US2303093A

US2303093A - Internal combustion engine

Info

Publication number: US2303093A
Application number: US348141A
Authority: US
Inventors: Schreck Henry
Original assignee: Fairbanks Morse and Co
Current assignee: Fairbanks Morse and Co
Priority date: 1940-07-29
Filing date: 1940-07-29
Publication date: 1942-11-24
Anticipated expiration: 1959-11-24

Description

Nov. 24, 1942. H. scHREcK 2,303,093

' INTERNAL COMBUSTION ENGINE Filed July 29, 1940 4 Sheeis-Sheet 1 INVENTOR. HENRY SCHRECK Gilliam ATTORNEY.

Nov. 24, 1942. H. $HRECK 2,303,093

INTERNAL COMBUSTION ENGINE Filed July 29, 1940 4 Sheets-Sheet 2 mvswon. HENRY SCHRECK GZMQcQAU ATTORNEY.

Nov. 24, 1942. scHREcK INTERNAL COMBUSTION ENGINE 4 Sheets-Sheet 3 3 Filed July 29, 1940 FIGS.

INVENTOR.

HENRY SCHRECK @1- .6. #4446 ATTORNEY.

Nov. 24, 1942.

H. SCHRECK INTERNAL COMBUSTION ENGINE Filed July 29, 1940 4 Sheets-Sheet 4 /05 /04 F G 7. M0

H 2 g u a. 4 w flu w a W a a Z w III A III/I/II/I/ll/IA F I G 8 M w M FIG 9 mvmon HENRY SCHRECK a4 16.46,

ATTORNEY.

Patented Nov. 24, 1942 Henry Schreok, Belolt, Wll,

alllgnortolairbanks, llorse&0o.,(lhloago,lll..aoorporation ormima Application July 29, 1940, Serlal No. 348,141

2 Claims. (Cl- 123-195) This invention relates to internal combustion engines generally, and in greater particularity to improvements in certain parts and structural features of the engine frame and side plate elements; the improvements permitting the incorporation of standardized operating accessories and a more centralized location and agzroupment of such engine accessories, all for the greater advantages to be hereinafter noted.

Accordingly, an object of this invention is found in the improved arrangement and form of certain engine frame members and detachable plate elements therefor such that the usual engine accessories, viz., governor, oil pump, water pump, fuel supply pump, and optionally, suitable filter elements, may be more advantageously grouped, to the end thatassembly, repair and adjustment operations may be more readily cared for.

A further object of the present invention re-' sides in an improved manner of mounting the several engine accessories upon a detachable plate or bracket member, the plate member forming a part of the general engine frame, so that each of the said accessories may be assembled or removed independently of the others.

Another object of the present invention appears in the improved manner of centralizing the location of the engine accessories, such that the provisions for actuating the accessories may be more accurately coordinated and timed to the better operation of the engine generally, and further, so that the actuating provisions, per se, may be reduced to a minimum of parts and elements of great simplicity.

Yet another object of the present invention is found in the provisions of a unitary driving member for imparting to the engineaccessories the required rotational movement; the unitary driving member, in turn, receiving its driving actuation from the engine crankshaft through a suitable driving connection operatively carried thereby.

Still another object of this invention resides in the improved manner of mounting the driving member for the engine accessories, in an enclosed recess at one end of the engine frame,

and for so mounting certain of the accessory actuating elements and parts that the chamber closure plate, which forms the plate or bracket member upon which all the accessories arecarried, may be readily removed without disturbing Still another object of the present invention is found in an improved means for regulating and maintaining the tension of a flexible drivinz member common to the several operative engine adjuncts or accessories; the tensioningmeans being carried by the main engine frame and so located as to permit ready adjustments of the tension in said member from the exterior of the enclosing chamber for the member.

Yet a further object 01 the present invention resides in the provision for locating a crankshaft counter-balancing weight within the enclosed side chamber and further, for mounting the said weight outwardly of the accessory driving means so that counterbalancing adjustment may be had without dismantling the engine to any great extent. v

Other objects and advantages will be hereinafter pointed out as the following description proceeds, and whenconsidered in conjunction details as viewed along line 2-2 in Fig. 1; Fig. 3

is a greatly enlarged but fragmentary end elevation of the engine frame with the bracket or mounting plate for the accessories removed, and showing the'chain drive means in relationto the geared accessories, as well as the chain tensioning member, when viewed along line 3-3 in Fig. 2; Fig. 4 is an enlarged fragmentary sectional elevation showing the manner of detachably gearing the oil pump and engine governor and also operatively connecting the sprocket wheel shaft to the oil pump shaft, when viewed along line 4-4 in Fig. 1; Fig. 5 is an enlarged fragmentary plan view, partly in section, showing the provision for independently mounting and gearing the oil and water pumps, this view. being taken at line 5-5 in Fig. 1; Fig. 6 is a further fragmentary sectional view of the chain tensioning member, as taken at line 6-6 in Fig. 1; Fig. '1 is a fragmentary sectional view of the fuel pump and actuating provisions therefor, when taken along line 1-1 in Fig. 1; Figs.-8 and 9 are modifications of Fig. '1, showing the necessary changes for mounting a magneto inthe place of the fuel pump, as an alternative accessory in the event that the engine is to be operated on gaseous or vaporous fuels, in which latter case an electric ignition system is required to initiate combustion.

Itcfcrring now to the drawings and to Figs. 1 and 2 in particular, there is shown thereby the general arrangement of engine parts "and elements consisting of a main frame M, an integral vertical end wall H, and an open end chamber or recess |2, the latter being formed by the extension of the integral side, top and bottom wall 'members of the frame I0, projecting beyond the vertical wall The purpose for providing this end chamber or recess |2 will be pointed out hereinafter in more detail. Enclosed in the main body of the engine frame I is. the cylinderforming sleeve l3, the piston l4 and connecting rod IS, the overhead cam shaft l6 and associated fuel feeding device l1, and the crankshaft 20. As shown in Fig. 2, the camshaft l6 and crankshaft are supported, at one end, in suitable bearing elements carried by the vertical wall II. To complete the general frame structure, the chamber or recess .|2 is adapted to be closed by an end plate or bracket 2|, which constitutes a partialolosure for recess I2, and is of shallow dished form. The end plate 2| is secured to the recess side walls by means of a suitable bolt flange 22 formed thereon, and mating with a similar bolt flange 23 formed on the side walls,of the recess l2. Bolts or screws 24 retain the

flanges

22 and 23 in engagement in the usual manner. Tlhe bottom of the chamber I2 communicates with the engine crankcase 25 through an aperture 26 provided in the vertical wall so that excess oil supplied to certain bearings and other parts in the chamber |2 may'drain into the oil sump of the crankcase 25.

The crankshaft 20 isprovided with an overhanging intermediate end portion 26 of reduced diameter, a bearing portion 21 of further reduced diameter and a projecting tip or end 30 which is adapted to be engaged by a hand crank (not shown). The bearing portion 21 of the crankshaft is received in and supported by a sleeve or bushing 3| wh ch, in turn, is secured in a suitable housing or elongated boss 32 formed onthe cover plate 2|. The cover plate 2| in the zone of the crankshaft is recessed or enlarged, as at 33, so that certain elements carried on the shaft portion 26 may have suflicient space in which to operate. The end 30 is also housed in the boss 32, as shown in Fig. 2, and a sufilcient annular space 34 is provided to permit the insertion of a hand crank member (not shown) to engage the shaft end 30 for cranking the engine. A cover or cap 35 closes the open end of the boss 32 when the crank is removed.

Mounted on the shaft portion 26 and secured thereto in fixed position, as by a suitable key element, is a sprocket wheel 36 and a crankshaft balancing or counterweight member 31. The sprocket wheel 36 is preferably integrally formed on a sleeve which is adapted to slide onto the in the cover plate recess constituted by pocket 33.

The overhead camshaft |6 has a portion of its shaft, the details of which will be pointed out hereinafter in connection with certain of the engine accessory actuating means, projecting into the chamber |2, and operativcly carried thereon is a sprocket wheel 43 which is positioned in a plane common to the sprocket wheel 36 carried on the crankshaft portion 26. A sprocket chain 44 of silent or other suitable type, engages and rides upon the sprocket wheels 36 and 43 respectively, and upon rotation of the crankshaft 20 an actuating force .is transmitted through the chain 44 to the camshaft I6,

Operatively'arranged between the upper and lower sprocket wheels 43 and 36 respectively, is a third sprocket wheel member 45 (Figs. 3 and 4) a which provides, through suitable parts and elements later to be described, a power take off point for certain of the engine accessories. The sprocket wheel 45 is mounted upon a shaft 46, and the shaft 46 is rigidly supported in a boss 41 formed on the wall Cooperating with the sprocket wheel 45' and operatively associated therewith in fixed spaced relation, is a gear 50. This gear 50 rotates in unison with the wheel 45 and is retained on the end of shaft 46. Thus, it may be seen that thechain 44 driven by the crankshaft wheel 36 serves to transmit a rotating motion to the sprocket wheels 45 and 43, respectively; these latter means serving as power takeoff points and from which points the engine accessories may receive their driving actuation. The parts and elements thus far pointed out and described are mounted upon the engine frame members or carried by the crankshaft and camshaft, the whole assembly being conveniently positioned in the chamber or recess |2 formed in greater part by the engine frame. The cover plate or bracket 2|, adapted to complete the closure of chamber |2, is thus entirely free of any duty to support the various elements thus far described, except for the bearing support 3| which receives the crankshaft outboard hearing 21. The cover plate2| may be removed or assembled with entire freedom of any interference with the crankshaft balance member 31 or the chain driven camshaft I6 and the intermediate power takeofl provisions of the engine accessories, now to be described in detail.

Referring briefly to Fig. 1, the engine accessories are mounted upon the cover plate 2| and are.

conveniently grouped at the upper zone of the plate in close proximity to the power takeoff points, before noted. These accessories include a rotary pump 5|, an oil pump 52, which may be of gear type, a governor 53, for example of centrifugal fly ball type, though other suitable types shaft portion 26, and abut the bearing 4| for the crankshaft 2|), so that the sprocket wheel 36 will be properly spaced from the bearing 4|. The counterweight 31, also slidably mounted upon and keyed tothe shaft portion 26, abuts the outer end of the sleeve 40 and thereby attains its proper axial position with respect to the sprocket wheel 36. A retaining collar 42 is then provided to hold these members in position, and to prevent any axial movement thereof. The collar 42 is positioned on a threaded portion of the shaft 26 between the bearing surface 21 and the shaft portion 26, as clearly seen in Fig. 2. The counterweight 31' is positioned to rotatively operate partly in the chamber space l2 and partly may be employed, and a fuel supply pump 54, the pump illustrated being of diaphragm type. The arrangement of these accessories is such that the water pump 5|, oil pump 52 and governor 53 receive their actuating power from the gear 50 (Fig. 3), while the fuel pump 54 is actuated from the camshaft through suitably arranged means hereinafter described, it being noted that the fuel pump of the present exampl requires a reciprocating motion for its operation.

Turning now to Fig, 4 of the drawings, the details of the driving means for the lubricating oil pump 52 and governor 53 are clearly indicated. The stub shaft 46 mounted in the boss 41 on wall I is retained therein by means of an angularly directed set screw 55, threaded through the wall of the boss 41 and engaging a suitable notch 58 formed adjacent the butt end 51 of shaft 48. A gear 58 is rotatively mounted upon the shaft 48 as by means of an integrally'formed hub 88 of considerable axial extent. The sprocket wheel 45 is then rigidly mounted on the hub 88 between the gear 58 and the face of boss 41, as can be seen. The opposite end of the hub 58 is necked down to provide a solid portion 8| and the outward end face thereof is slotted at 82 for the reception of a mating key element 83 formed on the end of the'oil pump shaft 84. The oil pump 52 is mounted on a suitable boss or face 85 of the cover plate 2|, and holding bolts 56 detachably retain the pump in position. The boss 85 is centrally apertured to receive the projecting annular lip 61 formed on upon rotation of the gear 58 the oil and water pumps as well as the governor are actuated.

From an inspection of Figs. 4 and 5. it will be noted that each of the accessory elements or epthe body of the oil pump 52. The stub shaft 45,

gear hub 88 and oil pump shaft 83 are positioned in axial alignment so that assembly of these parts will be faciliated. It will also be noted that the gear 58 is positioned so that it' may rotate with a desirable clearance of the rear face of the cover plate, and yet be entirely clear of the drive chain 44 which meshes with the sprocket wheel 45.

Mounted on a boss or face 18 on plate 2| above the oil pump 52 and slightly to one side thereof is the governor 53. The governor 53 is detachably secured to this face 18 by means of bolts 1| passing through bolt holes in the flange 12.

thereof. The boss 18- is centrally apertured, as at 13, to receive the governor, actuating gear 14 mounted upon the shaft 15 and secured thereto by the hold nut 16. Gear 14 projects into the chamber I2 and meshes with the gear 58. It will be noted that the governor may be removed from, and operatively installed in place, without interfering with the oil pump 52 or the driving gear 58 in any way, and it is also clear that the oil pump 52 may be mounted or removed in like manner.

The governor 53 is adapted to control the setting of the fuel metering pumps I1 through the arm 18, and a connected rack member 19 operatively associated with pinion ears (not shown) carried by the fuel pumps I1. A hand control lever 88, carried by the governor 53, provides the necessary instrumentality for. predetermining the extent of governor actuation of the-fuel metering pumps I1. The governor linkage and control lever arrangement is well known in the art and needs no further explanation, and the same is true of the fuel metering pumps I1.

Continuing to Fig. 5, there is shown the assemf bly of the water pump 5| in relation to the lubricating oil pump 52 and the driving gear 58 therefor. The water pump 5| is positioned at one side of the oil pump 52 and slightly thereabove, and

is secured to the cover plate 2| by means of bolts.

or screws 11 passing through the flange 88 and threaded into the face of boss 8| on plate 2|. The base of the water pump body is provided with an annular lip 82 which is received in aperture 83 in boss 8|. The shaft 84 of the water, pump 5| projects into the chamber I2 and carried a gear 85 secured thereto by means of a key element (not shown), or in any other convenient I Aperture 83 is made sufficiently large.

erating engine adjuncts, may be independently assembled onto or'removed from the plate or sible. The cover plate with all its accessories can be placed on a work bench and completely serviced Without any adjustments being made upon re-assembling to the engine; The remaining engine block stands inside open with all parts revealed and within easy reach.

Proceeding now to a detailed description of the fuel supply pump 54 and the drive therefor, reference will be had to Fig. 7. The overhead camshaft I8 is bearingly supported in a sleeve or bushing 88 carried in a boss 81 on the wall II. The end of the camshaft I8 projects into the chamber I2 and provides a shaft portion 98 of reduced diameter. Keyed or otherwise fixedly secured to shaft 98 is a member 9| having an annular recess 92 formed in one face thereof. Seated in this recess '92 is the sprocket wheel 43, before referred to, and a series of spaced bolts 93 secure the member and wheel in fixed relation, so that upon rotation of the sprocket wheel 43 through the chain means 44, the member 9| and the camshaft are both rotated. The member 9| is retained on the shaft 98 by the holding nut 94 engaging the threaded end of the shaft 98. The member 9| also carries a pin element 95 in its outer face and positioned eccentrically with respect to the axis of shaft 98. An aperture 98 provided in the cover plate 2| and in axial alignment 8 with the shaft 98, is adapted to receive a shaft, element 91, the shaft 91 being carried in ahouslng I88. The housing I88 is suitably attached to the cover plate 2| by a bolt flange I8I (Fig. 1) held against the face of boss I82 on cover plate 2|. Bolts or screws I83 (Fig. 1) engage the cover plate 2| and press the flange |8| against the face of boss I82. The shaft 91 is received .in a

bushing I84, which bushing is retained in the pasthe notch I81, upon rotation of the member 98, provides the means for imparting rotation to shaft 91. A resilient member or spring 98, carried in a centrally located recess or bored pocket 99 in shaft 91, is adapted to abut the end of camshaft portion 98 and thereby retain the shaft intended axial position, without end 91 in its lash.

A housing member I88 is also provided with a second channel or passage 8 which extends in a direction normal to passage I and the junction of passages I85 and 8 forms a pocket III. A cam surface 2 formed on the end of shaft 91 is located in the pocket or recess III. The fuel supply pump 54, flange mounted on the side face of housing I88 by means of flange H3 and bolts or screws II4, has an arm element I I5 which ex:

tends into passage H8, and the end of arm H5. is adapted to engage and ride upon the cam surface 2 (see Figs. 1 and 7). Arm H5 is given an oscillating motion by rotation of cam H2 and the fuel pump mechanism (not shown) is thereby effectively actuated. Assembly or removal of the fuel pump 54 is seen to be a very simple matter by reason of the mounting or housing member I as shown by Fig. '1. It is also possible to remove the cover plate or bracket 2I without first having to remove any of the adjunctive engine accessories, as the operative connection between parts are retained in the chamber I2, and remain therein upon removal of the cover plate 2I. As' shown, the chain 44 receives its actuating force from the sprocket wheel 35, carried on the crankshaft portion 26, and transmits this force to sprocket wheels 45 and '43; The sprocket wheel 45 carries with it the gear 50, as before explained in connection with Fig. 4, and thereby imparts rotation to

gears

14 and 85. The sprocket wheelv 43 actuated the camshaft I5 (Fig. '7) and also the fuel supply pump 54 through the engagement of pin 95 with the arm I05 on the shaft 91. To maintain the'desired and properdriving tension in chain 44, an adjustable idle wheel H5 is positioned adjacent the lower or driving sprocket wheel 36. This idler wheel H6 can be adjusted, through means later to be described, in a horizontal direction toward or away from the'line of travel of the chain 44 so that the amount of slack in the loose side of the chain 44 may be regulated as desired.

The adjustable chain tensioning device illustrated in Figs. 3 and 6 in detail and shown as to certain details in Figs. 1 and 2, Consists of the idler sprocket wheel H6 freely mounted upon a forked or bifurcated spindle member H1. This member H1 has a threaded shank I and a bifurcated end portion I2I formed to provide relatively wide, flat arms I22. The wheel H5 is mounted in the space between these arms I22, upon a stub shaft I23 carried by the arms I22, as shown. Locking or cotter pins I24 retain the shaft I23 in position. The threaded shank I20 is carried in an internally threaded bushing member I25 which, in turn, is mounted in an aperture of the boss I25 carried on the side wall of chamber I2. The adjustment of the tensioner device H1'is obtained by rotation of the bushing member I25 which acts through the threaded contact with shank I20 to move the device H1 and associated idler wheel H6 toward or away from the chain 44. It is important that the spindle I20 and wheel H6 be prevented from rotation, as it is the rotation of bushing member I25 relative to the spindle I20 which is utilized to effect lateral'movement of the device H1. To preclude rotation of the device H1, a plate I21 is bolted to the inside of the frame wall by means of bolts or screws I30. Plate I21 is apertured at I3I to receive the bushing member I25 and a flange I32 formed on this bushing is adapted. to seat in an annular recess I33 in plate I21, so that outward movement of bushing member I25 is prevented. Carried on plate I21 is a crosshead or arm member I34, provided with a pair 75 aperture of side elements I35 which abut the flat side of the inner one of the arms I22. Elements I35 are connected by a web I36 so that in cross-section (Fig. 2) the arm member I34 forms a wide letter H By forming the arm I34 in this manner. it becomes apparent that the side elements I35 abut the face of arm I22 upon each side of the center line of the device H1 and thereby positively prevent rotational displacement thereof, yet allowing a sliding movement for adjusting chain tension.

The outer end of bushing member I25 is formed to provide a tool engaging face I31 so that rotation thereof may be readily effected. A looking or jam nut I40, threaded on the bushing member I25'and engaging threaded portion I4I thereof, securely holds the bushing member I25 from further rotation once thedevice H1 is positioned as desired. Adjustments of the device H1 can be made only when lock nut I40 is backedoff sothat rotation of member I 25 may be readily effected. This construction of variable chain tensioning agency is simple and yet sufiiciently rugged to resist engine vibrations which tend to loosen the threaded connections thereof. Adjustments may be made on the device H1 from the exterior of the engine, and without removal of the cover plate 2I.

The preceding description of the engine, and the improvements in grouping and mounting the accessories therefor, have been principally directed to a Diesel engine, the main objective being the design and construction of a relatively compact engine which lends itself well to mass production methods. It is also very desirable, especially with small engines, to provide for utilization of different fuels, so that a single engine of standardized design may be readily converted at low cost, from operation on fuel oil to the usage of gas as fuel, or conversely.

In view of the foregoing, it is contemplated that the Diesel engine referred to hereinbefore, be readily and easily converted to a gas engine. The simplicity of such conversion is indicated in Figs. 8 and 9, wherein a magneto has been substituted for the fuel oil supply pump 54 of Fig. '7, as some form of ignition means is required for the gaseous fuel mixture, as distinguished from the compression-ignition system of the oil or Diesel engine. As shown in Fig. 8, the camshaft driving sprocket wheel 43, and the shaft mounting means therefor are identical with the showings of Fig. '7, and therefore further reference to such features and parts will not be had as they have been heretofore described. A change in the accessory carrying or supporting means formed on cover plate 2I is necessary as a rotary motion is required for the magneto drive. Accordingly, a modified cover plate or bracket 2I' is formed to provide a shaft-receiving aperture I for an integrally formed shaft and gear member I5I. Aperture I50 is formed in the outwardly projecting boss I52 and is in axial alignment with shaft 90. A centering pin I53 serves to maintain the member I 5| in proper coaxial relation with the shaft 90 so that the driving pin 95 will be engaged in an eccentrically located I54 in member I5I. Aperture I54, which provides the driving connection for the member I5I, is carried in the gear-forming portion I55 of the member I5I.

A cup shaped boss or extension I56 formed integrally with plate 2I serves to receive and carry a magneto I51. The magnetois preferably flange mounted, as indicated generally at I60;

The driving connection for the magneto I51, consists of a gear I6I meshing with gear I55 and secured on a shaft member I62 by means ofan axially located bolt I63 which acts through a washer or plate I64 to hold gear |6| on the shaft I62. The opposite end of shaft I62, positioned in the upper space I65 of part I56, provides an enlarged member I66 having axially directed, radially disposed recesses I61, which are adapted to receive the lugs |1|| formed on the magneto impulse couplingl1l. This is the usual means for connecting a' magneto and conformity to standard practice may be taken as ilustrative. The gear |6|, shaft I62 and member I66 are carried by the wall I12 of the plate 2| as will be clear from inspection of Fig. 8. It is also clear now that the magneto I51 may be removed from the cover plate 2|, without necessitating removal of any of the other parts associated therewith, or the magneto I51 may remain in place and the cover plate 2| be removed from .the engine frame; the removal of the plate serving to eifect an interruption of driving engagement between the driving pin 95 and the aperture I54 in gear disc I55. Fig. 9 indicates the position of the magneto I51 when. assembled to the cover plate 2|.

The above noted arrangement of magneto drive means carried by the detachable bracket or plate 2|, permits the magneto I51 to be timed to the engine operating cycle while the plate 2| is removed from the engine frame III. The cyclical coordination or bench timing of the magneto I51 is best carried out in the following manner: The angular position of pin 95, carried by the camshaft driving member 90, is determined so that the valves are set for a power stroke in a selected one of the cylinders. The magneto I51 is then set, through rotation of gear I6I and the associated connection between member I66 and impulse coupling "I, to correspond with the selected cylinder so that a spark is produced in the igniter means or spark plug associated with that cylinder. Gear I55, previously disengaged from gear IBI, is then rotated until the aperture I54 therein, assumes an angular position corresponding to that of pin 95. Gear I55 then may be positioned in engagement with gear I6| and the adjacent gear teeth or the point of engagement between these gears I55 and I6| punch-marked or otherwise indicated. Thereafter the plate 2| may be placed on the engine frame with the assurance that pin 95 will be received in aperture I54, thus completing the driving connection for the magneto I51. Subsequent timing operations, as for instance after removal of the magneto or the driving gears therefor, may be made by matching the gear marks and then rotating either gear I55 or camshaft I6 so that pin 95 and aperture I54 is positioned for engagement, as before noted.

It will be apparent now that the foregoing description of the various parts and elements indicates the preferred manner of grouping and correlating the vital parts of the engine to achieve the objectives previously pointed out. An engine constructed according to the above principles is greatly simplified and desirable as it conforms well to prevailing mass production schedules, is quickly and easily assembled or dismantled, reduces the time and amount of work necessary to eifect any sort of repair, as each element or part susceptible of a functional fault serviced, or replaced as found necessary. and, by

and timed relation of each accessory may be most advantageously attained. In the case of a need for an engine-capable of utilizing a-gaseous fuel, the above engine constructionprovides an immediate possible conversion from the standard Diesel engine by the simple operation of interchanging the cover plate member 2| or bracket, for a cover,,plate, 2| having provision for mounting an ignition device, such as amagneto, in the place of a fuel supply pump.

The unification and simplicity of the accessory driving means, indicated as being consolidated at one end of the vengineframe, and contained in a shallow, fully accessible chamber or recess, enhances the engine operation and performance, as a positive drive is obtained, which is free of slippage or the possibility of incorrecttiming. It is also possible, through the'drive tensioning means, herein preferred, to regulate the driving means for the engine accessories to theend that excessive wear or slippage will be positively precluded.

The condition of engine balance, as governed and controlled by the application of a counterbalancing weight means, is expeditiously provided for in that the counterweight means provided herein may be assembled and rigidly positioned after all rotating elements have been assembled on the crankshaft. The position of the counterweight outwardly of the engine accessory driving means, facilitates accessibility for balancing adjustments,'and importantly, places the weight means at a point where the balancing effect is most advantageously attained.

The foregoing description covers solely a preferred embodiment of the principal objectives to be attained in the construction and assembly features of a single type of Diesel engine. .It is to be understood that many modifications are possible, and therefore the present description is not to be taken as limiting the invention, ex-

or liability to wear, may be individually removed, 7

cent as to any limitation imposed thereon by the appended claims.

I claim:

1. In an internal combustion engine of generally vertical type, a crankshaft, a camshaft, a driving sprocket on the crankshaft, a driven sprocket on the camshaft, a timing chain con necting said sprockets, a shallow, generally vertical casing at one end of the engine, formed of a pair of mating casing sections, a plurality of engine accessory or auxiliary devices, independently and individually removably mounted on an outer one of said sections, the last said casing section being readily detachable as a unit from its companion section with the several auxiliary or accessory devices mounted thereon, a plurality of gears operatively arranged substantially in a single plane close and parallel to the plane of centers of the said sprockets and chain, said gears including a master gear on an axis relatively close to the camshaft sprocket, a third sprocket operable and coaxial with the master gear and exteriorly engaging the timing chain close to and beneath the camshaft sprocket whereby to maintain a wrap of the timing chain on thecamshaft sprocket substantially in excess of degrees, said plurality of gears further including a pair of accessory-drive gears, respectively arranged on opposite sides of and powered by said master gear, the axes of the accessory drive gears being located below the outer portions of the camshaft sprocket, whereby to minimize the required width of casing to accommodate the accessory drive assembly, and all of said plurality of gears being arranged with their axes located vertically between the axes of the crankshaft and camshaft, whereby to minimize'the vertical casing dimension necessary to accommodate the accessory and timing drive assembly.

2. In an internal combustion engine of generally vertical type, a crankshaft, a camshaft, a driving sprocket on the crankshaft, a driven sprocket on the camshaft, a timing chain connecting said sprockets, a shallow, generally vertical'casing at one end of the engine, formed of a pair of mating casing sections, a plurality of engine accessory or auxiliary devices, independently and individually removably mounted on an outer one of said sections, the last said casing section being-readily detachable as a unit from its companion section with the several auxiliary or accessory devices mounted thereon, a plurality of gears operatively arranged substantially in a single plane close and parallel to the plane of centers of the said sprockets and chains, said gears including a master gear, on an axis relasprocket operable and coaxial with the master gear and exteriorly engaging the timing chain close to and beneath the camshaft sprocket, whereby to maintain a wrap of the timing chain on the camshaft sprocket substantially in excess of degrees, said plurality of gears further including a pair of accessory-drive gears, respectively arranged on opposite sides of and powered by said master gear, the axes of the accessory drive gears being located below the outer portions of the camshaft sprocket, whereby to minimize the required width of casing to accommodate the accessory drive assembly, and all of said plurality of gears being arranged with their axes between the axes of the crankshaft and camshaft, whereby to minimize the vertical dimension of the casing necessary to accommodate the accessory and timing drive assembly, the accessories car ried by said outer casing section including one thereof mounted in the region of the camshaft sprocket, a drive pin for the last said accessory, eccentrically rotatable with the camshaft sprocket, and elements operatively connecting the drive pin to the last said accessory, including a recessed element detachably overlying the pin so as to derive a rotary-movement therefrom.

HENRY SCHRECK.