Practical Hand Book of Gas, Oil and Steam Engines / Stationary, Marine, Traction; Gas Burners, Oil Burners, Etc.; Farm, Traction, Automobile, Locomotive; A simple, practical and comprehensive book on the construction, operation and repair of all kinds of engines. Dealing with the various parts in detail and the various types of engines and also the use of different kinds of fuel.

by John B. Rathbun

(68) De La Vergne Oil Engines.

Two types of four stroke cycle oil engines are built by the De La Vergne Machine Company, which differ principally in the method and period of injecting the fuel into the cylinder. While both types compress only pure air in the working cylinder, the oil is injected in a heated vaporizer during the suction stroke in the smaller engine (type HA), and is injected directly into the combustion chamber of the larger engine (type FH) at the point of greatest compression. This fuel timing classifies the type FH as a semi-Diesel, while type HA comes under the head of that class of engines known as aspirators.

76-a. Elevation of De La Vergne Oil Engine, Semi-Diesel Type. Class F H.

Semi-Diesel (Type FH)

During the suction stroke, air is drawn into the cylinder through the inlet valve located on the top of the cylinder head, and on the return, or compression stroke, the air is compressed to about 300 pounds per square inch in the combustion chamber. The compression heats the air to a high temperature which is still further increased by contact with the hot walls of a cast iron vaporizer D, shown by Fig. 76-b. At the completion of the compression, the fuel is injected in a highly atomized state by compressed air through the spray nozzle F, the spray being thrown into the vaporizer.

76-b. Cross-Section of Type F H, De La Vergne Oil Engine.

The vapor formed by the contact of the spray with the walls of the vaporizer mixes with the compressed air in the combustion chamber and is ignited at the instant of fuel admission by the combined temperatures of the vaporizer and compression pressure.

As the fuel is not injected until the proper instant for ignition, it is possible to obtain a relatively high compression without danger of the charge preigniting. The oil is supplied to the nozzle by a fuel pump under pressure. The atomizing air takes the oil at pump pressure and performs the actual injection. Details of the spray valve are shown by Fig. 76, in which the oil and air are entered at a pressure of about 600 pounds per square inch.

Fig. 76. De La Vergne Spray Nozzle.

The air and oil enter the nozzle at opposite sides of the cylinder B which fits snugly into the valve body A. As the air and oil proceed side by side along the outside of B, they are forced to pass through a series of chambers connected by a system of fine diagonal channels on the surface of B which results in a very fine subdivision and intimate mixture. The charge is admitted to the cylinder by a sort of needle valve about one-half inch in diameter which is provided with a spring that holds it closed on its seat as shown by C, in Fig. 76. The needle is so constructed that it may be readily removed at any time for inspection. The spray valve is located on the right hand side of the valve chamber directly opposite the vaporizer and is operated by an independent cam on the camshaft.

Fig. 76-c. De La Vergne Governor and Fuel Pump.

The vaporizer consists of an iron thimble having ribs on the inside to increase the radiating surface. In starting, the vaporizer is heated for a few moments until it reaches the temperature necessary for vaporizing the fuel, but after the engine is running, the blast lamp is removed and the temperature is maintained by the heat generated by the combustion of the successive charges. Since the fuel is ignited at the instant that it makes contact with the vaporizer, it is possible to accurately adjust the point of ignition by adjusting the position of the fuel cam on the camshaft.

Air for spraying the fuel is supplied by a two stage air compressor that is driven from the crankshaft by an eccentric. The air compressed by the first stage is stored in tanks at about 150 pounds pressure for starting the engine. The second stage compresses the air to about 600 pounds pressure, but is correspondingly small in volumetric capacity since it handles only enough air to spray the oil which amounts to about 2 per cent of the cylinder volume. A governor controlled butterfly valve in the air intake pipe regulates the amount of air taken in on the second stage to suit the varying charges of oil injected at each load.

In starting by compressed air, a quick opening lever operated valve on the cylinder head is used to admit air from the tanks to turn the engine over until the first explosion takes place. If the vaporizer is sufficiently heated by the torch, the explosion occurs during the first revolution of the crank shaft. At a point about 85 per cent of the expansion stroke, the exhaust valve is opened, and the products of combustion are expelled into the atmosphere. When starting, the compression may be relieved by shifting the starting lever from the exhaust cam to the auxiliary starting cam provided for that purpose.

Speed regulation is affected by a Hartung governor, driven from the camshaft, which actuates the oil supply pump through levers by shifting the point of contact between the pump levers and its actuating cam. This lengthens or shortens the stroke of the pump in accordance with the requirements of the load. The type FH engines are built in both single and twin cylinders ranging from 90 to 180 horse-power in the single cylinder type to 360 horse-power in the twin.

Since the fuel injection of the smaller engine type HA differs from that just described, it will be described separately in the following section.