US1869206A

US1869206A - Line air cooled internal combustion engine

Info

Publication number: US1869206A
Application number: US336242A
Authority: US
Inventors: Edward S Marks
Original assignee: FRANKLIN DEV CORP
Current assignee: FRANKLIN DEV CORP; FRANKLIN DEVELOPMENT Corp
Priority date: 1929-01-30
Filing date: 1929-01-30
Publication date: 1932-07-26
Anticipated expiration: 1949-07-26
Also published as: FR679242A

Description

July 26, 1932.

E. S. MARKS LINE AIR COOLED INTERNAL COMBUSTION ENGINE Filed Jan. 30, 1929 4 Sheets-Sheet l SNm M m a i v m n km N 6 in A A f 5 A i Q July 26, 1932. E. s. MARKS 1,869,206

LINE .AIR 000mm INTERNAL COMBUSTION ENGINE Filed Jan. 30. 1929 4-Sheets-Sheet 2 E. s. MARKS 1,869,206

LINE AIR COOLED. INTERNAL COMBUSTION ENGINE Filed Jan. 50,-1929 4 Sheets-Sheet s G 6 o n mn vmu 3 8m 0G0 oQo 0G0 v o o w \N o N Q NH 9 Q o 0 mm mm Hm WM m m um m w w W.VI\

.Fufiy 26, 1932.

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E. s. MARKS 1,869,206

LINE AIR COOLED INTERNAL COMBUSTION ENGINE July 26, 1932.

Filed Jan. 50, 1929' 4.$hes-Shet 4 fi -5 UM QMRY M v MHHMW .IN. N w H 6 WW nn/a jg, INVAINTOR.

A TTORNE Y.

Patented July 26, 1932 UNITED STATES PATENT OFFICE EDWARD S. MARKS, 0F SYRACUSE, NEW YORK, ASSIGNOR, BY MESNE ASSIGNMENTS, TO

FRANKLIN DEVELOPMENT CORPORATION, OF SYRACUSE, NEW YORK, A CORPORA- TION OF NEW YORK LINE AIR COOLED INTERNAL COMBUSTION ENGINE Application filed January 30, 1929. Serial N0. 336,242.

This invention relates to air cooled internal combustion engines and particularly to socalled line or in-line engines and has for its object, a particularly simple and eflicient cylinder construction, valve arrangement and cooling system whereby the cylinders, heads and valves are adequately cooled for high power, high compression engines.

The invention consists in the novel features and in the combinations and constructions hereinafter set forth and claimed.

In describing this invention, reference is had to the accompanying drawings in which like characters designate corresponding parts in all the views.

Figure 1 is a side elevation partly in section and partly broken away of an engine embodying this invention.

Figure 2 is a front elevation partly broken away. 7

Figure 3 is a plan view, partly broken away, parts being omitted.

Figure 4 is a fragmentary elevation of one of the cylinders looking downwardly in Figure 3 or an elevation taken from the right hand side of the engine.

Figure 5 is an enlarged fragmentary sectional view of the cylinder and its detachable head showing one means for securing the head to the cylinder and the support for the overhead valve mechanism to the head and to the cylinder.

Fi re 6 is a vertical sectional view similar to Figure 5 showing another means for securing the head to the cylinder.

Figure 7 is. a transverse sectional view through the head showing the intake and exhaust ports. I

Figure 8 is a fragmentary detail view of the cylinder and head illustrating one of the clamping bolts, the head being shown as separated from the cylinder. I

Thls engine comprises, generally,-a plurality of cylinders arranged in line and mounted uponthe crankcase, the'cylinders' being formed with transverse heat radiating flanges and preferably with a detachable head in which the intake and exhaust valves are located, the head being provided with transversely extending flanges, an air conduit extending lengthwise of one side of the line of cylinders and open on its sidetoward the cylinders whereby the air is discharged therefrom crosswise of the cylinders and their heads and means for creating a current of air through the air conduit,

It further includes a cylinder and cylinder head and overhead valve mechanism construction by which distortion due to elon ation of the cylinder is compensated or, whereby the valve mechanism maintains substantially its exact relation to the valve stems at all temperatures of the engine.

I have here shown my invention as applied to a six cylinder in-lineengine.

1 designates the cylinders which are mounted upon a crank case2 in the usual manner.

3 designates the piston movable in each cylinder and connected to the crank shaft 4 through a connecting rod 5 in any well known manner.

Each cylinder-is provided with circumferential heat radiating or transverse flanges 6 which in the engine here illustrated extend horizontally, these flanges having a rectangular outline in plan view.

7 isthe detachable head which is usually fold connected to the intake passages 10.

g The head is also provided with

internal guides

15 and 16 for the stems 17 18 of the intake and exhaust valves19, 20 and with external transverse heat radiating flanges 21 throughout the greater part of its external surface in order to conduct the heat rapidly from the ports and thevalve guides. The I guides are located in

internal bosses

15, 16 in the -passages 10, 11. The flanges 21 are substantially parallel to the cylinder flanges 6.

The valve seats are preferably inserts, that is, rings 22 inserted in the valve openings in the head. These rings are preferably of a I hard heat resisting metal, as a bronze metal.

. radiating'flanges 6 and threading at their upper ends into the head as at 24.

The overhead valve mechanism comprises a valve support 25 mounted on the top of the head of each cylinder and rocker arm mechanisms pivoted to the support. The valves 19, are arranged with the intake on one side of the cylinder and the exhaust on the other side and in the illustrated embodiment of my invention, the exhaust valve 20 is located on the left side of the engine and the intake on the right and these are, operated by

rocker arms

26, 27 pivoted to the support 25, the rocker arm 26 for operating the intake valve being shorter than that for operating the exhaust valve and these rocker arms are operated from the same side of the engine, that is, the right hand side.

The support overhangs the crank case on one side of the cylinders, that is, the right hand side andthe overhanging portion is supported by posts or hollow pillars 28 extending upwardly from the crank case. The lift rods 29 are preferablylocated in these posts 28 and coact at their lower ends with cams 3O on the cam shaft 31 and thrust at their upper ends against the

rockarms

26, 27 respectively. The lower ends of the pillars 28 are anchored to the crank case as by a clamping device 28. Each pillar 28 is adjustably secured at its upper end to the support 25 as by an adjustable nut 25 on the threaded upper end of the pillar, the nut clamping against the lower side of the support, and a second nut 25 threading on the pillar against the upper side of the bottom of the support. Obviously, the position of the support on the pillars can be determined by shifting the nuts.

The valve mechanism support 25 is so mounted on the head and connected to the cast iron cylinder as to compensate for distortion of the cylinder as the cylinder heats and elongates.

It will be understood that as the cylinder heats and hence, elongates, the overhanging portion of the valve support, will be held against upward movement as the cylinder elongates, by the fact that the posts 28 are mounted on the relatively cold crank case and also, that the portion of the cylinder adjacent the exhaust port will be heated to a slightly greater degree and hence, tend to elongate more than other portions of the cylinder. Therefore, portions of the valve mechanism support 25 are secured directly to the head as by bolts 32, Figure 5. i

The bolts are located at the end of the sup port remote from the pillars 28 and adjacent the exhaust valve, and are 'so connected to the support as to permit the exhaust valve zone of the head to elongate relatively to the support! As seen in Figure '5, the bolts into the head at 32 near the level of the exhaust valve seat. Also, the screws or bolts 32 have collars 32 above and normally spaced from the underlying flange and on whichthe valve mechanism support 25 rests. The portions of the bolts above the collars 32 extend through holes in the support 25 and nuts 32 thread on said portions against thesupport and clamp the support against the collars. The screws are turned or threaded as far as possible into the head and when they bottom in the threaded sockets in the head, the collars 32 are spaced at 32 from the underlying heat radiating flanges. The support 25 is placed on the bolts or screws against the collars 32 and the nuts 32 thread on the upper ends of the bolts and tighten.

Owing to this mounting an the spaces 32, the hottest exhaust valve portion of the cylinder elongates relatively to the support 25 without shifting the support upwardly and hence, without'varying the relation of the rocker arms of the valve mechanism to the ends of the valve stems.'

As seen in Figure 6, a short screw 33 may be used to clamp one side of the support 25 adjacent the exhaust valve against the head and the other side of the support adjacent the exhaust valve is clamped to the cylinder by a bolt extending through the head into the cylinder.

As here illustrated, in Figure 6, one of through the flanges of the head and through the valve support and has a nut 35 at its upper end, this when used displacing one of p the screws 33.

Owing to this arrangement, any equalities that might develop between the ends of the rocker arms and the valve stems is compensated for by controlling the distortion or warp of the valve mechanism support 25 during the elongation of the cylinder.

When the bolt 23 with the extension 34 is used, the bolt with its extension is inserted downwardly through the head, the threads at the lower end being turned through the threaded hole 24*- in-t-he head which eventually receives the stud part 24". After these threads have cleared said threaded hole in the head, the bolt is slid vertically until the stud part 24 enters the threaded hole 24* in the head. The bolt is then turned to thread the stud part 24 fully into the hole 24*. this 'point', the lower threaded end of the bolthas passed through the unthreaded hole 24 in wardly beyond the lowermost flange to receive a clamping nut 24..

The valves are operated by the rocker arms in the usual manner against springs 36 surrounding the valve stems and interposed between spring seats in the valve head and a spring abutment 37 at the upper end of each valve stem. The valve supports are constructed to receive a cover or cap 38 held in position by cap screws 39.

The valve mechanism or rocker arm support and its attachment and relation to the cylinder heads and cylinders forms the subject matter of application Ser. No. 533,733, filed April 29, 1931, which is a continuation in part of this application.

40 is an air conduit extending lengthwise of one side of the line of cylinders and open at its side toward the cylinders, this air conduit being of sufficient height to embrace the cylinders from the tops of the cylinder heads to the lowermost heat radiating flanges on the cylinders. The means for creating a current of air through the air conduit is usually a fan or blower rotor 41 connected to and preferably mounted directly on the crank shaft 4 at the front end thereof, and a casing 42 having an air inlet 43 at its front end and an upwardly extending air outlet 44 connected by a coupling pipe 45 to the front end of the air conduit. The outer side of the air conduit tapers from its front end toward its rear end to distribute the air to the cylinders. In order to distribute the air to the cylinders so that it passes substantially horizontally crosswise of the cylinders, the outer wall of the air conduit is tapered from its front end toward its rear end; This arrangement effects an'even distribution of the air without the use of baffle plates which tend to retard the movement of the air. V

The air conduit is secured to the cylinders as by cap screws 46. In the engine here illustrated, the exhaust manifold 13 .is mounted above the air conduit. The air conduit is here shown as arranged to blow from the exhaust side of the cylinder toward the intake, but in some instances, itis preferable to blow the air from the intake side of the cylinder toward the exhaust valve side.

. In operation, the air blows crosswise of the cylinders the full height of the combustion chambers of the cylinder and the head from one side thereof toward the other side and the heated air may pass out through the louvres in the side of the hood which covers the engine or through an outlet in back of the valve mechanism remains in adjustment at all temperatures of the engine.

What I claim is:

1. In a line multiple cylinder air cooled engine, the combination of a plurality of cylinders provided with transverse heat radiating flanges, an air conduit extending lengthwise of one side of the line of cylinders and I open on its side towarduthe c linders and means for creating a current 0 air through the air conduit, whereby the air is blown crosswise of the cylinders from one side of the line of cylinders-to the other side, the

flanges being rectangular in outline in plan view.

whereby air is blown transversely of the c linders and the heads thereof, each cylin er having an intake and exhaust valve in the head thereof, the exhaust valve being located on the side of the cylinder adjacent the air conduit and means for creating a draft of air through the conduit, whereby the air passes transversely of the cylinders and the head from one side thereoftoward the other side, said means comprising a fanrotor connected to the crank shaft at one end thereof and the fan housing having an upright outlet connected to one end of the air conduit.

3. In an internal combustion engine, the combination of a plurality of cylinders arranged in line, each having transverse hori zontal heat radiating flanges and a detachable head formed with valve seats, upwardly extending ports and internal valve guides, the head being. formed with transverse horizontal heat radiating flanges over its outside surface parallel to the flanges on the cylinder, the heat radiating flanges of the head and the portion-of the head in which the valve guides are located being horizontal and means for blowing a current of air crosswise of the cylinders and the head from one side thereof toward the other. said means including an air conduit extending lengthwise of one side of the cylinders and the heads and common to the cylinders and the heads,

whereby air is discharged from the conduit crosswise of the cylinders and heads between the flanges thereof.

4. In a line multicylinder air cooled engine having the usual engine parts including. the crank case, crank shaft, cam shaft and pistons connected to-the crank shaft, the combination of a plurality of cylinders provided with transverse heat radiating ges, detachable heads for the cylinders having internal inlet and exhaust ports and external heat radiating flanges substantially parallel to the flanges of the cylinders, valves controlling said ports, overhead valve operating" mechanism comprising a support, means for supporting a portion of the support from the crank case, means for securing the head to the cylinder and means forsecuring the support to the head and also means for securing. said support to the cylinder, an air conduit,

extending lengthwise of one side of the line of cylinders and open at its side toward the cylinders and the heads, and means for creating a current of air through the air conduit whereby the air is blown crosswise of the cylinders and the heads from one side of the line of cylinders to the other side, said means comprising a. fan having its rotor mounted on the front end of the crank shaft, and a. fan casing having an outlet connected to the front end of the air conduit.

In testimony whereof, I have hereunto signed my name, at Syracuse, in the countyof Onondaga, and Stateof New York, this 19th day of January, 1929.

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