434584A
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United States
Prior art keywords
pumps
engine
piston
cylinder
crossheads
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Expired - Lifetime
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US603422A
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English (en)
Inventor
Purdie William Hamilton
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William Doxford and Sons Ltd
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William Doxford and Sons 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/33—Compressors for piston combustion engines
    • F02M2700/331—Charging and scavenging compressors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2700/00—Supplying, feeding or preparing air, fuel, fuel air mixtures or auxiliary fluids for a combustion engine; Use of exhaust gas; Compressors for piston engines
    • F02M2700/33—Compressors for piston combustion engines
    • F02M2700/331—Charging and scavenging compressors
    • F02M2700/336—Arrangements thereof on the engine

Definitions

  • This invention relates to arrangements or reciprocating scavenging pumps for six-cylinder single-crankshaft internal-combustion engines, and is particularly applicable, but not limited, to such engines of the opposed-piston type.
  • engines of the 2-stroke-cycle single-acting type it has been customary to arrange one, or in certain cases two, scavenging pumps at one end of the engine, such pump or pumps being driven by a suitable crank or cranks on the main shaft.
  • Such an arragnism occupies considerable length and introduces certain balancing problems.
  • Another known arrangement is to have one scavenging pump centrally situated between two groups of three cylinders, but this also increases the length of the engine, and in order to balance the reciprocating masses of the complete engine efiectively, certain adjustments of the reciprocating masses are required, as described in my Patent 2,398,961, granted April 23, 1946.
  • the pumps are made of the longest stroke that can be accommodated, but the corresponding reduction in bore reduces the area available for the pump-valves, and so raises the air-velocity through these valves, with resultant air-pumping losses.
  • a third known arrangement is to have one or alternatively two scavenge-pumps lever driven from the engine-crossheads; these pumps are situated at one side of the engine, but the arrangement introduces unbalanced cross rocking couples.
  • the present invention comprises a six-cylinder single-crankshaft internal-combustion engine of which the crank sequence of the engine units numbered consecutively 1 to 6 is 1-53-62- 4 or alternatively 1--4263'5, wherein three from the centre crossheads of the respective engine units. 4
  • the scavenge pumps may preferably be of the double-acting type with a relatively large bore and short stroke.
  • Figure 1 shows a longitudinal section of a sixcylinder 2 stroke cycle single-acting singlecrankshaft internal-combustion engine of the opposed-Piston type embodying the invention, while Figure 2 shows a section on the line IIIIin Figure 1.
  • Figure 3 shows a plan in Figure 1.
  • scavenge pumps are driven through laterally ex- I tending levers from the crossheads' of Nos. 1, 2 and 3 engine units respectively or alternatively from the crossheads of Nos. 4, 5 and 6 engine units respectively, thereby ensuring balance of the primary and second forces and couples set up by the reciprocating masses of the engine.
  • the scavenge pumps may be driven
  • the engine comprises six engine units 1 to 6.
  • the crank sequence of the engine units in the present example is 15--362--4 as illustrated in Figure 2.
  • the engine units 1 to 6 are similar and of known type and the general features of the unit 1 will be briefly described.
  • the engine unit 1, Figures 1 and 2 comprises a cylinder II in which two pistons I2 and I3 are arranged.
  • the cylinder II has no piston covers.
  • the piston l2 has a short piston rod I! having a centre cross head l5 and this crosshead is connected by a connecting rod [6 to a main crank ll of the single-crankshaft IB mounted in bearings 19.
  • the upper piston l3 carries a pivotallymounted yoke 20 and is guided by guides 2
  • the crossheads 24 and 25 are connected by side connecting rods 26 and 21 to side cranks 28 and 29 of the crankshaft l8.
  • the throw of the main crank H is greater than that of the side cranks 28 and 29 and consequently the stroke of the upper piston i3 is less than that of the lower piston [2.
  • Fuel e. g. oil is injected into a combustion space 30 in which air has been compressed during the previous stroke and on the resulting combustion of the fuel, the pistons I 2 and 13 move outwards together until about the end of the stroke the piston 12 uncovers ports 3
  • the engine units 2 to 6 function in a similar manner to that described for the unit 1."
  • the air receiver 32 is supplied with compressed air by three scavenge pumps 35, I36 and I31 which are driven from the centre crossheads of the engine units 1, 2 and 3 respectively.
  • scavenge pumps and their operating mechanisms are identical only the scavenge pump 35 and its operating mechanism will be described.
  • the scavenge pump 35 has a cylinder 36 of which the bore is comparatively large and in this cylinder is arranged a piston 31 or relatively short stroke which is connected to a piston rod 38.
  • suction valves 39 and delivery valves 40 are connected to an air intake 4
  • the suction and delivery valves 39 and 43 are arranged in separate compartments in the pump and passages 44, Figure 3, connect the delivery valves at the lower end of the pump with those on its upper end.
  • the piston rod 38 has a crosshead 45 which travels in guides 46 and to'a pin 41 carried by this crosshead the upper ends of two links 48 are connected while their lower ends are connected to a pin 49 carried by one pair of ends of the rocking levers 50.
  • the rocking levers 50 are carried on a pin which is pivotally mounted in a bearing 52 and at their other ends these levers are connected to a pin 53 to which the lower ends of links 54 are connected.
  • the upper ends of the links 54 are carried on a pin 55 mounted in the outer ends of two arms 56 which are carried by the centre crosshead I5 of the engine unit 1.
  • the scavenge pumps I35 and I31 are likewise provided with delivery pipes I55 and I51 connected to the air receiver 32 and are driven by rocking levers connected to the centre crossheads of the engine units 2 and 3 respectively in a similar manner to that above described with reference to the pump 35. w
  • the pumps 35, I36 and I31 are of comparatively large bore and are easily accommodated side by side their stroke can be relatively short resulting in low piston speeds, and with ample space available for valves, the air velocities and corresponding pumping losses are low, giving improved mechanical efliciency.
  • crank sequence of the engine units instead of being 15-3-6 24 may be 4-2- 63-5, the pumps being connected to the crossheads of the engine units 4, 5 and 6.
  • This invention provides several advantages over arrangements hitherto used including no increase in overall length of engine; no unbalanced verticaliprimary or secondary vertical forces and no cross rocking couple; no adjustment of reciprocating weights of vertical engine units to obtain balance; uniform air pressure in scavenging air receiver throughout the cycle, giving an equal supply of scavenging air to all cylinders, and resulting in uniform combustion efliciency and reduced fuel consumption; low air-valve velocities with low pumping losses resulting in higher mechanical efliciency of engine, and increased reliability, since two pumps alone would enable the engine to operate at reduced power.
  • the invention may be applied to six cylinder single-crankshaft internal-combustion engines other than that above described.
  • a six-cylinder single-crankshaft 2-strokecycle single-acting internal-combustion engine of the opposed-piston vertical type having crossheads operatively connected to said opposed piatons and having engine units numbered 1 to 6 consecutively, said engine units having a crank sequence of 1--5-3--6-2-4, the combination of a plurality of lateral rocking levers, three scavenge pumps of the double-acting type, links operatively connecting said rocking levers to said scavenge pumps, and links operatively connecting said rocking levers to crossheads of engine units numbered 1, 2 and 3. respectively.
  • a six-cylinder single crankshaft intemalcombustion engine having engine units numbered 1 to 6 consecutively and each unit including a cylinder, piston and a crank operatively connected to the piston said units having a crank sequence of 1-5-36-2-4, the combination of three reciprocating scavenge pumps each including a piston and a cylinder, and a plurality of lateral lever driving means'for said pumps operatively connected to engine units numbered 1, 2 and 3 respectively.
  • a six-cylinder single-crankshaft internalcombustion engine having engine units numbered 1 to 6 consecutively and each including a cylinder, a piston, a crank, a cross-head and operative connections between the crank and the crosshead and between the cross-head and the piston respectively said engine units having a crank sequence of 14263-5, the combination of three reciprocating scavenge pumps each including a piston and a cylinder and a plurality of lateral lever driving means for said pumps operatively connected to engine units numbered 4, 5 and 6 respectively.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Medicines Containing Plant Substances (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
US603422A 1944-07-18 1945-07-06 Multiple cylinder opposed piston and pumps Expired - Lifetime US2434584A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB13760/44A GB580704A (en) 1944-07-18 1944-07-18 Improvements in or relating to scavenging pumps for internal-combustion engines

Publications (1)

Publication Number Publication Date
US2434584A true US2434584A (en) 1948-01-13

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ID=10028852

Family Applications (1)

Application Number Title Priority Date Filing Date
US603422A Expired - Lifetime US2434584A (en) 1944-07-18 1945-07-06 Multiple cylinder opposed piston and pumps

Country Status (5)

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US (1) US2434584A (da)
DE (2) DE1641750U (da)
DK (1) DK67991C (da)
FR (1) FR1047651A (da)
GB (1) GB580704A (da)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3048155A (en) * 1958-06-04 1962-08-07 William Doxford & Sons Enginee Opposed piston, two-stroke cycle, diesel engines
US3051147A (en) * 1957-04-26 1962-08-28 William Doxford & Sons Enginee Exhaust means for multi-cylinder multiple piston internal combustion engines
US4185596A (en) * 1978-04-28 1980-01-29 Toyota Jidosha Kogyo Kabushiki Kaisha Two-stroke cycle gasoline engine
US20040123817A1 (en) * 2000-06-15 2004-07-01 Kiriljuk Igor Olegovich Opposed internal combustion engine

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1160238B (de) * 1958-06-04 1963-12-27 William Doxford & Sons Ltd Mehrzylindriger Gegenkolben-Zweitakt-Dieselmotor
GB2525213B (en) * 2014-04-16 2020-09-16 Osp Engines Ltd Opposed piston machine with rectilinear drive mechanisms
US10001057B2 (en) * 2014-08-04 2018-06-19 Achates Power, Inc. Exhaust layout with accompanying firing sequence for two-stroke cycle, inline, opposed-piston engines

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US694552A (en) * 1901-06-07 1902-03-04 Hugo Junkers Gas-engine.
US1102321A (en) * 1911-08-05 1914-07-07 Busch Sulzer Bros Diesel Engine Co Air-compressor system for oil-engines.
US1621634A (en) * 1926-01-11 1927-03-22 William F Hurt Internal-combustion engine
US2359564A (en) * 1941-11-08 1944-10-03 Sulzer Ag Two-shaft opposed-piston internal-combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US694552A (en) * 1901-06-07 1902-03-04 Hugo Junkers Gas-engine.
US1102321A (en) * 1911-08-05 1914-07-07 Busch Sulzer Bros Diesel Engine Co Air-compressor system for oil-engines.
US1621634A (en) * 1926-01-11 1927-03-22 William F Hurt Internal-combustion engine
US2359564A (en) * 1941-11-08 1944-10-03 Sulzer Ag Two-shaft opposed-piston internal-combustion engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3051147A (en) * 1957-04-26 1962-08-28 William Doxford & Sons Enginee Exhaust means for multi-cylinder multiple piston internal combustion engines
US3048155A (en) * 1958-06-04 1962-08-07 William Doxford & Sons Enginee Opposed piston, two-stroke cycle, diesel engines
US4185596A (en) * 1978-04-28 1980-01-29 Toyota Jidosha Kogyo Kabushiki Kaisha Two-stroke cycle gasoline engine
US20040123817A1 (en) * 2000-06-15 2004-07-01 Kiriljuk Igor Olegovich Opposed internal combustion engine

Also Published As

Publication number Publication date
DE839279C (de) 1952-05-19
GB580704A (en) 1946-09-17
DK67991C (da) 1948-11-22
FR1047651A (fr) 1953-12-16
DE1641750U (de) 1952-07-31

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