US1606424A

US1606424A - Oiling system for gas engines

Info

Publication number: US1606424A
Application number: US703857A
Authority: US
Inventors: Finn T Irgens; Clarence L Johnson
Original assignee: JOHNSON BROS ENGINEERING CORP
Current assignee: JOHNSON BROS ENGINEERING Corp
Priority date: 1924-04-03
Filing date: 1924-04-03
Publication date: 1926-11-09
Anticipated expiration: 1943-11-09

Description

Nov. 9 1926. '1,606,424

F. T. IRGENS ET AL.

OILING SYSTEM FOR GAS ENGINES Filed April 3, 1924 ATTORNEY.

Patented Nov. .9, 1926.

` UNITED STATES l y '1,606,424 Parnu oFFlcE.

FINN r. IneENs AND CLARENCE I.. `ToHNsoN, or sourir BEND, INDIANA, AssIeNons 'ro JoHNsoN :anos ENGINEERING coEPona'rIoN, or sourir BEND, INDIANA.

OILING SYSTEM'. FOR GAS ENGINES.

Application med april e,

The invention relates to oiling systems for gas engines and particularly for a `smgle cylinder two cycle type ofengine, and also a horizontal type, and has for its object to provide an oiling system whereby a continuous supply 'of lubricant is maintained.

for the upper bearing of the crank shaft, and forced from the engine casing through pipe connections upon the powerstroke of the engine, thereby insuring adequate lubri;

le upper end of the crank shaftwillbe collected and periodically sucked from a collecting chamber back into the crank casing upon the suction strokes of the p1ston i through a duct in the crank shaft. v'llhe duct registers'with the chamber when the piston approaches' the -end of the suction stroke, and is out of registration with said chamber upon the power stroke, thereby insuring` a suction during the suction stroke, and preventing pressure in the lubricant collecting chamber on the power stroke.

` A further object is to provide a lubricating system for a. single cylinder two cycle type of gasoline engine, horizontally dis posed, which system will maintain a constant lubricant supply to the upper bearing of the crank shaft `of an engine of this character, which engine is preferably of the type used in connection wlth 'outboardmotora which have mounted on the crank shaft a magneto adjacent the bearing, and in which type there has been found that suiicient lu rication is not maintained at all times, and at times anv over supply of lubricant is lforced through the bearing to the magneto and renders the same inoperative.

With the above and other obects in View the invention resides in the com ination and arrangement of parts as hereinafterA set forth, shown in the drawing, described and claimed, it being understood that changes in the precise embodiment of the invention may be made within the scope of what is claimed without departing from the spirit of the invention.

ln the drawing Fire 1 is a vertical longitudinal sectionaview through a horizontal sin "le cylinder two cycle ty e of internal com ustion engine, of the out oard motor type.

designates a horizontally seeps, or is force i924. serial 110,703,857.

Figure 2 is a vertical transverse sectional view through the upper showing the lubricant collecting groove an chamber, 'and the arcuate liquid supply groove therein.

Figure 3 is a horizontal sectional View taken on line 3--3 of Figure l.

' Referring to the drawing, the numeral 1 disposed cylinder and 2 a piston mounted therein. The cylinder 1 is provided with a crank casin 3 in the chamber d of which gases from t e intake manifold 'are sucked by the vacuum created in the chamber t, upon the movement ofthe piston 2 in the directionl of the arrow a on its suction stroke. The suction stroke reterred to is the movement of the piston 2 to its outer position in the direction of the arrow a, and yat which time the intake manifold port 5 is uncovered whereby gases are sucked into the crank case chamber t by the vacuum within the chamber t created by the outward movement of the piston 2 in the direction of the arrow a. Rotatably mounted in the bearing sleeves bearing sleevei t and 7 is a vertically disposed crank shaft 8, which crank shaft is 'provided with a crank 9, to which is connected the connecting rod l0. Said connecting rod is-in turn connected to a conventional form of wrist pin ll carriedby the piston 2, therefore it will be seen that asthe piston 2 is reciprocated in the cylinder' 1, the crank shaft 8 will be rotated. 'lhe upper endof the crank lshaft 8 is provided with a mounting 12 for a conventiormll form of Hy wheel magneto,

#which mounting is directly above the bearing sleeve 7.

t has been found in motors of this character, particularl .outboard motors, that voil di through the bearing sleeve 7 at 13, and this excess oil often reaches the magnetoon the magneto mounting 12, thereby renderingc themagneto inoperative. 'lo obviate this dimculty the suction in the crank casing chamber t, u on the suction stroke of the piston 2 is utilized. The bearing sleeve 7 adjacent its upper end ,is provided with an annular channel 14, in which lubricant collects during the rotation of the crank shaft. The lubricant which collects in the annular channel 14 flows into a downwardly extendinggchamber l5 in communication with the channel,l therefore it will be seen that the excess lubricant which is r chamber 15 through vits rotation. Connected llubricantl from the bearing groove gathered by the channel 14 is collected in the chamber 15. Extending axially through the portion 8ZL of the crank shaft 8 is an oil duct 16, the upper end of which terminates in a radially disposed duct 17, which duct is positioned, whereby when the piston 2 approaches the end of its suction stroke, it will register with the chamber 15, and the suction in the chamber 4 of the casing 3 will suck the oil, collected in the collecting the ducts 17 and 16 back into chamber 4 of the engine casing. As the piston 2 completes its suction stroke in the direction of'the arrow a the duct 17 moves out of registration with the oil collecting chamber 15 and consequently when the piston 2 moves in theV direction of the arrow I) on its power stroke for transferring the charge in the usual manner through transfer port 18, oil and gas will not be forced through the ducts 16 and 17 to the chamber 15, and have a reverse result from that desired, which would obviously be the case asthe change previously set forth is compressed in the chamber 4 before being transferred through the transfer port18..

In the type of engine set forth, lubrlcation is had by mixing a certain proportion of luv bricating oil with the gasoline, and it is obvious that oil is precipitated in the bottom of the crank casing as shown Vat 19, which oil is utilized for maintaining a constant lubricant supply to the bearing sleeve -7 and the arcuate groove 20 therein. The arcuate groove 20 in combination with the lubricant collecting channel 14, and lubricant chamber 15 extends substantially the full length of the bearing, therefore the upper. end 8 of the shaft will be thoroughly lubricated during at 20a to the under side of the crank casing 3 is a pipe 21, which pipe has its other end connected at 22 to the crank casing where lubricant discharged therefrom will be forced through the aperture 23 in the sleeve 7 into the arcuate groove 20. Therefore it will be seen that on the power stroke, when the piston 2 moves in the direction of the arrow b a portion of the lubricant 19 will be forced through the pipe 21 to the bearing groove 20. Upon the suction strokes, when the piston 2 moves in the direction 4of the arrow a, the suction within the chamber 4.of the crank casing 3 sucks 20 through the aperture 24 in the sleeve 7, the pipe 25, and ythence through intake port 5 into which the pipe 25 discharges, vand is mixed with the other gases and lubricant sucked through the port 5'. Durin the reciprocation of the piston 2, oilis orced to the bearing groove 20 on the power stroke andk sucked therefrom on the suction stroke. It will b'e seen that a constant supply of lubricant and circulation of lubricant willbe maintained at all times.

Frdni the above it will be seen that an' shaft bearing of a horizontally disposed two l cycle internal combustion engine having a reciprocating piston for rotating a vertically disposed crank shaft, a crank casing in which lubricant is precipitated, a pipe connecting said crank casing and discharging into said bearing, an intake port, a pipe connecting said bearing and said intake port, said piston forming means whereby a continuous flow of lubricant is maintained and circulated to said bearing.

2. The combination with a crank shaft bearing ofa two cycle internal combustion engine havlng areciprocatmg piston for rotating a crank shaft, a crank casing in whichv lubricant is precipitated, of a pipe connecting said crank casing and ing and discharging into said bearing, an intake port, a pipe connectin said bearing and said intake port, said piston forming means whereby a flow of lubricant is maintained to and from said bearing.

3. The combination with a crank shaft bearing of an internal combustion engine having a reciprocating piston for rotating the crank shaft, a crank casin in which lubricant is precipitated, of a pipe connection, between the casing and the crank shaft bearing and discharging into said bearing, an intake port, a pipe connection between said bearing and said intake port, said piston for-ming means whereby a flow of lubricant is maintained to and from said bearing through the pipes.

4. The combination with a crank `shaft bearing, of a two cycle internal combustion engine having a reciprocating piston for rotating a crank shaft, a crank casing in which lubricant is precipitated, a pipe connecting said crank casing and crankshaft bearing and discharging into said bearing, an intake port, a pipe connecting said bearing and said intake port and connected to the bearing at the opposite side to the connection thereto of the first mentioned pipe, said piston forming of lubricant is maintained to and from said bearing.

bearing, of a two cycle internal combustion crank shaft bearmeans whereby a flow engine having a reciprocating piston for rotating a crank shaft, a crank casing in which lubricant is, reci itated a pipe connecting said casing aiid crnk shaft bearing and discharging into said bearing,A a sleeve surrounding the crank shaft and formin Vthe bearing and havin anv arcuate lubricant chamber therein wit a port of communication with said pipe, a pipe connecting said bearing and intake port and having communication with the lubricant chamber of the bearing Asleeve through a` port, said last 1o tures.

` FINN T. IRGrENSer CLARENCE L. JOHNSON.

In testimony whereof we aiix our signa- 15