US1766900A

US1766900A - Internal-combustion engine

Info

Publication number: US1766900A
Application number: US182258A
Authority: US
Inventors: Walter R Griswold
Original assignee: Packard Motor Car Co
Current assignee: Packard Motor Car Co
Priority date: 1927-04-09
Filing date: 1927-04-09
Publication date: 1930-06-24
Anticipated expiration: 1947-06-24

Description

June 24, 1930' w, R W 1',766,900

NTERNAL COMBUST ION ENGINE Filed April 9, 1927 Earl gvwwntoz Wat. TEE E. Enzswuuz.

61cm nu Patented June 24, 1930 UNITED STATES PATENT OFFICE WALTER R. GRISWOLD, OF DETROIT, MICHIGAN, ASSIGNOR TO PACKARD MOTOR CAR COMPANY, OF DETROIT, MICHIGA N, A CORPORATION OF MICHIGAN IN TERNAL-COMBUSTION ENGINE Application filed April 9,

This invention relates to internal combustion engines, and particularly tomeans for ventilating the crankcases of suchengines.

The invention has for one of its objects to provide means whereby vapor and fumes formed in or entering the engine crankcase may be drawn therefrom and expelled from the engine.

Another object of the invention is to pro vide means whereby a draught of atmospheric air may be passed through the engine crankcase, without the use of moving parts such as fans or pumps, and without the expenditure of any of the useful power of the engine.

Another object of the invention is to pro-' vide a crankcase ventilating system which shall assist in cooling and silencing the engine exhaust.

A further object of the invention is to provide such a crankcase ventilating system in which the temperature of the ventilating air may be varied by the engine operator.

Other objects of the invention will appear from the following description taken in connection with the drawing, which forms a part of this specification, and in which:

Fig. 1 is a side elevation, partially in section and partially broken away, of a portion of an internal combustion engine embodying this invention, and

Fig. 2 is an enlarged detail view in section.

Many engines are now being built of a type having a crankcase the bottom of which is closed to form a reservoir for the lubricating oil used in the engine. It is well known that the lubricating qualities of such oil are frequently much impaired by .dilution with liquid fuel, which works past the pistons into the engine crankcase. When the engine is operating, the space in the crankcase above the level of the lubricating oil become filled with fumes containin vaporizedfuel diluent, finely divided oil, ex austgases which have leaked past the pistons, and water vapor. It is well understood that the quality of the lubricant is greatly improved when these fumes and vapors are removed from the crankcase, and it has been previously proposed to remove them by exnosing the crank- 1927. Serial No. 182,258.

case to the depression-of the engine intake, usually through the air inlet of the carburetor thereof. In this way the fumes are drawn into the engine and the combustible fuel element thereof is burned, which results in a saving of this fuel. At the same time, however, the fuel charge in the cylinders is largely diluted by the considerable volume of incombustible gases, which adversely affects the power developed by the engine.

It has also been proposed to ventilate the crankcase by means of a fan or pump, a portion of the discharge of which is used to exert an ejector action on the crankcase. Such devices, however, require for their operation considerable of the useful power of the engine, and because of the low velocity of the air stream thus obtained, the ejector does not operate at high efliciency.

In the present invention is provided a device in which the crankcase is ventilated, and the fumes ejected from the engine, by means operable from the engine exhaust, whereby all the benefits of such ventilation .as regards the engine lubricant are obtained without absorbing any of the useful power of the engine, or causing anyreduction in said power output.

Referring to the drawing, at 10 is shown an internal combustion engine including a crankcase 11 on which is mounted a cylinder block 12 provided with the usual cylinder head 13.- The lower portion of the crankcase 11 is provided with a cover or pan 14 forming a reservoir or sump 16 adapted to contain lubricating'oil for the engine. This oil is pumped from the oil reservoir 16 by a suitable pump (not shown) and distributed .through the usual oil conduits to the engine bearings and other points requiring lubrication, in the well known manner. Oil from these hearings is returned by gravity, draining into the crankcase and being collected in the sump 16. I

The crankcase 11 is adapted to house a crankshaft 17, mounted in suitable bearings 18 therein, as well as a cam shaft and other parts (not shown). It is provided, preferably near its forward end, with a filler openm ing 19 through which lubricant can be supplied to the reservoir 16 by means to be hereinafter described.

The engine is provided with an exhaust manifold 26, which is in communication with the engine exhaust orts and which is adapted to receive the ex aust from the several engine cylinders and conduct it, as by means of an exhaust pipe 27, to the atmosphere. The engine is also provided with a fuel feeding system, an ignition system, and a cooling system, which may be of any desired construction, but as these form no part of the present invention it is not necessary to describe them in detail.

It will be understood that the cranks of the crankshaft 17 are actuated by suitable connecting rods 28 from pistons 29, operable in the engine cylinders 30 in the well known manner. During the operation of the engine, unvaporized fuel frequently works past the pistons 29 and is collected in the oil reservoir 16 in greater or less quantities, depending upon the efliciency of the fuel feeding system, the temperature of the engine, and various other factors which are well understood by those skilled in this art.

Such liquid fuel, when collected in sufiicient quantities, dilutes the lubricating oil in the reservoir 16 and seriously impairs the lubricatin valve thereof, this constituting the socalle oil dilution which is one of the serious problems occurring in connection with the use of the heav fuels now obtainable. During operation 0 the engine the temperature in the crankcase arises to a considerable degree, sufficient to vaporize a large amount of this hydrocarbon diluent, thus forming a vapor which is intimately mixed with the mist of finely divided oil thrown off from the rapidly rotating crankshaft bearings. This vaporous mixture also frequently contains a considerable quantity of water vapor, which is one of the by-products of combustion in the combustion chambers and which, together with carbon dioxide and other products of combustion, works past the pistons 29 and enters the crankcase 11. This mixture forms heavy fumes or smoke which fills the crankcase 11 above the oil level therein, and it has been recognized, as stated above, that the eneral erformance of the engine is consi erably improved when such fumes are removed from the crankcase.

To this end, this invention rovides a device for ventilating the cran case; that is, for removing the fumes therefrom and sub-. stituting atmospheric air in their place. The

exhaust pipe 27, at its junction with the exhaust manifold 26, is provided with an enlarged portion 32 forming a chamber 33, which has a reduced portion or throat 34 and a flange 36. The flange 36 is adapted for attachment to a flange 37 formed on the exhaust manifold 26 near the end thereof, the flanges 36 and 37 being provided with suitable packing 38 to form a gas tight joint therebetween.

The end of the manifold 26 is extended in the form of a nozzle 39 disposed within the chamber 33 and having its orifice 41 disposed subhaust pipe thereof in the form of a series of spaced puffs or regions of dense gases, separated by regions of rarefications in wh1ch fluids may be entrained. After leaving the nozzle orifice 41 the exhaust gases are expanded in the pipe 27 and passed outwardly to the atmosphere in the usual way.

The housing 32 is provided on one side with an opening 42 through which pro ects a pipe or connection 43 terminating at an orifice 44 within the suction chamber 33, and communicating at its other end with the upper portion of the crankcase 11, as indicated at 46, preferably at or near the end thereof remote from the breather 19. It will be seen that b reason of this connection the depression ormed in the suction chamber 33 is communicated to the crankcase 11, so that the fumes and vapors therein w1ll be drawn through this lpipe 43 into the suctlon chamber 33 and expe ed by the exhaust et at the orifice 41 into the exhaust pipe 27. In this way the fumes in the upper portlon of the crankcase are continually exhausted therefrom and are e'ected from the englne, their place being ta en by atmospheric air drawn in through the opening 19, thus creating a draught of atmospheric air through e the crankcase. At the same time, since expelled fumes are cool relatively to the exhaust gases, a considerable silencing effect 1s exerted on the exhaust.

The orifice 44 at the end of the suction pipe 43 may be provided, if desired, with a nonreturn valve 47, which may be of any desired construction, to prevent a reverse flow of exhaust gases through the suction pipe 43 into the crankcase should the chamber 33 be exposed to a positive pressure, as in the event of a back-fire in the exhaust Pipe 27.

As the energy in the jet 0 exhaust gases at the nozzle orifice 41 cannot be recovered in the engine, it follows that no useful power of the engine is required to operate this ventilating ejector.

The air intake for the ventilation system comprises a housing 51 having oppositely disposed branch arms or assa es. One of these arms 52 is connecte as y means of a pipe or conduit 53, to the crankcase 11. As shown, the pipe 53 is threaded 1n the breather opening 19. The arm 54, which 1s scope of the invention bodiment, or otherwise than by the terms ofshown opposite and in alinement with the arm 52, is adapted to receive a funnel 55, which is provided with a cap 56 screwed to or otherwise secured thereon in such a way as to provide a substantially air-tight cover therefor. These arms 52 and 54, the pipe 53 and the funnel 21, constitute the oil filler opening leading into the crankcase 11.

Disposed at right angles to the arms 52 and 54 is shown a pair of arms 57 and 58 by means of which atmospheric air is admitted into the housing 51 and thence through the arm 52 and pipe 53 into the crankcase 11. The arm 57 may be rovided, if desired, with an air scoop or unnel 59 adapted to readily pass cold air directly through into the housing 51, and this funnel is preferably directed forwardly of the engine. The oppositely disposed arm 58 is connected as by a conduit 61 with a hood 62 surrounding and spaced from the exhaust manifold 26, in such a way as to constitute a stove or heater for all air drawn into the conduit 61. As structures of this nature are well known in the art, further description thereof is unnecessary.

The arms or passages 57 and 58 are provided with valves 63 and 64 respectively, which may be manually operable if desired, the operating arms of which are connected by a link 66 in such a way that when the valve 63 is closed the valve 64 is opened, and vice versa. If desired, the link 66, and the associated valves 63 and 64 may be controlled by the operator of the vehicle in an convenient manner, as by areach rod 6 connected to a handle 68 on the instrument board 69 of the engine.

It will be readily seen that the passage 57 is adapted to admlt air at atmospheric temperature to the crankcase sage 52 and pipe 53, and that the passage 58 is adapted to admit to the crankcase air which has been preheated by the exhaust manifold in the stove 62. The relative amounts of hot and cold air thus admitted may be readily proportioned by the engine operator throug suitable manipulation of the valves 63 and 64, so that the temperature of the air in the crankcase 11 may be, to some extent, under his control.

For example, in

starting up an engine from cold it will be i usually preferably to admit air through the passage 58 by opening the valve 64, until the engine shall have reached its proper temperature, at which time the valve 64 may be closed, the valve 63 opened, and cold air admitted from the atmosphere.

While one illustrated embodiment has been described, it is not my intention to limit the to that particular cmthe appended claims.

Having thus describedthe invention, what through the pasis claimed and desired to be ters Patent is:

1. The combination with an internal combustion engine having a crankcase and an exhaust pipe, of suction means operable by the engine exhaust to withdraw gases and secured by Let- 'vapors from the crankcase, a breather for the means to admit air to said crankcase, and.

means to vary the temperature of said air.

3. The combination with an internal combustion engine having a crankcase and an exhaust pipe, of a suction means operated by the engine exhaust to Withdraw gases and vapors from the crankcase, a breather for the crankcase, means for admitting air at atmospheric temperature to the breather, means for admitting heated air to the breather and means for regulating the air admitting means concomitantly and successively.

4. The combination with an internal combustion engine having a crankcase and an exhaust pipe, of a suction means operated by the engine exhaust to withdraw gases and vapors from the crankcase, a breather for the crankcase, a valve for admitting air at atmospheric pressure to the breather and a valve for admitting heated air to the breather,

said valves operatlng concomitantly and successively.

5. The combination with an internal combustion engine having a crankcase and an exhaust pipe, of suction means operated by the engine exhaust to withdraw gases and vapors from the crankcase, of a-breather for the crankcase, means for supplying air at atmospheric temperature to the breather,

ting air at atmospheric temperature to the breather and means for admitting heated air to the breather at one and the same time and successively.

8. The combination with an internal combustion engine having a crankcase, of. a

breather for the crankcase, a valve for admitting air at atmospheric temperature to the breather and a valve for admitting heated air to the breather.

9. The combination with an internal combustion engine having a crankcase, of a breather for the crankcase, a valve for admitting air at atmospheric temperature to the breather and a valve for admitting heated air to the breather, said valves operating concomitantly and successively.

10. The combination with an internal combustion engine having a crankcase, of a breather for the crankcase, means for su plying air at atmospheric temperature to t e breather, means for supplying heated air to the breather, means for controlling the proportions of air at atmospheric temperature and at heated temperature and means for actuating the control means.

11. The combination with an internal combustion engine having a crankcase, of a breather for the crankcase, a closure for the breather, means for supplying air at atmospheric temperature to the breather, means for supplying air at heated temperature to the breather, interconnected valves for roportioning and controlling the supply 0 air and a linkage for actuatin the valves.

In testimony whereof I a x my signature.

WALTER R. GRISWOLD.