US1623462A - Internal-combustion engine - Google Patents

Description

April 5, 1927.

1,623,462 E. Hanna;

iNTERNAL COMBUSTION ENGINE Filed March 5, 1921 tS -Sheet INVENTOR.

, 1 m Edward H. Be/den.

Ap s, 1927.

E. H. BELDEN INTERNAL GOMBUSTIdN ENGINE Filed March. 5, 1921 6 a v Q 6 mm m #600 0 0 .o o o A o H O0 9. 990 m mm o o o 0 o o o o 0 me 9O O w 3 O o o o o Q0000 3 no no 1 2 April 7 E. H. BELDEN INTERNAL COMBUSTION ENGINE v Filed March 5, 1921 4 Sheets-Sheet, 4

l IINVENTOR. Edvard HBelden Patented 5. 1927.

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EDWARD H. BELDEN, onlronnno, 01110,; assrenon 'ro'rnn FF-FEE.

wants-OVERLAND oom- PANY, OF TOLEDO, OHIO, A CORPORATION OF OHIO.

- mrnrm'an-comnusrron Enema.

Application filed mama 5,-1921'. Serial No. 449,715.

' Another object of the invention is to provide an improved bearing, arrangement and drive mechanism forlthe eccentric shaft of a sleeve'valve engine.

- Another object of vide an improved crank and eccentric shaft mounting for multi-cylinder engines whereby the vibration or whipping tendency in the shaft 'isredu ced tola minimum;

Another object of the invention is to provide-an engine constructed in an improved manner to permit a number of the operating units thereof to be driven by the crank shaft from a point'intermediate its ends Another object of he invention is to provide an improved drive mechanism constructed in a manner tobe interchangeably connected with different classes of operating units for controlling a motor driven vehicle. Another object of'theinvention is to-provide an improved forced. feed. oiling'ssystem for internal combustion engines. V With these and other objectsin-view, the invention eomprises certainimproved' forms of construction, arrangementof parts, and combination-of elements which will behereinafter more fully described and claimed, it

being understood that the present showing.

isintended to illustrate one form of the-invention f' which is. susceptible of "'various 'modifications tosuit special or varying conditions, and it will be further understood that the terms which I have used are merely descriptive and not limiting, andthat itlis my intention .to include any and all modificatio ns which come within thescope of the invention as defined by the appended claims.

- in which In the accompanying drawings '1 have illustrated one. embodiment of the invention -Figure I is a longitudinal sectional elevationof an engine embodying the. invention.

on'line II-II of Figure I. Y

Figure III isa transverse sectional ele-' Figure II is a transverse section taken vation taken on line IIIIII of Figure I. FigureIV is an enlarged transverse section taken on line IVIV of Figure I.

Figure V. is a detail sectional view taken on line VV of Figure IV.

he invention is to pro-' IV showing by dotted lines and in more or' Figure VI is aside elevationof the poition of the engine base illustrated 'in Figure less conventional form the'drive'fort-heger'i eratorand distributor.

resent the upper and lower sections respec tively of the crank case oftheengine which are suitably bolted together and which serve to support the cylinders ,12 having-the heads "13 projecting therein, the heads being pro vided with upwardly extending tubular portions 14 for receiving the spark plugs 15),-

' said tubular portions extending through the removable cover 16 and being, threaded to receive the retaining'nuts 17 by means of which the cover is clamped upon the cylinders. The cylinders and heads are surroundedv by a cooling chamber as indicated at 18.,

The intake manifold 19 is adapted to com municate with the carburetor 20 b'y' meains of the transverse pipe 21 'extendin nt 11 through the engine as indicated in li ig ur'e I, while the exhaust manifold 22, is on the same side with-the carburetoras indicated j in -Figure II. The inner and outer sleeve Referring to the drawings 10 and -11 repvalves 23 and'24 respectivelyioperate within valve,. said inner I and outer sleeves-being;

respectively, which are connected in the usual manner with the eccentric shaft 29,

which is in turn driven by the crank shaft' end walls 31 and 32 respectively, in which,

are formed the upper halves of the front and rear crank shaft bearings 33 and 34, the

lower halves of the bearings being bolted on or otherwise secured to the crank case. The

.-the cylinder, while'the piston 25 and'con 5' nectin rod 26.niove within the inner sleeve actuated by the connecting rods 27 and 28,

front and rearbearings 35 and 36' on the opposite ends of the eccentric shaft 29 are also formed in the crank case walls as shown in Figure I. At apoint substantially central of the crank case are the vertical transverse connecting walls 37 and 39 which in of which are removable andsaid walls are etficiency f the engine by affording an ex-, tremely well balanced driving mechanism which is free from the excessive strains and l stresses usually found in engines of this type. Another-important feature of the invention comprises the driving of the eccentric shaft from the center of the crank shaft and likewise thedriving of the several operating units for controlling the enginefroin the same point in a'manner which willbe here inafter explained.

' It will be seen from Figure'l'that the crank shaft is provided at its center and in termediatr the centrally disposed bearings 40- and 41- with gears 0r sprockets 44 and 45 V which are preferably formed integral with the shaft, but which may be separately formed and secured thereon if desired. Engaging the sprocket 45 is the chain 46 which extends over a-sprocket 47 on a short shaft 48 carrying a gear 49 meshing with a worm 50 for operating the oil or lubricating pum 51 to force the lubricant from the bottom 0 the crank case through the crank shaft in a manner to be.presently-"described, said pump being removable bodily'through thebottom of the casing upon removal of the plate 52 shown in the lower left hand corner of Figure'IIL The shaft 48 is' journalled at one end in a removable bracket 53 suitably connectedwith the extension 54 'of the upper,- section 10 of'the crank case, while its opposite end is journ'alled in the wall of the extension and is connected with and adapted to drive the generator 55 as shown in Figure VI. The outer end of'the shaft 48, supported by the removable bracket 53, is providedwithage'ar 56 adapted to'drive the distributor 57 through a gear on the dis tributo-r shaft, (not shown). If it"ijs found desirable to use a magneto, the bracket 53 and distributor 57 are removed and a specially designed bracket carryingthe magneto is applied in a manner to permit the magneto to be driven by the shaft 48. In this way the generator, the distributor or the magneto, is driven directly from the center of the crank shaft from a point between the of the eccentric shaft 29 and at a point opposite the sprocket 44 of the crank shaft 30 is asprocket 58 driven by a chain 59 connecting said sprockets as shown in Figure III. Secured upon the eccentric shaft ad- "journaled in the walls of the removable extwo center bearings 40 and 41." At the center jacent the sprocket 58 is a gear 60 meshing 'with another gear 61 on the shaft 62 adapted'to. drive a tire pump 63, mounted on a bracket 64 boltedto the crankcase as shown in"Figure II, said shaft" 62'gbeing suitably tension 65 which is bolted to thecasing, and

which forms a housing for the gear 61. The I fly wheel 66 is bolted to the rear end "of the crank shaft and is adapted to be driven by; l

the starting motor 67, while the opposite end of the crank shaft is'adapted to drive the fan in the usual manner as-shownin Figure I.

Awater c rculating pu1np'(not shown) is adapted to be driven by a'shaft 68 having a gear 69 connected with the gear 70 on the front end of the eccentric'shaft I Coming now tothe'lubricatingsystem of the engine, the pump 51 is adapted to supply' lubricating material tothe pipe 71 running longitudinally of the engine for the full length thereof and supported by the boss-like portions 72 of thecrank shaft cas ing 10. -There are three leads extending from this pipeto the crank shaft, one for each end bearing of the crank shaft and another leading through the transverse wall 38 of the casing directly to the crank shaft bearing 41, said leads being formed as indicated at 73 in Figure III, the same being drilled through the tube-like portions 74 of the casing. The front crank shaft bearing 7 33 is provided with an inlet opening 75 reg istering with the passageway 7 3 leading 'fromthe front end of the pipe 71 and from said inlet opening 75 a passageway 76 leads j through the crank .shaft to the first two connecting rod bearings. thereon. The rear crank shaftbearing 34 is provided with an 10 'inlet opening 77 communicating with the;

passageway 73 leading from the rear end "of the supply pipe71 and from said inlet open ing 7-7 a passageway 78' leads through' the crank shaft to the two rear'most connecting 110 rod bearings as shown in Figure I. Thecrank shaft bearing 41 is provided/ with an inlet opening 7 9 which registers with the centrally disposed passageway 73 and from said inlet opening 79, passageways 80 and-81 extend forwardly and rearwardly respectively to the two connecting rod bearings adjacent the crank shaft bearings 40 and 41. The front and rear and interme= diate eccentric shaft bearings are supplied with oil in a manner which will presently be described. The crank shaft bearings are eabh provided with a groove or recess 82 as shown in Figure IV, and said. grooves receive the oil discharged from the end and intermediate leads 73 and from a passage way 83 leading through the bearing 40 from the passageway 80. Extending from each ofsaid grooves or'recesses 82 are outwardly extending passageways 84 leading to the m sa front, rear intermediate eccentric shaft bearings, said passageways being clearly .in-

dicated in Figure Leading from the groove 82 of the crank shaft bearing 40 1s a by-pass 85 controlled by a spring "pressed valve 86', the stem of which projects'into a chamber 87 and is guided by a removable cover 88, said -chamber having a, diagonally disposed outlet passageway 89 for directing the excess lubricating material upon the drive chain 46 and other parts of the driving mechanism. It will be understood that the valve 86 will not be opened until the normalpressure in the system is exceeded, as when the pump is being driven above a predetermined rate of speed. i p

The rear end of the crank shaft is pro vided with a collar 90 for directing the excess oil from the bearing 34 into the oil groove 91 which is adapted to feed the oil vdownwardly through thedischarge pipe 92 into the bottom of the crank case. By means of the pump 51, oil is forced through the three leads 73 extending from the supply pipe 71 and it will thus be seen thatthe oil Y is forced under. pressure to the end and intermediate bearings of the crank shaft from whence it; is forced to the connecting rod bearings and to the eccentric shaft bearingsas well, and that although there is only one relief valve provided, the pressure is the same at the centers and ends of the crank and eccentric shafts, regardless of the fact that the oil feeding passageways for. the several port-ions of the driving mechanisrnare not directly connected.

An oil sump 93 is positioned betweenthe crank shaft bearings 40 and 41 beneath the sprocket chains 46 and 59 to supply oil to the latter, the oil being supplied to the sump by the overflow from the adjacent bearings of the crank shaft and other partsof the mechanism. While I have shown and described-1n considerable detail certain specific embodiments of my invention, it is to be understood that this showing andTdescription is illustrative.

only and for the purpose of rendering the invention more clear, and that I. do not regard the invention as limited to the details of construction illustrated or described exspecifically.

by Letters Patent, is

cept in so far as I have included such limitations within the followin claims, in which it is my intention to claim all novelty inherent in the invention, broadly as well as What I claim as new and desire to secure 1. t In an explosive engine,.a crank case, a crank shaft journaled therein, work performing shafts disposed upon the opposite sides of said crank shaft, and driving means extending in opposite directions from the crank shaft intermediate its ends and opera- 'tively connected with said work performing shaftsp i 2. .Inan explosive engine, a crank case, a

crank shaft journaled therein, work performing shafts disposed upon the opposite sides of said crank shaft substantially parallelftherewith, sprockets formed upon the crank shaft intermediate its ends, and driv- I naled in the crank case,-and driving means I extending from the crank shaft intermediate its ends and connected with said Work performing shaft; i

4. In an explosive engine, a crank case, cylinders disposed thereon and having in t-ake and exhaust ports, pistons within the cylinders, a crank shaft journaled in said said pistons, valves forjcontrolling' said incrank case and operatively connected with .take and exhaust ports, an eccentric shaftoperatively connected'with said valves, driving means connecting said shafts adjacent the center of the engine, and a work. performing shaft operatively connected with said crank shaft adjacent the center-of the engine.

5. In an explosive engine, a r ank casing, a crank shaft journaled therein, an eccentric shaft. \journaled in the casing, a chain drive connecting said shafts within the casing,

and a'removable oil sump disposed within' the-casing through which said {chain is adapted to travel.

6. .In an explosive engine, a' 'crank casing,

a crank shaft journaled therein,;an eccentric shaft ournaled in the casing,'driving' means connecting said 'shafts within the casing,

and a removable'oil sump within the casing in which saiddriving mechanism isadapted to travel.

7 In an explosive engine, acrank casing,

with intake and exhaust ports, pistonswithin the cylinders, valves for controlling said ports, a crank shaft journaled in the casing and operatively connected with said pistons cylinders carried by the casing provided and valves, said crank shaft having passage waystherein leading to its several bearings and each communicating with passageways formed in the walls of the casing, means for forcing lubricating material through the passageways in said casing walls to said crank shaft, and'aspring. pressed outlet valve in one of said casing passageways.

. '8. 'Inan explosive engine, acrankcasing having lubricating passageways formed therein, cylinders carried by the casing pro-' vided with intake and exhaust ports, pistons 5' valves, lubricating passageways extending from the passageways in the crank shaft to the hearings o the eccentric shaft, means for forcing lubricant through the first men-,

tioned passageways to the bearings of the said crank shaft and thence to the bearings .of the eccentric shaft, and a spring pressed outlet valve in one of said passageways;

9. In an explosiveengine, a crank casing having lubricating passageways formed therein, 0 lin'ders carried by the casing provided wit intake and exhaust ports, pistons within the cylinders, valves for controlling said ports, acrankshaft journaled in the casing and operatively connected with said pistons, saidcrank shaft having passagej ways therein leading to its several bearings and communicating with the first mentioned passageways, an eccentric shaft journaled in the casing and operatively connected with said valves, driving means connecting said shafts at their centers, means for forcing lubricatin material through said passage ways to t ebearings of said shafts and a spring pressed outlet valve controlling an outlet passageway leading from said crank shaft and located to discharge lubricating material upon said driving mechanism when the valve is open. I

'10. In an explosive engine, 'a-crank casing having lubricating passageways formed therein, a crankshaft journale'd in the casing and having lubricating passageways therein leading to its'several bearings and communicating with the first mentioned passageways, an eccentricshaft journaled in the casing, lubricating passageways extending from the passageways in said crank shaft to the bearings of said eccentric shaft, driving mechanism connecting said shafts ways, and I ling an outlet passageway leading fromone at their centers, means for forcing lubricating material through said passageways to said bearings, and a spring pressed valve controlling an outlet passageway leading from one of said bearings, said outlet passageway being located to discharge lubricating material upon said driving mechanism when the valve is open.

11. In an explosive engine, a crank casmg having bearings formed thereln, a" crank shaft journaled in 'said bearin s, an eccentrio shaft journaled-in the cran case, driv ing means connecting said shafts Tat their centers, lubricating passageways formed in the walls of the casing and leading'to said crank and eccentric shaft bearings, means for forcing lubricating material through said passageways to each of said bearings, and a spring pressed-valve closing anoutlet passageway leading from one of the bear ings, said outlet passageway being located drivingmechanism when the valve is open. 12. In an explosive engine, a crank case,

a crank shaft journaled therein, an eccen-- tric'e shaft journaled in the casing, driving means connecting said shafts at their centers, lubricating passageways formed in the walls of the crank casing and leading to said crank and eccentricshaft bearings, an oil sump removab'ly mounted within the casin beneath 7 said driving. means, means for forcing lubricating material through said passageways to each of said bearings, and a spring pressed valve controlling an outlet passageway leading from one of said bearings, said outlet passage-way being located to discharge lubricating material upon said driving mechanism and within said sump.

13; In an explosive engine a crank casing, a crank shaft journaled therein,an eccentric -to discharge lubricating material upon the shaft journaled within the casing,-driving means connecting said shafts within the easing, lubricating passageways leading to the bearings of said shafts, means for forcing lubricatin material through said passagea spring pressed valve controlof the bearings and located to discharge the excess lubricating material upon said driving means.

In testimony ture.

whereof, I affix 'my signa- EDWARD H. BELDEN.

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