Patent GB-942376-A (GB)
Title: Improvements in or relating to internal combustion engines
IPC: F02B19/06
Filed: 1958-09-01
Abstract: 942,376. Two-stroke and four-stroke fuel injection engines; fuel injection pumps; valves and valve-gear; gas turbine plant; motor power plant. H. O. HENRY. Nov. 26, 1959 [Sept. 1, 1958], No. 28004/58. Headings F1A, F1B, FIG and F1Q. Ignition and working cylinders 1, 2, Fig. 3, of an I.C. engine which are on the compression stroke together are connected by a duct 7 through which fuel ignited by compression ignition in the cylinder 1 passes to initiate combustion in the cylinder 2, a supplementary quantity of fuel in liquid form being injected into the duct 7 so as to be entrained by the ignited fuel. In Fig. 3, supplementary injection using ports 7b is by a pump P 1  in parallel with a pump P feeding the injector N of the cylinder 1, which operates just before T.D.C., an injector (not shown) in the cylinder 2 operating as or just before ignited fuel issues from the duct 7. The piston of the cylinder 2 has a cross-head drive with a piston rod to which the piston of the cylinder 1 may be directly or lever connected if not driven from a separate rotating shaft. The cross-sectional area of the cylinder 1 may be less than 1% of that of the cylinder 2, and the cylinder 1 may be a separate unit bolted to the cylinder 2. In a two-stroke embodiment, the cylinders 1, 2 have identically timed inlet portings and exhaust valves. The clearance volume of the cylinder 1 is such that any transfer of air or compression is predominantly to the cylinder 2. The exhaust gases from the cylinders 1, 2 feed a reaction or impulse turbine driving a compressor which delivers, at 5 or more atmospheres absolute, uncooled air to the scavenge belt of the cylinder 1 and cooled air, which is possibly further compressed under the working piston and again cooled, to the scavenge belt of the cylinder 2. With a constant speed variable load engine, a variable orifice by-pass duct, regulated manually or by the main fuel pumps control rod so that it is opened at port loads, is connected across the or the first cooler to deliver all or part of the air to the air to the inlet manifold, or to a second stage compressor, with full adaptive heat. In a modification, Fig. 1, the ports 7b are replaced by a combined pump, valve and injector member 9 the nose 10 of which, under the pressure of fluid supplied to its right-hand end 9A, closes off the duct 7 until combustion pressure in the cylinder 1 moves the member to the right, when a flange 22 thereon entrains a slidable ring 21 and pumps fuel from a chamber 17 via ports 24 and the member interior to injector ports 25, the chamber 17 re-filling behind the flange 18 past a spring-loaded plate valve 23 controlling supply ducting 16. A ported flange 19 returns the ring 21 when the member 9 reseats as the cylinder pressures decrease. The stroke of the member 9 can be adjusted using packing 30. There is a lubricant duct 13 to an annular recess 14 which may have an oppositely disposed drain duct leading via a sight glass back to a main lubricating system. Sealing rings 26, U-leathers 27 and a leakage sump 28 having a drain 29 are provided. The pump P 1  (Fig. 3) may be replaced by a gravity or continuous pump feed, and the cylinder 1 may be naturally aspirated. Intermittent rotation of the member 9 of Fig. 1 may be effected by a helical spline arrangement, shown as used in conjunction with a non- pumping valve and injector member 9, Fig. 4, the ports 25 of which inject into an annular reservoir 7c and are fed from the pump P 1  (Fig. 3) via a pipe 9b. Helical splines 9c on the member 9 engage an internally grooved ring 9d allowed one-way rotation by pawls 9f so as to turn the member 9 slightly at each rightward (or leftward) stroke thereof. The reservoir 7c is filled just before the nose 10 unseats, and may form the only supply of fuel to the cylinder 2. Fig. 2 shows a device used with the Fig. 1 and 4 modifications to prolong the flow of ignited fuel through the duct 7. The member 9 is laterally off-set to make room for an upward prolongation 31 of the cylinder 1 containing a piston 38 which on the compression stroke in the cylinder 1 is forced back against fluid (oil) pressure in a space 58 connected by a pipe 55 to the pressure space behind the right-hand end of the member 9 (Figs. 1 and 4), such forcing back being accommodated by compression of a pressurized air sack 49. After combustion in the cylinder 1 and the consequent opening of the duct 7, the balance of pressures is such that the member 9 remains unseated until the piston 38 has completely descended. A suction-operated air inlet valve 40 for the cylinder 1 is incorporated in the piston 38, and is fed via ports 47, 35 and 57. In a modification this valve delivers directly into the alcove 8. The operating cycle of a four-stroke engine using the device of Fig. 2 is described. Engines according to the invention may operate with exhaust reheat, a burner chamber supplying to the main exhaust, upstream of the turbine (or turbines) driven thereby, combustion products of fuel and of air supplied by a centrifugal compressor on the turbine shaft. There may be water injection into the cylinder 2 adjacent its exhaust orifices. The turbine shaft may be connected to the engine output shaft via a speed reducer and a clutch, or via an electrical connection. Alternatively, an additional turbine in series or parallel with the turbocompressor turbine may be geared to the output shaft. Gas fuel may be used instead of oil in the cylinder 2. A vertical engine having in-line cylinders 2 is described.