US1036756A

US1036756A - Hydrocarbon-motor.

Info

Publication number: US1036756A
Application number: US63362411A
Authority: US
Inventors: Sidney D Waldon
Original assignee: Packard Motor Car Co
Current assignee: Packard Motor Car Co
Priority date: 1911-06-16
Filing date: 1911-06-16
Publication date: 1912-08-27
Anticipated expiration: 1929-08-27

Description

S. D. WALDON.

HYDROGARBON MOTOR.

APPLIOATION FILED JUNE 1s. 1911.

Patented Aug. 27, 1912.

2 SHEETS-SHEET 1.

Wit/vw awo Houmlj S. D. WALDON.

HYDROGARBON MOTOR. APPLICATION FILED JUNE 1e, i911.

Patented Aug. 27, 1912.

2 SHEETS-SHEET 2.

earns 1rarissimi OFFICE SIDNEY D. WALDON, Or DETROIT, MICHIGAN, AssIeNOH 'ro rACxAnD Moron CAR COMPANY, or DETROIT, MICHIGAN, A CORPORATION or MICHIGAN.

HYDROCARBON-MOTOR.

To all whom it may concern.:

'Be it known that I, SIDNEY D. VVALDON, a

'citizen of the United States, and resident of Detroit, Wayne county, State of Michigan,

have invented certain new and useful Ima multi-cylinder motor and the drawings l may be described as follows:

Athe embodiments of the lFigure 1 is a vertical transverse section through a motor of the above type; Fig. 2 is a plan view of the motorwith the cylinders in horizontal section, Fig. 3 is a modified detail; Fig. 4 is a sectional view of the oil strainer and relieffvalve; and Fig. 5 is a sectional view of the three-way valve.

In this invention the :main bearings of the motor crank shaft are lubricated by a constant supply of oil under pressure, fed

directly to them by a pump geared to an operating part of the motor, preferably the cam shaft, the speed of the pump therefore being in direct proportion to the speed of the motor. The pump draws the oil from the bottom of the crank case or sump where it has drained and forces it through suitable piping and screens to the crank shaft bearings. Inthe piping from the Ipump to the bearings there is arranged a relief valve set to operate at a predetermined pressure so that after the motor has reached a certain speed and the pressure in the pipe line has consequently reached a certain degree, this lrelief valve will be operated and the oil passingthrough the valve will be conveyed to another part of the motor. In one of invention this excess supply of oil is conveyed directly to the crank case where it is taken up by the pump and worked into the syst-em again. In another embodiment of the invention there is a forked outlet from the upper side of the relief valve and one of the branches of this outlet runs directly to the crank case and the other branch runs to the walls of the various cylinders, preferably on that side ofk the cylinder which receives the thrust of the piston on itsworking stroke..

This forked outlet. is shown as controlled Specification of Letters Patent. Application iled .Tune 16, 1911. i Serial No.` 633,624.

Patented Ailg. 27,1912.

by aB-Way valve which is operated by the motor throttle connection so that the B-'way valve connects therelief valve direct-ly with the crank casewhen the throttle 'is in nearly closed position and'with the cylinder walls when the throttle is wide open or nearly so.

By the above arrangement it will be seen that, as long as there is sufficient oil in the system, oil will always be passing through the relief valve when the motor is running at comparatively high speedand regardless of the power being generated, but the destination of this excess is determined by the position of the 3-way valve above referred to, and when the motorv is operating under a light load, thoughl the speed be high, the said S-way valve will be in position to direct the excess flow into the crank case, whereas when the motor is operating under full load, as with the throttle wide open,

the excess oil will be delivered lto the cylinder walls on that side thereof upon which there is the greatest side thrust, thus supplying an extra amount of lubrication thereto The above arrangement is particularly Aadvantageous since it is undesirable to supply oil to the cylinder walls except when the throttle is comparatively well open for the reason that at all other times only a partial charge is taken into the cylindersl thereby creating a partial vacuum therein, and if oil is fed directly to the cylinder walls at such times some of it will be drawn into the combustion space by reason of the partial vacuum therein and it will be mixed with the charge and burned therein, creating an undesirably smoky exhaust. This statement is qualified somewhat by the fact that the oil supply to the cylinders is not so objectionable at high speed even though the throttle is only partially open for the reason that at such times the cylinders are not very thoroughly cleaned out on the exhaust stroke and the partial vacuum is not so noticeable even though the throttle in bearings 13 as by blocks 14.' The lower half of the crank case is in the form of a removable cover 15 which forms a sump 16 for the oil thrown from the crank shaft and left side of the cylinder wall whenthe pisw ton is on `its firing stroke, as shown in Fig. 1.

The main oil circulation system includes the pump 21, preferably a gear pump driven 'through shaft 22 and spiral gears 23 from the cam shaft 17, piping 24 leading to a screen or filter 25, manifold 26', branch pipes 27, and conduits 28, which lead directly to the crank shaft bearings 13 and vto the interior ofthe bored out crank shaft 12. The oil may be conveyed to the connecting rod bearings through suitable leads from the opening 29 through the center of the crank shaft.

The above circulation system gives a constantsupply of oil under pressure to all of the crank shaft bearings and from these bearings the oil is thrown by the crank shaft to all parts of the crank case for the purpose of lubricating the cam shaft and other bearings therein.

suitably connected with the manifold 26 or some other part of the main oil circulat-ion system, is a relief valve 30. In Fig. 4 this relief valve is shown as'formed inte Val with the filter 25. The screen 31 of the fi ter is held in place by a spring 32 and is adapted to be removed vthrough an opening above the screen upon removal of the cap 33. The relief valve consists of a disk 34 properly seated by a spring 35 adjusted by the screw cap 36. The disk and springv may be removed for cleaning by unscrewing the detachable part 37 of the valve casing. There is an outlet 38 in the relief valve casing above the disk 34 through which the excess oil passes when the valve isroperated from pressure within the oil circulation system.

The outlet38 is controlled by a 3-way valve 39, shown in section in Fig. 5, which 3-way valve determines the direction taken by the excess o il after it leaves the relief 4valve. The branch pipe 40 leading from the 3-way valve 39 conveys the excess oil directly into the crank case 10, thereby merely forming an overflow for the excess. The branch pipe 41 leading from the 3-Way valve 39 conveys the excess oil to a manifold 42 andthence through branch pipes 43 to the walls of the cylinders 11, preferably on that side of the cylinder where there is the greatpipe 40. By giving the valve 39 a quarter turn this excess oil passes straight through the valve 39 and into the pipe 41 and from thence to the cylinder walls for lubricating the latter.

In Fig. 2 the motor intake pipe is shown at- 47 in which is the main throttle valve 48 operated by arm 49. This arm is controlled by a rod 50 suitably connected with the auf celerator pedal or other manual control levers, not shown. The rod 50 slides inthe eye of an arm 51 on the bracket 46 and moves in the direction of the arrow shown 1n Fig. 2 for opening the throttle 48. A

pin 52 on the rod 50 slides in the slot 53 in the enlarged en'd of the rod 45 and it will be seen that when the rod 50 is moved to open the throttle the rod 45 is simultaneously moved to give the 3-way valve 39 a quarter turn thereby allowing the excess oil to be fed to the cylinder walls when the motor throttle is open. When the throttle is closed the pin 52 sliding in the slot 53 moves the valve 39 to the position in which it is shown in Fig. 5 thereby directinthe excess oil into the crank case and shutting it oft' from the cylinder Walls.

In Fig. 3 a slight modification of the invention is shown in which the 3-way valve 39 is omitted and all of the excess oil passing through the relief valve 30 is conveyed directly to the cylinder walls through the pipe 45. This simplifies the connections and this construction .is suitable for some types of motors.

Having thus described my invention, what I claim is:

1. In a hydrocarbon motor oiling system, the combination with means for feeding oil to the motor. crank case, of means controlled by the pressure within the crank case feeding means for feeding oil tothe .motor cylinder.

2. In a hydrocarbon motor oiling system, the combination with means for feeding oil to the motor crank case comprising a pressure system, of means-controlled b the pressure within said system for fee ing oil to 4. In a hydrocarbon motor, the combination with means operated by the motor crank shaft for feeding oil under pressure to the crank shaft bearin s, of means controlled by said pressure or feeding oil to the cylinder wall.

5. In a hydrocarbon motor, the combination with means for feeding oil under pressure to the crank shaft bearings and including a pressure relief valve, of means for conveying the oil passing said relief valve to the motor cylinder for lubricating the piston therein.

\ crank case, main and branch 6. The combination with a hydrocarbon motor, of means for supplying lubricating oil between the piston and cylinder on that side of the cylinder receiving the side thrust on the firing stroke of the piston.

7. The combination with a hydrocarbon motor, of means for supplying lubricating oil to the cylinder wall under pressure on that side of the cylinder receiving the side thrust on the firing stroke of the piston.

8. In a hydrocarbon motor, the combination with means for feeding oil under pressure to the crank shaft bearings and including a pressure relief valve, of means for conveying the oil passing said relief valve to the motor cylinder wall on that side of the cylinder receiving the side thrust on the firing stroke of the piston.

9. In an oiling system for a multi-cylinder hydrocarbon ,motor, the combination of a pump in the motor crank case operated by the. motor for withdrawinr oil from the lneads from the pump to the'motor crank shaft bearings, a relief valve in the main lead adapted to open at a predetermined pressure, and main and branch leads from the relief valve to the motor cylinder walls, whereby the cylinder walls are supplied with oil only when the pressure in the main pump lead reaches a predetermined height.

10. In a hydrocarbon motor oiling system, the combination with means for feeding oil to the motor crank case, of means cont-rolled by the motor speed and throttle opening for feeding oil to the motor cylinder.

11. In. a hydrocarbon motor oiling system, the combination with means for feeding oil to the motor crank case, of means operative only at comparatively high s eed of the motor and considerable thrott e opening, for feeding oil to the motor cylinder.

12. In a hydrocarbon motor oiling system, the combination with a pump for withdrawing oil from the motor crank case, piping from the pump to the motor crank shaft bearings, a relief valve in said piping adapted to open at a predetermined pressure, plping from said relief valve having two branches running respectively to the motor cylinders and to t-he crank case, a valve in said latter piping for connecting the relief valve with either of said branches, a motor throttle control device, and a connection from said device to said valve for placing said relief valve in communication with the cylinder branch pipe when the motor throttle is considerably opened and with the crank case branch pipe when the motor throttle is more nearly closed.

13. In a hydrocarbon motor, the combination with an oil pump and piping leadin therefrom, of a casing mounted on the cran case and having a connection with said piping, an oil strainer in the casing, a relief valve in the casing, oil outlets fromv the casing below and above said relief valve, and piping leading from said outlets respectively to the motor crank shaft bearings and to an overflow.

14. In a hydrocarbon motor, the combination with an oil pump and piping leadin therefrom, of a casing mounted on the cran case and having a connection with said piping, an oil strainer in the casing, a relief valve in the casing, oil outlets from the casing below and above said relief valve, and piping leading from said outlets respectively to the motor crank shaft bearings and to the motor cylinder walls.

15. In a hydrocarbon motor oiling system, the combination with the motor crank case, of a casing mounted thereon comprising a strainer part and a relief valve part, an inlet connection on the strainer part, an outlet connection between the strainer a'nd the relief valve, and an overflow outlet connection beyond the relief valve.

16. In a hydrocarbon motor, the combination with the oil pump and piping leading therefrom, of a casing having a connection with said piping, a relief valve in the casing, oil outlets from the casing below and above said relief valve, and piping leading from said outlets respectively to the motor crank shaft bearings and to the motor cylinder walls.

In testimony whereof I aflix my signature in the presence of two witnesses.

SIDNEY D. WALDON.

Witnesses:

O. E. HUNT, L. L. LooMIs.