US1424428A

US1424428A - Assig-istor to packard kotos

Info

Publication number: US1424428A
Authority: US
Publication date: 1922-08-01
Anticipated expiration: 1939-08-01

Description

J. G. VINCENT.

HYDROCARBON MOTOR.

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HYDROCARBON MOTOR.

' APPLICATION FILED OCT. 4, 1916. 1,424,428, I PatentedAug.1, 1922.

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UNI E amiss OFFICE.

G. VINCENT, 0F DETROIT, MICHIGAN, ASSIGNOR TO PACKARD IEOTOR CAB COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN.

. HYDROCAEBON MOTOR.

To all whom it may concern:

Be it known that l, G. VINCENT, a citizen of the United States, and resident of Detroit, lVayne County, State ofMichigan, have invented certain new and useful improvements in Hydrocarbon Motors, of which the tollowingis a specification.

This invention relates to hydocarbon motors and in the illustrative form in which it is herein shown, the invention is applied to a hydrocarbon motor of the multi-cylinder V type.

One of the objects of the invention is to provide a hydrocarbon motor with a cam shaft casing construction of novel and efficient form and that may be conveniently and accurately manufactured.

Another object of the invention is to provide an efficient lubricating system for the cam shaft and valve operating mechanism of a hydrocarbon motor.

Another obj cot of the invention is to pro vide a novel form of gearing and gear casing between the crank shaft of the motor and the auxiliary and cam shafts.

.r-inother object of the invention is to improve the various cooperating parts of a lydrocarbon motor and to provide certain and etiicient means for lubricating the moving parts.

Other objects of the invention willappear from the following description taken in connection with, the drawings which form a part hereot, and in which Fig. 1 is an end elevation of a hydrocarbon motor einl.,)od' ,'ing this invention;

Fig. 2 is a iongitinlinal sectional view, with parts shown in elevation, oil? the motor shown in Fig. 1, the section being taken through the center line of one of the blocks oi cylinders;

Fig. 3 is a vertical longitudinal section through the rear part of the motor shown in Figs. 1 and 2, parts being shown in elevation Fig. i is partly a front end view and partly a vertical transverse section of the motor shown in Figs. 1 and 2;

Fig. is a plan view of the rear part of one of the cam shaft casings, together with the contiguous part of the gear casing arranged at one end of the motor, some of Specification of Letters Patent.

Patented Aug-.1, 1922.

' Application filed October 4, 1916. Serial No. 123,716.

the detachable covers ofthe cam shaft being removed; 1

Fig. 6 is a perspective View of themotor crank shaft 5 H 7 is a transverse section on the line (-t oi Fig. 2;

if 1g. 8 is a plan view of part of the gear casing formed at one end of the motor prank case, the upper part of the casing being removed, and the gears in the casin being shown in section; b

F 1g. 9 is an enlarged detail sectional View or one of the crank shaft bins and the connecting rods thereon; and

Fig. 10 is an enlarged detail view of a cam shaft and valve operating mechanism;

lieierring to the drawings, 10 represents the crank case of a hydrocarbon motor, hav- 111g supporting arms 11 and a lower part or underneath cover 12. The latter forms an oil well into which the oil from the :2 ions bearings of the motor drains and from which it is drawn and re-circulated. A pump tor this purpose is shown at 13 in Fig. i, the oil being drawn from the bottom of the crank *ase where it settles through the screen 14;, and pumped through a conduit 15 in which there is a pressure regulating valve 16, to a screen 17 and the chamber 18 surrounding the same. From the chamber 18 the oil is led under prcssure through

pipes

19 and 20 to the various bearings of the motor. Said hearings will be hereinafter further described.

Cylinder blocks 21 are shown as formed separately from the crank case and dedcta -hably secured thcretof l onr cvlinder blocks 2i are shown in the illustrative form of the invention herein, each block com prising three cylinders, two blocks being arranged with their cylinders in line and the two pairs of blocks being in V relation. Thus a 12 cylinder V type motor is illustrated. i

'The cylinder blocks 21 are water jacketed as at 22 and suitable inlets 23 and outlets 24: are provided. Each of the cylinders has an inlet port 25 and an outlet port 26. The ports 25 and 26 are controlled by

poppet valves

27 and 28, the latter being slidablv mounted in bushings 25 and 26 carried by the cylinder heads. Each bushing has a casing laterally extending flange 27 and the valves are seated by springs 29 which at their lower ends engage the flanges 27 and at their upper ends engage collars 28". The collar:-; 28 have frusto-conical inner surfaces which engage frusto-conical outcr surfaces of segmental split bushings 29 positioned therein. Each of the segmental bushings 29 has a series of internal grooves 30 and ribs 31 which engage correspond ing ribs 32 and grooves 33 formed on the valve stems. The springs 29 therefore, maintain the collars, 28 in engagement withth split bushings 29 and also force the bushings into engagement with the valve stem. There is a spark plug 30 for each of the cylinders.

A carburetor 31 is preferably mounted in the space between the cylinders and branched intake headers 32, one for the cylinders on one side of the motor and another for the cylinders on the other side of the motor, connect the carburetor with the various intake ports of the cylinders. Suitable exhaust pipes 33 are connected with the exhaust ports of the motor.

Mounted in the main bearings 35 ofthe crank case is a crank shaft 36, shown in detail in Fig. 6. In the form shown this crank shaft comprises eight similar discs or checks 37, all of which are connected together by the crank pin and main bearing parts of the crank shaft. The end cheeks are connected to the main bearing parts 38 and 39, the two middle cheeks are connected by the main bearing part so, and the various crank pins 41 connect the other adjacent cheeks. It will be understood that the crank pins are symmetrically arranged and that as the cheeks 37 are exactly alike the crankshaft as a whole is in perfect balance.

The crankshaft is shown as drilled to provide channels 42 and -3, leading respectively from a point on the main bearing part 38 to the nearest crank pin ll and from another point on the main bearing part 38 to the second crank pin ll. At the opposite end of the crank shaft similar passages 41%!- and 41-5 lead from the main bearing part 3.9 to the two nearest crank pins 41. There are also two channels 46 leading from the central main bearing to the two crank pins ll on either side thereof. Thus, there is an independent oil lead from the main bearing part to the crank shaft to each of the crank pins, and each of these oil. leads has three branches 4'? leading to the surface of its respective crank pin, for a purpose which will be presently described.

In each of the cylinders is a piston 18 and connecting rods l9 and connect these pistons to the crank shaft; At its upper end each connecting rod is pivoted to its respective piston by a hollow piston pin 51 to the interior of which leads a pipe 52 ex tending lengthwise of the connecting rod. The connecting rods and their connections to the crank pins of the crank shaft are shown in some detail in Fig. 9. Referring thereto it will be seen that the connecting rod 49 is forked at its lower end. and its forked parts surround the end portions of the crank pin 41, while the connecting rod 50 has its lower end arranged between the forks of the connecting rod 49 and surrOnnds the middle portion of the crank pin ll. The bearing piece 51 surrounds the entire crank pin and is rigidly secured to the forked end of the connecting rod 49 as shown by the pins 52. The end of the connecting rod 50 surrounds and has a bearing on the outside of this bearing piece 51 be tween the forked ends of the connecting rod 19. The bearing piece 51 has oil holes 53 and 5%, the former of which permits passage of oil through the bearing piece from one of the branches 4? herein above described to the oil pipe 52 on the connecting rod l9, and the oil hole 54; permits passage of oil from the middle branch 4.? of the crank pin to the. oil pipe 52 of the connecting rod 50. Thus oil is led from the crank shaft to the bearings of all of the piston pins 51 inthe istons 48. There is of course more or less spreading of the oil from the oil holes 53 and 54- to the inner and outersurfaces of the bearing piece 51 and the branch 47 at the other end of the crank pin 41 also carries oil to the inner surface of the bearing piece 51 at that end, thus insuring ample lubrication to the entire bearing piece. The oil that escapes from the bearing is thrown off into' the crank case, some of it going to the cylinder walls, and finally draining down into the o l well in the bottom of the crank case where it is again fed by the pump 13 herein above described to the circulation system of the motor, some of it passingto the pipe 19 by which it is fed to the main bearings of the crank shaft as through'the comluit 19 shown in Big. 3.

The rear end. of the crank sh a '5' 7-36 extends somewhat beyond. the rear main bearing I35 and has a. gear formed integral with or secured thereon and a flywheel 56 suitably mounted on a flange 57. Also the rear part of the crank case 10 extends beyond the rear bearing 35 and is in the form of a gear case 58 which may have a rear extension 59 over the fly wheel 56. This gear case 58 is. positioned rearwardly beyond "the cyninder blocks and it extends upwardly from the crank case proper. It may be said to be formed in two parts, the lower part 60 of which is shown as integral with the crank case and the upper part 61 of which is detachably secured to the lower part by the bolts62 (see Fig. 1). Also the upper part 61 is shown split transversely of v in the motor, the two parts being detachably secured as by bolts 63.

This entire gear casing 58 is substantially of Y form, the lower part of it extending down around the gear 55 above referred to, and the upper part being in the form of two branches extending diagonally upward adjacent to but separated from the rear ends of the cylinder blocks. The upper part of each of these branches of the gear casing is formed by a detachable cap 64-, which as shown particularly in Figs. 1 and d is provided with an oil filler spent 65. Thus the oil in the crank case may be brought to the proper level by introducing oil through the spout 65, where it will enter the gear casing 58 and run down into the crank case. I

In the motor herein shown, the cam shaft and operating mechanism for the

valves

27 and 28 are in the form of a detachable unit for each of the two pairs of cylinder blocks. Each such unit comprises a tubular cam shaft casing '66 which extends lengthwise of the motor and which is mounted on top of and connects the two aligned cylinder blocks. This casing is divided into several compartments 67 68 and 69, by bearings 7 O, 71 and 72 for cam shaft 73. A supplementarybearing 72 may be provided as shown in each of the

compartments

67 and 68. The cams 74 formed on the cam shaft 73 are all arranged in the two

main compartments

67 and 68 and the front end of the cam shaft extends through the front bearing 72 and into the end compartment 69. This end compartment 69 is very small compared with the other compartments and is formed largely by a cap 69 screwed on to the end of the casing. It is supplied with oilunder pressure by a pipe 20 which is a continuation of the pipe 20 shown in Fig. 4. Any other equivalent means may beused to supply oil under pressure to this compartment.

The cam shaft 7 3 is drilled out to make it hollow and oil leads 75 are provided from its interior to each of the bearings 70, 71 and 72. The rear end of the cam shaft is closed. but the front end is open to the compartmcnt 69 so that the oil under pressure in that compartment passes into the cam shaft and through the oil leads 75 to the bearings above referred to. Theoil flowing from these hearings accumulates in the

compartments

67 and 68, which are interconnected by a channel 76, similar channels 76 being provided in the bearings 72 and from the rear compartment 67 through the openings 77 Fig. 7 through the bearing 79 into the gear casing 58 and down into the crank case where it is collected and again circulated as herein above described.

The

compartments

67 and 68 above referred to are formed with top openings 78 above the various cams on the cam shaut 73.

it overflows,

of these rock shafts 80 is drilled out as shown for instance in Figs. 4t and 10 and has an oil lead 81 leading from its interior to its bearing surface. An oil cup 82 is also formed in the upper part of the rock shaft and a downwardly extending lug 83 on the cover 79 directly over the cup 82 causes some of the oil splashed up onto the cover 79 to drip into the cup. This oil then passes into the rock shaft 80 and to its bearing surface.

Each rockshaft has an arm 8% upon which is a roller 85 in contact with one of the cams 74c of the cam shaft, and the end of the rock shaft 80 that extends outside of the cam shaft casing is provided with an arm 86 having an adjustable plunger 87 in contact with the stem of one of the

valves

27 and 28.

From the above description it will be seen that thecam shaft casing 66, the cam shaft, and all of the rock shafts and other operating parts may be assembled before the unit is placed on the motor. It may then be attached to the tops of the cylinder blocks by the lugs 88 and bolts 89. It may also be secured to the gear casing 58 by the cap 6 T which has a part 90 cooperating with a part 91 on the gear casing, which said parts are arranged to clamp the tubular casing 66 between them. Endwise movement of the tubular casing-'66 relative to the gear casing 58 is prevented by reason of the flanges 92 on the tubular casing. By this connection of casings and cylinder blocks a very strong and rigid. construction is obtained.

The spur gear 55 on the crank shaft has been herein above referred to. This gear forms one of a train of gears between the crank shaft and an auxiliary shaft 93 which, in the form of the invention shown, is mounted directly above and parallel to the crank shaft. This auxiliary shaft 93 is mounted in bearings 94; and 95 in the gear casing-58 and is shown connected as by a universal joint 96 with a generator 97 for sup iilying electric current to the spark plugs of the motor. The generator is mounted on a bracket 98 arranged between the cylinder blocks. The gear casing 58 is formed with a slight enlargement 99 extending lengthwise of the motor and surrounding the auxiliary shaft 93. This enlargement also houses a small bevel gear 100 which may be arranged to drive the ignition timing mechanism.

The train of gears above referred to as connecting the crank shaft and the auxiliary shaft 93 comprises a gear 55, and idler gear 101 and a gear 102 on the auxiliary shaft 93. The axes of these gears are arranged ina vertical plane and as the gears are approximately the same size, the auxiliary shaft 93 will operate at substantially crank shaft speed. The gear 101is mounted on bearings 103 which may be inserted into the gear casing through an opening 104, closed by a cap 105, in which one of said bearings is mounted.

From the auxiliary shaft-93 :there are two trains of gears which extend inopposite directions and are arranged to operate the two cam shafts at one half crankshaft speed. These trains of gears, start fromv a gear 106 onthe auxiliary shaft 93, and this gear meshes with

gears

107 and 108 on opposite sides of said shaft. The axes of the

gears

106, 107 and 108 are in ahorizontal plane, this plane beingat right angles to the plane of the

gears

55, 101 and 102', above referred to.

An idler gear 109 meshes wit-lithe gear 107 and itself meshes with a gear 110 secured to the rear end ofone of the cam shafts 73. A similar idler gear 109 meshes with the gear 108 and itself meshes with a gear 110 on the other cam shaft 73. It will ,be understood that the gear 106 has just half as many teeth as each of the gears 110, so that the cam shaft 73 will operate at one half crank shaft speed, for operating the motor on the four stroke cycle.

All of the gears above referred to are shown as of the straight tooth spur type but it will be understood that other equivalent gears may be used for the same purpose.

Referring to the arrangement of the cam shaft casing and the gear casing, it will be seen that the former may be removed by removing the bolts 89 and the caps 64. Also the upper part 61 of the gear casing may be detached by removing the bolts 62 and this part of the casing will carry with it .the

gears

109 and 110 as well as the upperparts of the bearings of the

gears

106, 107 and 108. This opens up the gear casing as shown in Fig. 8, the gears being shown in section however, in that View.

It will be understood that Various changes and modifications maybe made without departing from the spirit or scope of the invention defined by the claims.

Having thus described my invention, what I claim and desire to secure by Letters Patent is 1. In a hydrocarbon motor, in combination, a, crank case, cylinder blocksniounted thereonin V relation, a gear casing at one end of the crank case extending upwardly to adjacent the top of both sets of said cylinders, and a cam shaft casing mounted on top of each of said cylinder blocks and connected to the gear casing.

2. In a hydrocarbon motor, in combina-' tion, a crank case and cylinders, a gear casing at one end of the crank case, anda cam shaft casing mounted on the cylinders and having a part extending beyond the cylinders, said gear casing having a part surrounding the extended end of said cam shaft casing andsecuring the casings together.

3. In a hydrocarbon motor, in combination, a crank case and cylinders, said crank case having an integrally formed gear casing at one end, a detachable gear casing forming an upward extension. of the gear (as ing on the crank case, a cam shaft casing on top of the cylinders and extending into the detachable gear casing, and a cap at the top of the latter said casing for securing the cam shaft casing thereto.

1. In a hydrocarbon motor, in combination, a crank case and cylinders a crank shaft in the crank case, a pair-ofcam shafts, a train of three gears from the crank shaft with their axes in a plane, atrain of three gears driven from one of the gears of the first train and having their axes in a plane substantially at right angles to that of'the first train, and gears from the second train to the cam shafts. I

5. In a hydrocarbon motor, in combinaion a crank case and cylinders, a crank shaft in the crank case, a pairof cam shafts, a train of three gears from the crank shaft with their axes in a plane, a train oftiree gears driven from one of the gears of the first train and having theirv axes in a plane substantially at right angles to that of the first train, and gears in mesh withthe end gears of the second train for driving said cam shafts.

6. In a hydrocarbon motor, in combination, a crank case-and cylinders, a crank shaft in the crankcase, a pair of cam shafts, a train of three gears from the crank shaft with their axes in a plane, a train of three gears driven from one of the gears of the first train and having their axes in a plane substantially at right angles to that of the first train, and a train Ofg'ears from each of the end gears of the second train to each of said cam shafts.

7. In a hydrocarbon motor, in combination, a crank shaft. an auxiliary shaft, and a pair of cam shafts, a. train of gears from the crank shaft to the auxiliary shaft for driving the latter at substantially the same speed as the crank shaft, and a train of gears from the auxiliary shaft to each of the cam shafts for drivingthe latter at one half crank shaft speed.

8. In a hydrocarbon motor, in combina tion, a crank shaft, an auxiliary shaft, and a pair of cam shafts, a train of three spur gears from the crank shaftto the auxiliary shaft for driving the. latter at substantially crank shaft speed, and a train of gears from the auxiliary shaft to each of the cam shafts for driving the latter at one half crank shaft speed.

9. In a hydrocarbon motor, in coinbination, a crank shaft, an auxiliary shaft, and a pair of cam shafts, a train of three spur gears from the crank shaft to the auxiliary shaft for driving the latter at substantially crank shaft speed, an independent gear on the auxiliary shaft, and a train of three gears from said independent gear to each of said cam shafts.

10. In a hydrocarbon motor, in combination, a crank shaft, a generator above the crank shaft, gearing for driving the generator at substantially crank shaft speed, tWo cani shafts arranged above and at the sides of the generator, and gearing from the generator shaft to the cam shafts for driving the latter at a reduced speed.

11. In a hydrocarbon motor, in combination, a crank shaft, a generator above the crank shaft, gearing for driving the generator at substantially crank shaft speed, tWo cam shafts arranged above and at the sides of the generator, and trains of gearing from the generator shaft to the cam shafts for driving the latter at one half crank shaft speed.

12. In a hydrocarbon motor, in combination, a crank shaft having a crank pin, a bearing piece on said pin, a connecting rod secured to said bearing piece, and a connecting rod having a bearing on said bearinn piece, said crank shaft having oil channels leading to said bearing piece, and said bearing piece having oil channels leading to the bearing surface thereon.

18. In a hydrocarbon motor, in combination, a crank shaft having a crank pin, a connecting rod surrounding the middle part of said crank pin, a second connecting rod having a forked end surrounding the end parts of said pin, and means for feeding oil through said crank pin to the upper ends of both said connecting rods.

In testimony whereof I affix my signature.

JESSE G. VINCENT.