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Refining Oil in the Engine

2nd February 1932, Page 120
2nd February 1932
Page 120
Page 120, 2nd February 1932 — Refining Oil in the Engine
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A Resume of Recently Published Patent Specifications

THE refining of lubricating oil while it is in an engine is the subject of patent No. 363,352, by Rohol-VergaserGesellschaft m.b.H., 43, Gottlieb-Diinkelstrasse, Berlin-Neutempelhof, Germany. The uparatus is mainly intended for use on engines operating on oil fuel in which the lubricant oil soon becomes thinned, and as the bearings in such engines are usually highly stressed they are endangered.

The pipe leading from the exhaust manifold passes around a chamber shown, thus heating it, and a' portion of the exhaust gas passes down the small vertical pipe and is liberated through the holes shown in the horizontal portion, from which it passes to the inlet manifold by way of the pipe H.

A portion of the lubricating oil from the sump is delivered to the chamber by the pipe E, and after treatment passes back to the engine through the pipe F.

The device works as follows:— The exhaust gas, on entering the chamber, has already been partly cooled by yielding heat to the oil, and as it bubbles up through the oil it carries away the vapour of the admixed oilfuel constituents. The gas, loaded with oil-fuel vapour, is carried away and may be utilized in any manner.

A Free-wheel Change-speed Device.

PATENT No. 363,772, by Egon Neurath, of Franz-Josefs Kai, 53, Vienna, relates to a free-wheel device which is said to facilitate tho changing of gears. The drawing is presumed to represent part of the gearbox in which a ear has already been set in motion by means of the first gear, and second gear is about to be engaged.

The driving shaft is represented by 1, whilst 2 is the layshaft and 6 the driven shaft. The gear 4 is running loosely on its shaft and is about to be connected to it by the introduction of a free-wheel cam and rollers within the bell of 4, which the specification describes as an "organ" The rollers are held towards the arg,er part of the cams by means of a spring-controlled cage, so that they cannot enter the bell until the speed of the latter is such that it draws the rollers towards the smaller part of the cam surface.

The edges of the rollers, and of the " organ " are both bevelled to facilitate engagement.

A Piston for Compressionignition Engines.

APPEARING in patent Na. 363,417 is the name of H. R. Ricardo, 21, Suffolk Street, Pall Mall, London; S.W.1. The invention relates to pistons of the kind in which the upper part is made of ferrous metal, and is connected to a skirt which carries bosses for a gudgeon pin, and which may be made from aluminium or some such metal.

The construction described is said to be particularly suitable for use in engines of the liquid-fuel-injection type. The two parts are connected by bolts o f appreciable length, so that they may stretch to accommodate the difference in expansion of the two metals employed.

Another feature of the invention is the provision of a fluid-tight space between the crown of the ferrous metal and the crown of the lighter metal, so arranged that the fluid may be thrown up and down by the reciprocation of the piston, thus transferring heat from the ferrous crown to the skirt portion. 303,417

For Easier Starting of Oil Engines. A PATENT, No. 363,754, by R. A.

Lister and Co., Ltd., and A. P. Sanders, both of Victoria Iron Works, Long Street, Dursley, concerns a device which claims to make easier the starting of internal-combustion engines, and is particularly useful in engines of the compression-ignition type where means are provided for lowering the compression prior to starting; for example, an exhaust-valve lifter, or its equivalent.

The usual starting handle is provided with a boss in which a fork engages. The upper end of the fork lever is connected by a rod to a similar fork which engages with a sliding pinion mounted on a short shaft, so that when the starting catch is in engagement, the pinion is brought into mesh with the teeth on the engine flywheel.

The short shaft is so held in its bearings that no end movement is possible, and just clear of the engine flywheel it carries a small flywheel (9).

The short shaft may be splined helically, or the teeth of the pinion may be inclined so that it disengages when the engine begins to fire, and through the rod and two forks it disconnects the starting handle at the same time.

It will be realized that this auxiliary flywheel is in operation only during the starting period, so that its effects are not experienced when running.

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