US1717872A - Internal-combustion engine - Google Patents

Description

J une 11s, 1929. 7 A, R BRUSH ET AL 1,717,872

INTERNAL COMBUSTION ENGINE Filed March 12, 1925 4 Sheets-Sheet l awenl'om fllanson? Brash Owen A L. [ac/(er 215. Wm MV/XVW w (tubule? 4 Sheets-Shet 2 awuatcw mr wk 6w Z M a 6 fiw A. P. BRUSH ET AL INTERNAL COMBUSTION ENGINE Filed March 12, 192s- June 18, 1929.

Juhe 18, 1929. A. P. [BRUSH ET AL. 1.717.872

INTERNAL COMBUSTION ENGINE Filed March 12, 1925 4 Sheets-Sheet 3 7 KP. fl

m f A g wbm @He may June 18, 1929.

A. P. BRUSH ET AL INTERNAL COMBUSTION ENGINE,

Filed March 12, 1923 4 Sheets-Sheet 4 Ala Owen Patented June 18, 1929.

UNITED STATES T NT! 1 ALANSON I. BRUSB AND OWEN M. HACKER, OF DETROIT, MICHIGAN.

'm'rnnnan-connusrion' ENGINE.

Application filed March 1 2, 1923; Serial No. 624,606

The invention relates to internal combustion engines more particularly designed-for use in connection with motor vehicles, and the invention consists in various features of construction as hereinafter set forth.

' Among the objects of the invention are first, to obtain a construction in which any desired size of valves may be selected without efiectingthe over-all length of the-en- ,1 gine; second, to permituse of relatively, small bore long stroke cylinders without effecting valve sizes; third, to provide for efiicient lubrication including (a) flood lubrication of all the major parts of the engine with the exception of the valve stems and piston, (b) to accurately regulate piston lubrication; fourth, to provide for the .location of the carburetor on either side of the engine block and at the sametime to perm t 2 of conveniently hot spotting the intake manifold. The above objects, as :well as other features of advantage, such as simplification of machining operations, ease in assembling, etc., are attained by'the construction as follows: w

-In'the"drawings: i 1 a Figure 1 is asectional side elevation of the engine;

. Figure 2 through; 1

j Figure 3 is a side elevation; 1 Figure 4 is-a plan view.

:OllI' improved construction is: adapted for multi-cylinder engines and more particularly for either. four or six cylinder units. It is highly desirable to minimize the longi tudinal. dimension of such unit and atthe same time to providefor ample space for the valves and their operating mechanism. This is facilitated by arranging :the'axes of the valves and the cylinders inangular relation, so that they diverge in adownward direction and provide a, greater clearance between the crank shaft and cam shaft axes. Heretofore such angular downwardly .diverging arrangement has been employed, but it is usual to arrange theplane' of-the cylinders at right angles to the meeting planes of the block and the crankcase andcylinder the valve stems at an angle to such meeting planes, which complicates the machining operations. struction in which the axes of the" valve stems are perpendicular to the'trans'ver'se is a transversesectionfthere- 7 heads respectively. This places the aznes of We have therefore devised a coni open. atthe-t'op but 'covered by the block.

faces of the block, while the axes of the cylinders are arranged, at the desired angle thereto, this constituting one novel feature of the invention. p c

To maintain flood lubrication for the cam shaft and valve gear and at the same time to accurately regulate cylinder lubrication, a division wall is arranged between the crank shaft and cam shaft." Provision is, however, made for gas communication between the chambers on opposite sides of the partition. The crank shaft is lubricated by a pressure system extending through a channel in the shaft to all of the bearings for the shaft and,

crank pins and the cylinder lubrication is M solely from the throw-off from the crank pins. An excess of lubricant is constantly fed through the hollow crank shaft escaping through any suitable pressure regulating 1 means (not shown), and this excess isfthe'n 75. utilized for the flood lubrication of the cam shaft and associated mechanism, finally pass ing to the housing for thetiming mechanism and returning to the oil sump. v i

Indetail, A is the engine block which, as specifically shown,'isfor'a six cylinder'engine. B is thecrankicase C the cylinder head, D, a hood or cover for the valverock' armsabove said head. i Y The'exhaust valves E are preferably arranged 'to seat in the cylinder block'with their stems :F extending downward intodirec't engagement with the tappets G. The inlet valves H are, however, i preferably seated in the head and are operated through the medium of the rocker arms I and downwardly extending rods which latter engage the tappets Gr. This arrangement secures compactness and} minimum length ofthejengine block, while also providing-for large'valveareas.

I As has been stated, the axes of the valve stems'F androds J are perpendicular to the 7 meetingplanes between the engine block and head and crank caserespectively, whichsim- 1 00 plifies the machining ofthe block. On'the other hand, the cylinder bores are, at an angle tothese meetingrfaces so-as to provide the necessary clearance forthe crank shaft fromthe'cam shaft", This construction also permits of placing the cam shaftlbutslightly 7 below the meeting plane between the crank case and block and for arranging it a trough-shaped housing within thecrank case The crank shaft and cam shaft are thus in separate compartments in the crank casing, but each is readily accessible' when the'cyhnder block is removed.

Thus, as "specifically shown, the partition wall K forms the trough K within which the cam shaft is located, which partition extends from end to end of the crank case. At substantially the longitudinal center of the crank case there is arranged a cross-over trough K connecting with a downwardly extending conduit K leading to the 011 sump L. This permits the drainage of lubricant back into the sump in case the longitudinal axis of the engine is inclined sovthat the lubricant in the trough K flows toward one end thereof. The overflow bein in the mid dle of the casing, it will maintam a medium level whichever way the engine is inclined.

At the forward end of the crankcase there is a housing B for the timing mechanism (not shown). Oil from thecam shaft compartment is permitted to pass out through the spout K into housing B and from thence to the oil sump L. 7

At the bottom of the crank casingthere is arranged a removable oil pan L containing the oil sump or reservoir. At the top of this pan and clamped between the same and the crank case is a trough-shaped cover or part1- tion M which is of a radius to provide clearance for the sweep of the crank pins and connecting rods. The partition M serves to separate thelubricant in the sump from the revolving cranks so as to avoid danger of its being carried up by said cranks and splashed intov the engine cylinders- Th s limits the lubrication of the-cylinders to the amount that isthrown off fromeaoh crank pin bearing. University in the supply of lubricant is, maintained 1) arranging radially inwardly extending ucts N communicating between the lubricating channel N- the crank pin and the pin bearing. The will direct the lubricant which is forced by pressure through the duct on to a portion of the hearing which is held by centrifugal action in relatively close contact with the pin regardless of the amount of clearance whether more than that originally provided or produced .bylwear. The partition M is provided with openings M which permit rlrainageof lubricant dropping on'said'partition back into-the sump. 1 55 To further guard against over lubrication, a drainage connectionO visarranged at the longitudinal center of the oil pan and at a point where itisshielded by the center hearing P'for the crankshaft; This drainage conduit rises to a height which is substantially that of the partition -M, so that it is only in case the lubricant should rise to a higher level that'it is permitted to" drain out. The lower end of the conduit 0 is protected by a horizontally extending shield 0',

which revents clogging with mud or dirt from t e road. This drainage conduit also forms a breather connection which permits ingress and egress of air.

' *The intake and exhaust-manifolds Q and R are preferably arranged on the same side of the block insuperposed relation. In case, as is specifically shown, the carburetor is located upon the opposite side of the block,

the explosive mixture is carried to the manifoldlthrough a cross passage S. This passage, instead of directly connecting to the intake manifold communicates with a chamber R formed in the exhaust manifold R but separate from the exhaust passage therein. Within the chamber R is arranged a venturi R which is directed upward into the intake manifold. There is also an ejector tube R extending into the throat of the venturi and downward to the bottom of the chamber R,

which latter is concave or conical and forms ahot spot which is subject to the heat of the exhaust gases. I Thus, any unvaporized fuel in the mixture passing through the cross over and which falls out inthe enlarged operative relation with their respective cams U on the cam shaft U a The cylinders and valve chambers'in .both the block and head'are suitably water jacketed, as indicated at-V and W. Whilethe water jacket extends about all .heated' parts,

certain portions, such for instance as theexits haust valve chambers, are heated .to a much higher temperature than other parts. We have therefore provided means for directing the coolest water against such parts and 7 with sufiicient velocity'to carry away any steam bubbles which may be generated. As shown,a,conduit X extends longitudinally of the block through a portion of the water jacket adj'acent-tothe exhaust passages and opposite each of these passages jet apertures are formed in this conduit and are directed againstthe heated surface. At the end of the blockthe conduit X is directly connected with the conduit X for the delivery of the cold water from. the bottom, so that the maximumcooling effect is producedat the points where the greatest need for cooling existsf Our improved construction is provided with all the usual parts, pistons, 'p itmen sump in the bottom portion thereof, and a partition for separating said oil sump from the crank shaft compartment, of an overflow connection for said oil sump arranged substantially in the longitudinal center of the crank case and of a height to limit the level of the oil to substantially the height of said partition.

2. In an internal combustion engine, the combination with a crank shaft, the crank therein and bearings for said crank including a center bearing, the lower portion of said crank case forming an oil sump, and an overflow for said oil sump arranged centrally of said case and shielded by said center crank shaft bearing.

3. In an internal combustion engine, the combination with a crank case, a crank shaft therein and bearings for said crank shaft including a center bearing, of a partition in said crank case for separating the compartment for the revolving cranks'from an oil sump in the lower portion of the case, and an overflow for the oil sump at substantially the height of said partition, said overflowbeing located beneath said central bearing for the crank shaft.

4. In an internal combustion engine, thecombination with a crank case, and a partition for separating the said oil sump from the crank shaft compartment, of an overflow pipe for said oil sump extending upwardly. from the bottom portion thereof and ar-- ranged substantially in the longitudinalcenter of the crank case and of a height to limit the level of the oil to substantially the height of said partition, said overflow pipe communicating directly with the exterior of said oil sump, and a shield carried by said sump, spaced from and positioned directly below said overflow pipe. V y

In testimony whereof we affix our signatures.

ALANSON P. BRUSH. OWEN M. NACKER.

Images