US1727016A - Internal-combustion engine - Google Patents

Description

Sept. 3, 1929. H. E. MccRAY INTERNAL COMBUSTION ENGINE 5 Sheets-Sheet Original Filed Feb. l5, 1923 fIQEIIi Sept. 3, 1929. H. E. MCCRAY 1,727,016

INTERNAL COMBUSTI ON ENGINE Original Filed Feb. l5, 1925 3 Sheets-Sheet 2 Sept. 3, 1929. H. E. MccRAY 1,727,016

INTERNAL COMBUSTION ENGINE Original Filed Feb. l5, 1923 5 Sheets-Sheet 5 Y w i ///////l//l//l/l//l//l//l/l/l////////////A NF. 4 .l

wir nes Patented Sept. 3, 1929.

1,727,016 PATENT OFFICE.

HAROLD E. MOCRAY, OF WATERLOO, IOWA, .ABBIGNOB T0 JOHN DEERE TRACTOR COMPANY, F WATERLOO, IOWA, A CORPORATION-0F IOWA.

INTERNAL-COMBUSTION ENGINE.

Original application led February 1,5, 1923, Serial No. 619,081, Patent No. 1,648,787. Divided'and this application filed April 27, 1825. Serial No. 26,151.

My invention which is a division of my appli. Si'. No. 619,081, filed Feb. 15, 1922i, now Patent N o. 1,648,737, relates to internal coinbustion engines of the single cyl'nder type such as are commonly used for operating farm machinery, and has for its object to provide certain improvements in engines of that type, by which space will be economized, the fuel tank and the means for delivering fuel therefrom will be enclosed and protected, the crank shaft and its bearings will be made conveniently accessible, and also the interior of the crank case, for inspection and repair, and also to improve the construction of such engines in other respects that will be hereinafter pointed out. I accomplish my object as illustrated in the accompanying drawings and hereinafter described. What I regard as new is set forth in the claims.

In the accompanying drawings,-

Fig. 1 is a side elevation of my improved engine, some parts being in section;

Fig. 2 is a plan view thereof;

Fig. 3 is a perspective view of one of the upper crank shaft bearing blocks;

F ig. 4 is a partial central longitudinal vertical section of the engine on line 4-4 of Fig. 2 showing the inner portion of the cylinder, the piston, the crank case and fuel tank, and some of the operating parts contained within the crank case; and

Fig. 5 is a vertical cross-section on line 5-5 of Fig. 4.

My improved engine comprises a hollow base 6 in the form of a casting adapted to be bolted, or otherwise suitably secured to a supporting plate 7, of wood or other suitable material, and to contain within it a fuel tank 8 preferably constructed of sheet metal, which, as best shown in Fig. 4, occupies the greater portion of the base 6. The fuel tank is in the form of a pan or box of suitable dimensions to fit into the base 6, and provided at its upper margins with an outwardly extending fiange 9 which overlies an inwardly projecting flange 10 at the upper margin of the base. The arrangement is sucli that the fuel tank is supported so that its bottom is slightly above the plate 7, as shown in Figs. 4 and 5. A cover plate 11 fits over the fuel tank 8, its marginal portions resting en the flanges 9, as shown in Figs, 4 and 5, and upon the the cover plate 11 serves not only as the top of the fuel tank but also as the bottom of the crank case. The mounting of the crank case on a separable base, as shown and described, is advantageous in that the base can easily be removed and changed for one of a different size, as might be necessary if it were desired to use a flywheel of larger diameter than usual. With my improved construction, a crank case of standard size can be used with bases of different heights.

For the purpose of filling the fuel tank, the crank case 12 is providedat some convenient point, preferably at its outer end, with. a passage 15 which leads to a filling opening 16 in the cover plate 11, as best shown in Fig. 4. The passage 15 is adapted to be closed by a plug 17 or other suitable means. As shown, said passage is formed in a boss 18 projecting from the lower portion of the crank case, and the inner Wall of said crank case is extended diagonally downward, as shown at 19 in Fig. 4, so as to bear upon the cover plate 11 around the inner margin of the passage 15, so that a tight fit around the opening 16 is obtained. Preferably a gasket 14 is placed between the lower marginal surface of the crank case and the cover plate 11, and around the opening 16, to prevent leakage of oil from the crank case, and into the fuel tank 15.

Fuel yis delivered from the fuel tank through a pipe 20, (see Fig. 4), connected with the inner end of said tank at the bottom thereof, and having at its outer end a plug 21 by the removal of which the tank may be emptied when desired. Leading from the pipe is a check-valve 22, preferably of the ball type, with which connects a supply pipe 23 leading to the fuel inlet of the engine cylinder. As shown in Fig. 4, the pipe 2() and check-valve 22 are both located within the base 6, the check-valve 22 being preferably in the forni of an elbow casting one end of which extends through an opening 24 in the base so that the supply pipe 23 may be conveniently connected therewith by a cou ling 25. By this construction the check-va ve 22 is protected by the base and is not apt to be damaged in transporting the engine, as when the pipe 23 is uncoupled none of the arts connected with the fuel tank project lie ond said bas'e. By enclosing the fuel tan within the base such tank is protected from damage, and also space is economized, which is an advantageous feature.

Cast integral with the crank case 12 is a c linder block 26 and a water hopper or tank 27, as best shown in Figs. 1 and 4, so that said crank case constitutes also the main engine frame. Referring particularly to Fig. 4,-28 indicates the engine cylinder, which extends through the lower portion of the water hopper 27, but is separated therefrom laterally so that the Water in the hopper Surrounds said cylinder. For draining eff the water from the hopper, I provide the cylinder block with an opening in the bottom thereof, which opening is closed by a plug 29.

The crank case portion of the engine frame is provided with a removable cover plate 30 which is held in place, preferably by bolts 31 at o posite sides thereof near the crank case eng of the engine, and by an intermediate bolt 32 which extends diagonally through a boss 33 in the cover plate 3() into a boss 34 in the ortion of the engine frame which forms t e inner wall of the water hopper 27, as shown in Figs. 2 and 4. A suitable gasket 35l placed between the eover 30 and the crank ease makes the cover oil tight. lBy removing the cover plate 30 access may be had conveniently to the operating parts in the crank case, all of which are thereby fully exposed. It should be noted that the cover plate and crank case join along a substantially horizontal line disposed above the axis of the crank shaft, whereby the bearings for the crank shaft are supported entirely by the crank case proper. The horizontal meeting edges or surfaces of the crank case and of the cover 30 are pressed together in tight sealing engagement adjacent to the outer end of the cover by the bolts 31'. The vertically extending meeting surface at the inner end of the cover and the cooperating vertically extending meeting surface at the water hopper portion are held in tight sealing engagement by the bolt 32. It will be observed that by extending the bolt 32 diagonally downwardly with reference to the vertical meeting edge of the inner end of the cover, such bolt is effective for exerting'downward pressure on the horizontal meeting surfaces of the crank case and cover, and is also effective to exert endwise pressure for, sealing the vertical meeting surfaces of the cover and the water hopper portion. The sealing of the cover on its horizontal and vertical edges thus excludes dirt and confines the oil within the crank case so that a splash system of oiling can be employed. This method of securing the coyer to the crank `case and to the water hopper also results in the cover serving as a strengthening or bracing element between the crank case and the water copper.

Extending transversely of the crank case is a crank shaft- 36, the crank portion of which is indicated by 37. The end portions of said crank shaft are mounted in suitable bearings in the side walls 12EL of the crank case, the lower bearing being shown at 38 and the upper bearing at 39 in Fig. 1. As therein shown, the side walls of the crank case adjacent to these bearings are cut away and the lower bearings are formed in deressed portions or recesses in said side walls. he upper bearings 39 are formed in removable blocks 40, the construction of which is best shown in Fig. 3. Said blocks slide vertically into said recesses, with the side margins of which they engage closel enough to prevent the escape of oil from t 1e crank case, and they are securely held in place by bolts 41, as shown in Fig. l. As the walls of the cra-nkcase 12 hold said blocks against endwise movement there is no lateral strain on said bolts. Adjacent to said recesses the side walls of the crank case are strengthened and widened by lateral flanges or extensions 42, as best shown in Fig. 2, so that wide bearing surfaces are provided for the ends of the blocks 40 so that they are more strongly supported. The bearings 38, 39 are provided with the usual anti-friction linings 43, as shown in Fig. 1. By removing the cover plate 30 and blocks 40 the crank shaft may readily be'removed as! occasion may require, and convenient access may be had to the various operating parts contained within the crank case. When the bearing blocks 40 are in place in the aforesaid recesses, the upper surfaces of the blocks lie substantially Hush with the upper edges of the crank case so that an oil tight joint is produced between the crank case and cover across the tops of these blocks. f

As best shown in Fig. 4, a piston 44 operates in the cylinder 28, said piston being connected by a pitman 45 with the crank portion 37 of the crank shaft, which is preferably provided with two fiy- wheels 46, 47, one at each side of the engine, as shown in F ig. 2. 48 indicates a magneto which is mounted on the crank case at one side thereof between the crank shaft and the Water hopper, as best shown in Figs. 1 and 2, and below the magneto is a chamber 49, as best shown in Fig. 5, having a laterally disposed cover plate 50, which contains certain controlling mechanism which forms the subjectmatter of another application of even date herewith, and therefore, need not be specifically described herein. The cover plate 50 is removable so that access may be had to said chamber, and it is held in place by screws 51, as shown in Figs. 1 and 5. The chamber 49 is properly supplied with lubricant from the crank case 12 by means of suitable openings in the side wall 12 of the crank case.

The magneto 48 is driven from the crank shaft 36 by means of a train of gears inside the crank case, and subject to the splash oiling system, said gears comprising a pinion 52 mounted on the armature shaft 53 of the magneto, a gearl 54 mounted on a transverse shaft 55 journaled in the side wall 12 of the' crank case, as shown in Fig. 5, and a pinion 56 mounted on the crank shaft 36, as shown in Fig. 4.

As indicated in Fig. 4, the lower portion of the crank case serves as an oil reservoir, oil being supplied thereto through an inlet 57, best shown in Fig. 1 and indicated by dotted lines in Fig. 4. This inlet, which 1s preferably in the form of a boss projecting from the lower portion of the crank case at one side thereof, is normally closed by a plug 58. Through it the level of the oil in the crank case may be observed, and'it is located at one side of. and substantially at the center of the crank case with respect to the fore-and-aft dimensions thereof` approximately in the vertical planes ofthe crank shaft mounting, so that it serves as a safe gauge to indicate the level of the oil thatI is contained in the crank case, even though the engine may have been set slightly out of level. In other words, due to its location, the level of the oil as observed through the inletI 57 gives a fair average indication of the amount of oil in the crank case. whereas if it were located at either end of the crank case, it might incorrectly show an abundance ot' oil, or the absence thereof, depending on which end of the engine was lowest. Preferably, the top of this oil inlet is located at a height coincident with the desired level of the oil in the crank case, so that it predetermines this level by preventing an excess of oil from being inserted through the inlet.

Located within the crank case and secured to the bottom thereof is a pan 59, as shown in Figs. 4 and 5, which is provided with a hole or perforation 60 therein a short distance above the bottom thereof for admitting oil from the crank case to said pan,

and at that side of said pan adjacent to the engine cylinder 28 it is provided with an upwardly-projecting curved detlector 61, the purpose of which will be hereinafter explained. Arranged over and dipping into the pan 59 is a centrifugal governor 62 mounted on a transverse shaft 63 journaled in the side wall 12a of the crank case, as best shown in Fig. 5. Asshown, the governor 62 comprises weighted levers 64 pivoted at 65 to diverging arms 66 which project from the inner end of the shaft 63, the levers 64 being provided with inwardlyprojecting arms 67 which project toward the axis of the shaft 63. The governor is so arranged with reference to the 'pan 59 that when it is rotated by the operation of the engine the weighted levers 64, which are swung outward away from the shaftl 63 by centrifugal action, dip into the oil'in said pan and consequently act to distrlbute 1t throughout the crank case, thereby lubricating the parts therein. The amount of oil thrown by the governor is accurately controlled, as the oil admitted to the pan 59 from the crank case is limited to the amount that will pass through the hole 60. It will also be noted that the oil inlet 57 through which lubricant is introduced into the crank case is in close proximity to the centrifugal governor oil throwing device 62 with reference to the fore and aft dimensions of the crank case, and is located approximately in the same transverse plane as the oil hole 60 in the pan 59 (see Fig. 4). As previously described, the oil inlet 57 predetermines the oil level in the crank case by preventing oil being inserted into the crank case above the level of such inlet, and by disposing said inlet in close proximity to the transverse plane of the centrifugal oil throwing device 62 and the hole 60 there is always the assurance that the level predetermined by said inlet will maintain the proper level of oil in the oil throwing pan 59 irrespective of any fore and aft tilt of the engine. The deiiector 61 prevents an eX- eessive amount of oil from being thrown against the piston and into the cylinder, and in addition to this defiector I prefer also to provide a shield 68 in the form of a plate which extends transversely of the crank case adjacent to the inner end of the cylinder 28 and between it and the pan 59, as shown in Fig. 4. Said shield is secured at its upper margin to a flange 69 projecting downwardly from the cover plate 30, and is provided with a vertical slot wide enough for the pasage of the pitman 45. The oil distributing devices have only been described briefly because they constitute the the subject-matter of a separate application, and are not claimed herein.

The engine cylinder 28 is provided with a head 70 secured thereto by bolts 71, see Fig. 2, in which head are mounted the intake and exhaust valves of the engine, which valves are provided, respectively, with valve stems 72, 73 fitted in suitable bearings in the cylinder head and provided with springs 74, 75 which serve to seat the valves by movingthe valve stems 72, 73 longitudinally of the cylinder in an outward direction. Within the head 70 is provided an ignition chamber and an exhaust chamber, and said exhaust chamber discharges through a mufer 76, (see Fig. 2). The engine cylinder is supplied with hydrocarbon liguid fuel from the fuel tank 8 through the pipe 23, said pipe connecting with an intake nozzle 77 which is integral with the cylinder head 70, as shown in Fig. 1. Sald nozzle extends downward from the .intake port of the cylinder, and has an opening 78 at its lower end which' may be wholly or partially closed by means of a swlnglng 11d 79 pivoted to the nozzle at 80. This opening is .for the admission of alr to the nozzle 77, which serves also as a mixing chamber for preparing the propermlxture of fuel and air before its admisslon to the cylmdcr. A needle valve 81 is provided for regulating the quantity of fuel admltted .to the nozzle. I y

The intake valve is opened by the suction of the piston, but mechanism must be provided for opening the exhaust valve. This mechanism comprises a rocking', lever 82 mounted intermediately on a pivot 83 1n such position that one arm 82a thereof extends over the exhaust valve stem 73. This arm carries a tappet 84 in the form of abolt adjustably secured in Said arm so that its normal distance from the outer end of the valve stem 73 may be adjusted. Obviously by rocking the lever 82 in the approprlate d1- rection the tappet 84 will Istrlke the valve stem 7 3 and move it inwardly, thereby opening the exhaust valve. When the pressure of the tappet is removed, the spring serves to restore the exhaust valve to .lts normal position in the usual way. A spring 85 connected with the lever 82, and w1th a standard 86 which carries the pivot' .83, serves to hold the lever 82 in the position shown in Fig. 2, which is its normal lnoperative position. The opposite arm 82" of the lever82 is connected with an operating rod 87 by the reciprocation of which sa1d lever is rocked to alternately open and close the exhaust valve as the engine operates. The mechanism for actuating said rod, 'and the ignition devices, need not be descrlbed as they form no part of the inventlon of this application and constitute the subjectmatter of a separate application.

What I claim as my invention and desire to secure by Letters Patent, is-

1. In an internal combustion engine, the combination with a hollow base and a crank case mounted thereon, of a fuel tank removably mounted within and enclosed by said base, and an externally-accessible filling opening for said fuel tank integral with the crank case.

2. In an internal -combustion engine, the combination with a hollow base and a crank case mounted on said base, of a fuel tank disposed within said base, a removable plate forming a cover for said fuel tank and the bottom of said crank case, a filling opening in the crank case and an opening in said plate registering therewith.`

3. In an internal combustion engine, the

combination of a hollowbase, a fuel tank disposed within said base and havin an outwardly-extending marginal flange a apt ed to rest on the up er margin of said-base, a cover plate exten ing over said fuel tank a crank case supported by said base and resting on the mar 'nal portions of said cover plate, and a lling opening extending through the crank case and cover plate.

4. In an internal combustion engine, the :f1

combination of an en ine frame comprising a crank case, a cylin er block and a water hopper cast integral with each other, a removable cover Iitted over the crank case portion of said frame and having an upwardly extending end face abutting a ainst a cooperating end face on the water opper porn tion 'of said frame, and a bolt connecting said cover with said water hopper portion of the frame and disposed diagonally of the abutting faces of said two latter elements.

5. In an internal combustion engine, the combination with a hollow base, of a crank case mounted on said base and adapted to contain lubricant, a crank shaft mounted in said crank case, and an inlet for the introduction of lubricant into said crank case.

disposed at approximately the desired lubricant' level for predetermining and observing the amount of lubricant in said crank case, said inletbeing formed in one side of the crank case and located approximatel in the vertical axial plane 'of the cran shaft mounting.

6. In an internal combustion engine, the combination of an engine frame comprising a crank case, a cylinderblock and a water hopper cast integral with each other, a crank shaft journaled in said'crank case, a remov able cover fitting over the vcrank case portion of said frame, said cover and said crank case portion joining along a substantially horizontal line disposed above the axial center of said crank shaft, said cover having a sub# stantially square end engaging with the Water hopper portion of the frame, and a diagonal bolt connecting the latter end of said cover with said water hopper portion, said bolt exerting downward pressure on said cover on the substantially horizontal meeting line of said cover and said crank case, and exerting endwise pressure on said cover for holding the substantially square end thereof in sealing engagement with the water hopper portion of the frame.

7. In an internal combustion engine, the combination of'an engine frame comprising a crank case, a cover for closing the top of said crank case, a crank shaft and bearing supports for said crank shaft at each side of said crank case, each bearing support comprising a substantially rectangular vertical recess in the side of said crank case, each recess havin a bottom wall and side walls, a lower bearing portion in said bottom wall,

a removable bearing block guided between said side walls, an upper bearing portion formed in said bearing block, the upper side of said bearing bloc( lying substantially flush with the upper edge of said crank case, studs anchored in the bottom wall of said recess and passing through holes in said bearing block, and nuts screwing over the upper ends of said studs.

8. In an internal combustion engine, the combination of a hollow base, a fuel tank disposed within said base and having an out- Wardly extending marginal flange adapted to rest on the upper margin of said base, a cover plate extending over said fuel tank, and a crank case supported by said base and resting on the marginal portions of said cover plate, said cover plate forming the bottom for said crank case.

9. In an internal combustion engine, the combination with a hollow base and a crank case mounted on said base, of a fuel tank disposed within said base and having an outwardly extending marginal flange adapted to rest on the upper margin of said base, a

plate overlying said fuel tank adapted to form the top for said fuel tank and the bottom for said crank case, said plate extending over the outwardly extending marginal flange of the fuel tank and beneath the under margin of the crank case, an outlet pipe leading from said fuel tank, a check valve connected with said outlet pipe and disposed within the base, and an externally disposed supply pipe detachably connected with said check valve.

10. In an internal combustion engine, the combination with a hollow base, of a removable fuel tank disposed within. said base and having an open top portion, a crank case supported on said base and having an open bottom portion, and a plate'separate from said fuel tank and crank case and secured in position therebetween to form the top of said fuel tank and the bottom of said crank case. 11. In an internal combustion engine, the combination of a hollow base, a sheet metal fuel tank removably disposed Within said base and having an outwardly extending marginal flange adapted to rest on a flange ortion of said base, a cover plate extend- 111g over said fuel tank, a crank case having a lower flange portion supported by said base and resting on the marginal portions of said cover plate, means for clamping the flange portions of said base and said crank case together on the marginal portions of said plate, said cover plate forming a bottom for said crank case, and a filling opening in said cover plate separated from the oil containing compartment of said crank case and communicating with ah externally accessible filling passage extending above said plate.

12. In an internal combustion engine, the combination of an engine frame comprising a crank case, a cylinder and a water containing cooling chamber cast integral with each other, a removable cover fitted over the crank case portion of said frame and having an upwardly extending end face abutting against a cooperating end face on the cooling chamber portionof said frame, .and a bolt connecting .said cover with said cooling chamber portion of the frame, and dis osed diagonally of the abutting faces of sai two latter elements.

HAROLD E. MCCRAY.

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