US2218332A

US2218332A - Internal combustion engine

Info

Publication number: US2218332A
Application number: US266933A
Authority: US
Inventors: Leonard E Fowler
Original assignee: Individual
Current assignee: Individual
Priority date: 1939-04-10
Filing date: 1939-04-10
Publication date: 1940-10-15
Anticipated expiration: 1957-10-15

Description

oct. 15, 1940.

L. E. FOWLER INTERNAL GOMBUSTION` ENGINE 2 Sheets-Sheet l Filed April lO, 1939 INVENTOR Hilf/ef:

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Oct. 15, 1940.

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INTERNAL COMBUSTION ENGINE 2 Sheets-Sheet 2 Filed April lO, 1939 r IN VENTOR ra/7dr?? ZT 7.a 1f/ez? TTORNE Ys.

economies in manufacture.

Patented 0d. 15, 1940 -UNITED STATES MTENTVormenA INTERNAL COMBUSTION ENGINE Leonard E. Fowler, Detroit, Mich.

Application April 10, 1939, Serial No. 266,933 j 10 Claims. (Cl. 12S-195) This invention relates to internal combustion engines, pumps, compressors or the like and has for its principal object the provision of a construction of simplified form producing marked Refererice will be made herein only to the application of the invention to internal combustion engines, this for the purpose of simplicity in description, and the application of the invention to other like uses will thus be made clear to those skilled in the art.

Other objects of the invention include the provision of an internal combustion engine having a cylinder and at least a part of the crankcase thereof formed integrally with each other, the crankcase portion having an open side through which tools may be inserted to machine the interior of the cylinder for reception of a piston and the crankcase for reception or formation of the crankshaft bearings therein; the provision of an internal combustion engine including a cylinder and a crankcase portion formed integrally therewith, the crankcase portion being provided with a face extending at an angle to both the axis of the cylinder and to the axis of the crank shaft and having an opening in such face whereby to permit the insertion of tools into the bore of the cylinder and into the crankcase for effecting a machining operation upon the same; the provision of an internal combustion engine having a cylinder provided with an integral cylinder head and crankcase portion, the crankcase portion adapted to rotatably support a crank shaft disposed at right angles to the axis of the cylinder, the crankcase having a planular face disposed at an angle to both the axis of the crank shaft and to the cylinder axis providing an opening leading into the crankcase through which tools may be inserted to machine both the bore of the cylinder and the crankshaft bearing receiving portion of the crankcase, means being provided for effecting a closure of the opening for normal engine operating conditions; the provision of a construction as above described in which the means for closing the opening in the crankcase also serves to provide means for supporting an additional bearing for the crank shaft; and the provision of an internal combustion engine as above described in which complementary cylinder and crankcase portions are arranged in opposed relationship with the crankcase portions cooperating with one another to close the corresponding mentioned openings. y

other objects of the invention include the provision of an internal combustion engine having a crankcase face directed at an angle to the'axis of both the crank shaft and the cooperating cylinder, the cylinder being provided with a piston connected by means of a connecting rod to the crank shaft, the throw of the crank shaft being removable with respect to the crank shaft proper whereby to permit the use of unsplit large ends on the connecting rods, and the provision of an engine crank shaft for an internal combustion engine including separately formed throw portions removably secured to the crank shaft in a novel manner.

The above being among the objects of the present invention the same consists in certain novel features of construction and combinations of parts to be hereinafter described with reference to the accompanying drawings, and then claimed, having the above and other objects in view.

In the accompanying drawings which illustrate suitable embodiments of the present invention and in which like numerals refer to like parts throughout the several different views,

Fig. 1 is a partially broken, partially sectioned end elevational view of an internal combustion engine constructed in accordance with the present invention;

Fig. 2 is a vertical sectional view of the engine shown in Fig. 1 taken on the line 2-2 thereof;

Fig.,3 is a sectional view of the cylinder and integrally connected crankcase part of the engine shown in Fig. 2, and takenin the same plane as `Fig. 2, illustrating the manner in which the cylinder bore and the crank shaft bearing receiving bore may be machined by tools passing through the one opening in the crankcase;

Fig. 4 is a view similar to Fig. 2 but illustrating a modified form of construction in which the crank shaft is provided with two bearings instead of one; 4

Fig. 5 is a view similar to Fig. 2 but illustrating the use of the cylinder and crankcase combination illustrated in Fig. 2 in duplicate to provide a two cylinder opposed engine; y

Fig. 6 is a partially broken front end elevational view of a modified crank shaft construction, illustrating a connecting rod shown in broken view operatively associated therewith;

Fig. 7 is a vertical sectional view taken on the line 1-1 of Fig. 6;

Fig. 8 is a viewsimilar to Fig. 'l but illustrating a modified construction for securing a throw on 'the end of the crank shaft;

' Fig. 9 is a view similar to Fig. 6 but illustrating a modied form of construction; and

Fig. 10 is a view similar to Figs. 6 and 9, but partially broken, and illustrating a. further modif out detracting fied construction for securing a throw on the end of a crank shaft.

The present invention has for its principal object the provision of a simple and economical construction for the cylinders and crankcase portions of internal'combustion engines which will not only simplify the foundry practices and costs in connection with the same but will facilitate the principal machining operation thereon. In other words the present invention is directed to a construction which will render the manufacture of certain types of internal combustion engines considerably more economical than is possible with conventional types of constructions and this withfrom the desired qualities of rigidity and efiiciency required in such engines for long life operation.

The present invention is applicable for use in connection with internal combustion engines of either the two or four stroke principles, Diesel engines or any other type of engine including a crank shaft and a piston reciprocable along an axis at substantially right angles thereto. Because of its nature it will' usually nd greater application in engines of the smaller sizes and to engines of the single or type although it will not be necessarily restricted to these types in all cases. Because of the simplicity of the construction ofthe conventional form of two cycle engines employing a carburetted mixture, this particular type of engine has been selected for the purpose of illustrating the present invention in the accompanying drawings, the showing in this respect being illustrative and not limiting.

Referring now to the accompanying drawings and particularly to Figs. 1, 2 and 3, an internal combustion engine is shown comprising a cylinder I4 provided with a bore I 5, an integral cylinder head I6, and an integral crankcase portion I 8. The bore I5 of the cylinder I4 is interiorly provided with a conventional piston 20, reciprocable therein, connected in a conventional manner by means of a connecting rod 22 to a crank shaft indicated generally at 24. The crank shaft 24 is rotatably supported in the crankcase I 8 with its axis arranged the cylinder I4 through the vmedium of an integral axial extension 26 on the crankcase`l8. Although the extension 26 may be of any suitable length and contain any suitable or desirable number of bearing elements arranged in adjacent or suitably axially spaced relationship for rotatably supporting the crank shaft 24, the extension 26 is shown by Way of illustration as having a bore 21 containing a single bearing bushing 28 for rotatably supporting the crank shaft 24. Preferably the outer end of the bore 21 is provided with a conventional oil seal element 30 for preventing the escape of lubricant from the interior of the engine along the crank shaft.

'I'he cylinder I4 may, of course, be cooled in any suitable or conventional manner but for the purpose of illustration in the present case it is shown as of the air cooled type and, accordingly. as being provided with a plurality of cooling fins 32 for dissipating the heat from the cylinder I4 to the surrounding air.

The important feature of the present invention that the crankcase orcrankcase portion I8 is provided with a planular face 34 which extends at an angle to both the axis of the crank shaft 24 and the axis of the cylinder I4. 'I'he angularity of the face 34 may vary from that shown in order to satisfy the desires of the particular designer,

double opposed cylinder perpendicularly to the axis of but preferably it is disposed at an angle of 45 to the axis of the cylinder and crank shaft as shown in the drawings. The face 34 is provided with an opening 36 therein through which the full extent of the bore I5 of the cylinder I4 and the -full extent of the bore 21 for the bearing bushing 23 in the extension 26 is viewable axially of such bores. As illustrated in Fig. 3 this feature permits a boring or other tool such as 33 to be introduced into the bore I5 of the cylinder I4 axially thereof for the purpose of machining orl otherwise finishing such bore, and'also permits a boring or other tool such as 40 to also be introduced through the opening 36, but, of course, at a time when the boring tool 38 is not in operative position, to bore the hole 21 for the bushing bearing 28, or an equivalent bore for receiving the crank shaft if no bearing bushing or the like is to be employed.

'I'he -above described feature permits the combined cylinder I4, cylinder case portion I 6, forming an integral unitary structure, to be mounted in a suitable machine tool and permit both the bore I5 of the cylinder I4 and the hole 21 to be machinedv without requiring shifting of the unit in any respect whatever. 'Ihe construction thus permits a single set up for boring both the bore I5 of the cylinder and the hole 21, consequently reduces the cost of machining these bores as compared to conventional practices, and materially simplifies the accurate location and angularity of one with respect to the other. Additionally it will be observed that because of the angular face 36 and the relatively large opening leading into the bore of the cylinder and the interior of the crankcase, it facilitates the casting of the unit in the foundry, permits a secure support for the various cores required, and thus permits the cores to be maintained in their proper position during the pouring operation and in fact is such as to permit the use l of a green sand core for forming the bore of the cylinder and the interior of the crankcase under certain circumstances. 'I'hus it will be observed that because of the provision of the angular face 34 with the relatively large opening 36 therein "f both the casting and the machining of the unit is considerably simplified and rendered materially more economical than is possible with conventional constructions, resulting in .a product that is considerably less expensive to manufacture and sell and yet one that suffers no loss from rigidity or efliciency because of these economies.

Where the crankcase 24 is provided with a single throw, the opening 36 will be closed by a simple pan-like structure 40 closing the opening W 36 and having marginal anges 42 complementary to the marginal portions of the face 34 and suitably secured thereto as by screws or bolts 44 with the preferable interposition of a suitable gasket 46. The closure 40 is thus of a nature similar to the conventional oil pans employed on in ternal combustion engines and, as will be appreciated, may be formed of either a stamping or-a casting. It will, of course, be observed that the pan-like closure 40 is of a sufficient size to permit the necessary rotation of the crank shaft and lower end of the connecting rod 22 therein but where the engine is of a two cycle type, as in the case illustrated, it will usually be desirable to maintain the volume of the crankcase including that of the pan 40 at a minimum gure, while in the case of a four-cycle. engine or of a Diesel type engine this volume is not of such .great importance and it may be made of suillcient size to hold the usual supply of lubricating oil or the like head I6 and crankcrank pin |04 is inserted inthe large end of the connecting rod, the piston is inserted into the bore I5, and then the shaft |00 is introduced into place and is then forced into the bore |06 of the throw |02 after which the screw ||2 is inserted and tightened up. In some instances it may be desirable to provide some means on thafree end of the crank pin |04 to prevent possible axial movement of the big end of the connecting rod 22 thereon. While any suitable means may be provided for this purpose the particular means shown comprises a split washer ||4 which is sprung into a groove ||6 formed in the outer end of the crank pin |04 immediately outwardly of the corresponding end of the connecting rod big end as best brought out in Fig. 2.

In the construction illustrated in Fig. 4, the throws of the crank shaft and the crank pin are all integral with one another and in such case it is necessary to provide the big end of the connecting rod 22' with a removable cap in accordance with conventional practice. The crank shaft shown in Fig.5 also includes throws and pins formed integrally with the main portion of the shaft and consequently requires the connectingv rods to be provided with removable end caps for the purpose of assembly and dis-assembly.

In Figs. 6 and 7 -a modification of the type of crank shaft construction as shown in Figs. 1 and 2 is illustrated and which, accordingly, permits the use of an unsplit big end for the connecting rod 22. In this case the crank pin is illustrated at |04' and identical in construction to the crank pin |04 previously described. The throw |02 is similar to the throw |02 previously described and is provided with a similar counterweight |08'. In this case, however, the counterbalance portion |08' is not split but instead the corresponding end of the shaft |00' is tapered as at |20 and its extreme end portion is formed to provide a short stud |22 thereon. The bore |06 in the throw |02 in this case is formed for complementary reception of the tapered end |20 of the shaft |00 and it is maintained securely in place thereon by means of a nut |24 `threaded on the stud |22 in conjunction with a washer |26. A key |21 is employed between the tapered end |20 and the throw |02 to positively prevent relative rotation between these parts.

The construction illustrated in Fig. 8 is identical to that illustrated in Figs. 6 and '7 and similar parts are'indicated by the same numerals, the main difference in this case being that the tapered end |20' of the shaft |00' is provided with-a plurality of splines |28 thereon and the bore |06 is provided with a corresponding number of opposed grooves or keyways which receive the splines |30 therein to prevent relative rotation between the throw and the shaft portion |00'. The peripheral surfaces of the splines lie in the surface of a cylinder and the keyways in the throw |02 are correspondingly formed, this for the purpose of ease in manufacture.

In the modification illustrated in Fig. 9 the same shaft |00 is employed as in Figs. 1 and 2 and the throw |02" is provided with a counterweight portion |08" the same as in the construction illustrated in Figs. 1 and 2 and is provided with a.

cylindrical bore for reception of theouter end of the shaft |00. The counterbalance portion |08" is in this case also split but instead of being split centrally is split adjacent one edge of the counterweight illustrated at |34 and a screw |36 is extended through the split portion of the counterbalance |08" to contract the corresponding portion of the throw |02"` about tl e outer end of the shaft |00. Y

In the construction illustrated in Fig. 10 the same shaft |00 is employed as in Figs. 1 and 2 and in Fig. 9. The throw |02a is provided with a counterbalance portion |08a and is provided with a bore |06a for reception of the outer end of the shaft |00 the same as in the construction illustrated in Figs. 1 and 2. The counterbalance portion |08a is not split in this modification but a pin |2a corresponding to the screw ||2 previously described passes transversely through the counterbalance portion |08a in intersecting relation with respect to the surface of the shaft |00. The pin ||2a in this case, however, is of tapered conformation and the small end thereof which projects beyond the corresponding faces of the counterbalance portion |08a is formed to provide a' trated in Figs. 1 and 2.

Formal changes may be made in the specic embodiments of the invention described without departing from the spirit or substance of the broad invention, the scope of which is com mensurate with the appended claims.

What I claim is:

1. In combination, a cylinder head, a crankcase portion formed integrally with said cylinder, a bore in said cylinder for reception of a piston, a bore in said crankcase for reception of a crank shaft and arranged with its axis perpendicular with respect to the axis of said cylinder, a face on said crankcase portion extending at an angle to the axes of both the cylinder and said bore for said crank shaft and having an opening therein through which tools may be inserted to machine both the bore of said cylinder and said bore vfor said crank shaft, and a closure for said opening.

2. In combination, a cylinder having a bore and a piston reciprocable therein, a crankcase portion integral with said cylinder and having a bore therein arranged at right angles to the axis of said cylinder, a crank shaft rotatably mounted in the last mentioned bore, means operatively connecting said crank shaft and said piston, a face on said crankcase portion disposed at an angle to both of said bores, said face having an opening therein through which the entire circumference of both of said bores are viewable axially of said bores, and means sealed to said face forming a closure for said opening.

3. In combination, a cylinder having a bore adapted to receive a piston, a crankcase portion formed integrally with said cylinder and having a crankcase portion formed'integrally with said.

cylinder and provided with a bore for reception of thecrank shaft, said bores being arranged at right angles to one another, a planar face on said crankcase portion arranged with the plane thereof disposed at an angle of approximately 45 to the axis of both of said bores. said face having 2,218,832 -Ni-tim as will be appreciated by those skilled in the art.

It may be noted that in the particular engine shown, it being of a two-cycle type, it is provided with a conventional carburetor 50 which comi municates with an intakepassage 52 formed in 3 limit of its compression stroke. Thus the piston in moving outwardly in the cylinder I4 creates a partial suction in the crankcase I8 and as soon as the piston 20 uncovers the port 54 this partial suction is relieved by a flow of combustible s mixture through the carburetor 50, -passage 52 and ports 54 into the'crankcase. As the piston 20 moves downwardly after the crankcase has thus been filled with a combustible mixture through the ports 54, it rst closes the ports 54 l to the escape of combustible mixture therethrough and continued downward movement compresses the combustible mixture in the crankcase and lower part of the cylinder, and as the piston approaches its bottom dead center position it rst uncovers the exhaust port 56 which permits the escape of exhaust gases outwardly therethrough into the passage 58 and through a muilier such as 60 to the atmosphere. Shortly after the piston 20 uncovers the exhaust ports 56 in its downward movement it uncovers the inlet ports 62 in the opposite sides of the cylinder and illustrated in dotted lines in Fig. 2. The inlet ports 62 are connected by a passage 64 with the interior of the crankcase I8 adjacent the lower end of the cylinder I4 so that as the ports 62 are uncovered by the piston 20 the combustible mixture compressed in the crankcase is permitted to flow up into the cylinder I4 where it is compressed and exploded on the following stroke.

Where it is desired to use a crank shaft having a journal on opposite sides of the crank pin thereof, then resort may be had to the construction illustrated in Fig. 4. It will be observed that in this case the crank shaft 24' is provided with spaced journals "I0, spaced throws 'I2 and a crank pin 14, all formed integrally with one another in accordance with conventional practice, and the journal 'I0 is rotatably supported in the bearing bushing 28 as in the previously described construction. However in this case, instead of employing the pan member 40 described in connection with Figs. 1 and 2, a modified form thereof indicated at 40 is employed in its place. In this case the closure member 40 is preferably of cast construction and is provided with an axial extension 16 interiorly provided with a blind bore 'I8 receiving a bearing bushing 80 for receiving the remaining journal 10. 'I'he closure member 40' is, of course, secured to the integral cylinder and crankcase unit in the same manner as the previously described closure 40 and is sealed thereto by means of an equivalent gasket 46. In Fig. 4 the closure member 40 is illustrated as being provided with a plurality of apertured lugs 82 which may be employed as a mounting means for the engine if desired.

Where it is desired to construct a two cylinder opposed engine the same general effect as obtained in Fig. 4 may be obtained but without the use of a closure member additional to the crankcase and cylinder units themselves. As illustrated in Fig. 4 a pair of units identical to those illustrated in the previous views and each including a cylinder I4, cylinder head I6 and crankcase portion I8 are arranged in opposed relation and with the angular faces 34 thereof in opposed contacting relation with respect to each other and suitably secured together in such a position. Inasmuch as this requires one of the cylinders to be turned 180 with respect to the other it provides spaced journals for the crank shaft 80 and each of the units serves as a closure for the opposite unit. In this case where the engine is of the two stroke type, the crank shaft 80 is necessarily provided with a palir of crank pins 82 spaced angularly from one another by 180, one piston 20 being connected to a corresponding crank pin. It will be observed that the feature of providing the angular face on the integral cylinder andcrankcase portion of the present invention thus admirably adapts it to use as either a single or a double opposed cylinder engine.

Referring now to the construction shown in Figs. 1 and 2 it will be appreciated that if the large end of the .connecting rod 22 is not of a split character it is impossible to use a crank shaft in which the throw and the crank pin are formed integrally therewith for in such case it would be impossible to either assemble or disassemble the structure. 'I'he crank shaft may be of an intgral construction if the big end of the connecting rod is of a conventional split character embodying a removable cap or lower half. Where the big end of the connecting rod is not of a split character, it is then necessary to make either the throw, the crank pin or both removable from the main portion of the crank shaft. This latter construction is shown as forming one feature of the present invention and resulting in a construction more economical to manufacture than one requiring a split bearing on the connecting rod as well as effecting certain economies where the engine is employed to drive certain other devices and particularly where a part of such other device is built upon the crank shaft.

Accordingly, in the construction illustrated in Figs. 1 and 2 the crank shaft 24 comprises a separately formed cylindrical part serving to provide the main journal of the crank shaft and through which the engine may be connected to some driven device. The throw |02 and the crank pin |04 are preferably formed integrally with one another but separately of the part |00. The throw |02 is provided with a hole or bore |06 therein in which the corresponding end of the shaft |00 is closely received. The throw |02l is formed to provide the usual counterweight I 08 thereon for counterbalancing the weight of the piston 20 and part of the connecting rod 22 and the counterweight portion is centrally split as at IIO into the bore |06. A bolt or screw II2 is extended through the counterweight portion |08 as best illustrated in Fig. 1 across the line of split II 0 and in partially intersecting relation with respect to the end of the shaft |00 received in the bore |06. The intersecting relation of the screw I I2 with the shaft I I 0 serves as a key to positively prevent relative rotation of the throw |02 with respect to the shaft |00 and by tightening up the screw II2 it-contracts the wall of the opening |06 about the end of the shaft I 00 to rigidly secure the same in place. 'I'he screw or bolt I I2 is readily accessible through the opening 36 after the pan 40 has been removed and this permits ready assemblage and dis-assemblage of the crank shaft. In assembling the piston, connecting rod and crank shaft in the engine ,the connecting rod 22 is connected to the piston 20 in the conventional manner by means of a wrist pin (not shown) the an opening therein providing access to both of said bores.

5. In an internal combustion engine or the like, in combination, a cylinder, a piston reciprocable in said cylinder, a crankcase portion formed integrally with said cylinder and having a bore disposed at right angles to the bore of said cylinder, a crank shaft rotatably mounted in said bore in said crankcase portion, means operativeyly connecting said crank shaft and piston, a,

planar face on said crankcase portion disposed at an angle to both the axes of said cylinder and said crank shaft, said facel having an opening therein through which said piston is removable and permitting an unobstructed view of the entire circumferential extent f the bore in said crankcase portion axially thereof, and a pan closing said opening.

6. In an internal combustion engine or the like, in combination, a cylinder, a piston reciprocable in said cylinder, a crankcase portion formed integrally with said cylinder and having a bore therein disposed at right angles to the bore of said cylinder, a crank shaft rotatably mounted in said bore in said crankcase portion, means operatively connecting said crank shaft and piston, said crankcase portion having a planar face thereon disposed at an angle to the axis of both said cylinder and said crank shaft, an opening in said face permitting the introduction of tools into both of said bores axially thereof for the purpose of machining the same, and a closure for said opening forming an additional bearing for said crank shaft.

'7. In an internal combustion engine or the like, in combination, a pair of cylinders arranged in opposed relationship, a crankcase portion integral with each of said cylinders, said crankcase portions having a line of split between them arranged in a plane disposed at an angle to the axes of both said cylinders, means securing said crankcase portions together, a bearing carried by earch of said crankcase portions, and a crank shaft rotatably supported between said bearings. I

8. A two cylinder opposed internal combustion engine or the like comprising, in combination, a pair of identical cylinder and ycrankcase units arranged in opposed relationship and secured together, each of said units including a cylinder and a crankcase portion formed integrally therewith, a crank shaft bearing carried by each of said crankcase portions with the axis thereof arranged perpendicularlyl with respect to the axis ofthe corresponding cylinder, an angularly disposed face on the crankcase portion of each of said units and said angularly disposed faces being secured together in opposed and complemental relationship with the axes of said cylinders aligned with one another, a crank shaft rotatably mounted between the bearings of said units, a piston in each of said cylinders, and means operatively connecting said pistons to said crank shaft.

9. In an internal combustion engine or the like, in combination, a cylinder, a piston reciprocable in said cylinder, a crankcase portion formed integrally with said cylinder and having a ibore therein disposed at right angles to the axis of said cylinder, a crank shaft rotatably mounted in said bore, means operatively connecting said crank shaft and said piston, said crank shaft including a cylindrical shaft portion and a separately formed throw and crank pin portion removably received thereon, means locking said throw to said cylindrical portion, and a planar face on said crankcase portion disposed at an angle to both the axes of said cylinder and said crank shaft, and said face having an opening,

therein through which both said throw andy piston are removable.

10. In an internal combustion engine or the like, in combination, a cylinder, a piston reciprocable in said cylinder, a crankcase portion formed integrally with said cylinder and having a bore therein disposed at right angies to the axis of said cylinder, a crank shaft rotatablymounted in said bore, means operativelyconnecting said crank shaft and said piston, said crank shaft including a cylindrical shaft portion and a separately formed throw and crank pin portion removably received thereon, means comprising a member carried by said throw in intersecting relation with respect to the surface of said cylindrical portion locking said throw to said cylindrical portion, and a planar face on said crankcase portion disposed at an angle to both the axes of said cylinder and said crank shaft, and said face having an opening therein through which both said throw and piston are removable.

LEONARD E. FOWLER.