US1470410A - Tappet - Google Patents

Description

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L7M M, M. Willi-,COX

TAPPET Filed Sept. 19, 1919 [NI/ENTOR ATTORNEY Patented et, d, i9.,

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P A T MERRILL M. WILCOX, F SAGINAW, MICHIGAN.

TAPPET.

Application led September 19, 1919. Serial No. 324,959.

To all whom z't may concern.

Be it known that l, MERRILL M. WILcoX, a citizen of the United States, residing at Saginaw, in the county of Saginaw and e State of Michigan, 4have invented certain new and useful Improvements in Tappets; and ll do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled and use the same. y

'llhis invention relates to valve-actuating tappets for internal combustion engines, and pertains more particularly to certain novel features of construction embodied in a multiple-piece valve tappet as a new article of manufacture, whereby ll am enabled toA produce an exceptionally light, but strong,

tappet, with a head of very hard metal such as case-hardened steel to contact with the engine cam. A tappet of this kind also usually has an internal plug in the end opposite the head to receive the bolt or other adjustable device that contacts with the stem of the valve. Preferred arrangements of such tappet plugs are shown and described and claimed in my co-pending applications constituting divisions of this present application.

The arrangement lof parts in my improved tappet construction is such that they can be easily, quickly and accurately assembled and the individual parts can be manufactured at small cost and by automatic machines of standard construction, insuring uniformity of size and shape and weight.

With the foregoing and certain other objects in view, which will appear later in the specification, my invention comprises the devices described and claimed, and the equiva lents thereof.

My invention is illustrated in the accompanying drawings, in which lF ig. 1, is a central longitudinal section of a tappet, in working relation to an engine cam, the end plug being removed.

Fig. 2 is a side view of a preferred forni of tappet head.

Figs. 3 and i are similar views showing modified forms of the tappet head.

As is clearly shown in the drawings, the 'tappet consists of a body 1, which is preferably formed by boring a solid bar of metal to form a thin-walled tube; or the body may be formed of sheet metal rolled to the form of a tube, or b drawing and pressing froma. dat sheet o met-al, or by using a short piece of tubing of proper diameter and thickness.

Secured to the body 1 'at one end is a head member 2, formed of a separate piece of metal, heat-treated and hardened. 'llhe head 2 may be, and in practice is preferably formed with a laterally projecting flange 3, the face of which is preferably ground to contact with the cam e of the engine, as shown in Fig. 1.

An elongated axially projecting cylindrical shank 5 is formed on the head 2 and is accurately fitted to and preferably received in the aperture of the body 1, to which it is secured by spot welding, as in F ig. 1; or by being threaded and screwed into place, as shown in F i 3; or by forming the shank with depressions 6, as indicated in Fig. 4, and correspondingly swaging or depressing the metal of the apertured body thereinto. The foregoing are practica-l and well-known means of securing cylindrical members in shells, and may be employed in carrying out my invention. ll prefer in practice, however, to weld the shank 5 in the bore or aperture of body 1, as shown in lFi 1.

By the means above escribed, I have produced a tappet of light weight and great strength. The parts are adapted to be easily and economically manufactured by automatic machinery and can be rapidly and accurately assem led either by semi-automatic machinery, or by hand.

rlhe elongated shank 2, formed integral with the flange 3 provides a strong and rigid structure admirably suited to withstand the shocks of rapidly repeated contacts with the cam and the shank itself affords ample transverse strength and anchorage for the lower end of shell 1. This will be understood from the fact that the cam during the first half of the lift of the tappet causes a strong sidewise thrust against the tappet,

forcing the tappet laterally against the guidewap, in which the tappet slides up and down. f

point where it enters the guideway has a the shell of the tappet at the v thin wall, such wall will buckle when the The elongated shank 5 of applicants 110 hardened head is always in the guideway during the operation of the tappet and consequently the side thrust is withstood by that part of the shell which is reinforced by the long shank, avoiding the danger of distorting or making the tappet stick.

Having thus described my invention, what I claim and desire to secure by Letters Pat ent is:

1. A tappet for internal combustion engines comprising a hollow tubular body, an independent cam-contacting head of'hardened material having an elongated axially pro'ecting shank integral with said head, said shank received in and fixed to an end of said body.

2. As an article of manufacture,'a tappet for internal combustion engines comprising a hollow tubular body of substantially uniform external diameter throughout its length, an independent cam-Contactin head of hardened material and an elongate cylindrical shank inte 'ral with said head, said shank received within said tubular body and fixed to one end thereof.

3. InA a multiple piece tappet includin an apertured boiy, a cam-Contactin head comprising a har ened face and an e ongated axially projecting shank integral with said face, said shank received in the apertune of said body and fixed thereto.

4. A tappet includin a tubular body, a cam-contacting head o hardened material,

said head formed with an elongated cylindrical shank, said shank received within said body and fixed to one end thereof.

5. A tappet including a tubular body, a camcontacting head of hardened material, saidhead formed with an elongated cylindrical shank, said shank received within said body and welded thereto.

In testimony whereof, I aix my signature.

MERRILL M. WILCOX.

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