US2584090A

US2584090A - Ventilation of crankcases for internal-combustion engines

Info

Publication number: US2584090A
Application number: US65930A
Authority: US
Inventors: William S James
Original assignee: Fram Corp
Current assignee: Fram Corp
Priority date: 1948-12-17
Filing date: 1948-12-17
Publication date: 1952-01-29
Anticipated expiration: 1969-01-29

Description

Jan. 29, 1952 w. 5. JAMES 2,584,090

VENTILATION OF CRANKCASES FOR INTERNAL-COMBUSTION ENGINES Filed Dec. 17, 1948 2 SHEETS-SHEET l INVENTOR. WM 3 James Marry Jan. 29, 1952 w. 5. JAMES 2,584,090

VENTILATION OF CRANKCASES FOR INTERNAL-COMBUSTION ENGINES Filed Dec. 17, 1948 2 SHEETS-SHEET 2 INVENTOR.

Man; .5 M66 Patented Jan. 29, 1 952 VENTILATION .OF CRANKCASES FOR INTERNAL-CglMRUSTION ENGINES William S. James, Birmingham, Mich., assignor to Fram Corporation, a corporation of Rhode Island Application December 17, 1948, Serial No. 65,930

This invention relates to an internal combustion' engine and, more particularly, to the ventilation of the crankcase of such an engine.

It is desirable to provide some sort of crankcase ventilation for an internal combustion engine, to remove gasses from the crankcase, including the blow-by from .the combustion chamber. Ventilating systems which have heretofore been used usually depend upon a ventilating tube which has communication with the crankcase being scarfed off atone end with such end located in the air stream, which in automobiles is the under-car air stream. It is found in many instances that such scarring of an air outlet tube is insuflicient to provide the ventilation desired, and in some cases a reverse air flow occurs under certain operating conditions of motor vehicles. Some systems depend to some extent upon the impact of air from the air stream or the fan of the engine to cause a positive injection of air into the crankcase for ventilation.

One of the objects of this invention is to provide crankcase ventilation by improving the suction effect upon the air outlet tube which communicates with the crankcase.

Another object of this invention is to make unnecessary the positive forcing of air into the crankcase by reason of increasing the suction efiect upon the air outlet tube in communication with the crankcase.

Another object of this invention is to provide a crankcase with a unit having no moving parts but which is so arranged as to utilize the flow of air past it in any direction tocreate a lower pressure within its internal chamber and thereby a suction upon any gas in the crankcase to which it is connected.

Another object of the invention is to utilize aerodynamic principles on a unit having no moving parts to cause said unit to create the desired pressure effect upon the crankcase of an internal combustion engine, so as to ven-- tilate the same.

With these and other objects in view, the invention consists of certain novel features of construction, as will be more fully described and particularly pointed out in the appended claims.

In the accompanying drawings:

Figures 1-6 inclusive are three groups of side and end elevations diagrammatically shown in horizontal pairs different arrangements of outlet tubes for the gasses in the crankcase of internal combustion engines, showing in each case an outlet tube equipped with the unit which is the subject of this invention;

a ,3 Claims. tCl.123-41.86)

Figure '7 is a perspective view of this unit;

Figure 8 is a section on line 88 of Figure 7, showing the flow upon air current engaging the device;

Figure 9 is a section similar to Figure 8 showing a different air flow;

Figure 10 is a section on line lll| 0 of Figure 7 In proceeding with this invention, I utilize a unit having no moving parts, which is so arranged aerodynamically that when an air current strikes the same in any direction, a reduction,

in pressure will be provided in an internal chamber thereof, and I apply this unit to the outlet tube of the crankcase of an internal combustion engine by attaching it to the end thereof so that as the engine is moved through the air and a current of air strikes the unit, a reduction in pressure will occur in its internal chamber which will be connected to the air outlet tube and will suck gasses through the air tube and from the crankcase with which the tube has communication.

With reference to the drawings, Figures 1 and 2 illustrate diagrammatically a 1946 Chrysler Royal 0-38 internal combustion engine l0 havin a fan II at one end with an oil filler tube [2 to the crankcase at one side and an air outlet tube H5 at the other side. Air may pass as shown by the arrows into the oil inlet tube through the crankcase I4 and up through the valve stem chamber 15 and thence into the outlet tube [3.

The exhausting unit which I have provided is designated generally 16 and is attached to the end of the tube l3.

In Figures 3 and 4, I have shown a 1946 Ford V8 engine designated generally 20, in which the oil filler tube to the crankcase is designated 2| and the air outlet tube from the crankcase is designated 22. The arrows indicate the entrance of air through the oil filler tube 2|, passage down through the crankcase, up through the valve stem chamber, and then downwardly through the outlet tube 22, there bein a fan 23 at one end of the engine. The unit I6 is attached to the oil filler tube 22 as indicated.

In Figures 5 and 6, I have illustrated an engine of a little difierent modification, there being there shown a 1946 Nash 600 engine, in which the block is designated 30 having an oil filler tube 3| to the crankcase and an air outlet tube 32 from the crankcase with a fan 33. As indicated by the arrows air passes into the oil filler tube 3| through the crankcase 34 and up through the valve stem chamber 35 and out through the outlet tube 32. The unit I6 is placed on the end of this air outlet tube 32 as indicated.

As shown in Figures 7-9, this unit l6 comprises an air passage 40 which is formed as a cylindrical member split as at 4| to permit of some expansion and contraction for gripping the air outlet tube I3, 22, or 32 as indicated in the Figures 1-6. This passage 40 may be clamped by a suitable ring such as 42 upon the air outlet tube. Supported on this passage 40 are a series of bafiles 44 and 4-5, the latter of which is surmounted by conical end 46. The inner bafiles 4'! are shaped as shown in Figures 3. and 9, having angular projections 48 with their edges spaced to provide outlets as at 49, while there is an outer set of baflies 50 which are provided with outwardly angular projecting walls with. their edges spaced to provide openings 52. Should air strike the unit in the direction shown by arrows 53, the air flow would be across the opening 52 as shown by arrows 54 creating a flow of air such as shown by arrows 55, 56 and 51 through the

adjacent openings

39, 49, 49", 49".

Should the current of air strike the unit at the angle such as shown by arrows 60, then the flow of air would be as shown by arrows 6!, 62, into opening 52 and out through the

openings

49, 49, 49 and 49", and'out through

openings

52, 52" and'52', thus in either case creating a suction or a reduction in pressure in the internal chamber 43 and passage is connecting therewith. It is found that this reduction in pressure will occur at whatever angle the unit maybe to the air stream, either through any vertical angle or horizontal azimuth, thus providing the correct-aerodynamic arrangement. No moving parts need be provided and the utilization of the air flow may provide the desired exhausting of gasses from the crankcase of the engine.

I claim:

1; In an internal combustion engine having a assgoeo crankcase, an air outlet tube communicating with said crankcase and an exhausting unit having means symmetrical with respect to the axis of said air outlet and responsive to air current striking the outside of the same from any direction throughout 360 with relation to said axis to suck gasses therethrough and means to connect said unit to said outlet tube.

2. In an internal combustion engine as in claim 1 wherein said unit is so located as to be in an air current passing said engine.

3. In an internal combustion engine having a crankcase, an air outlet tube communicating with said crankcase and an exhausting unit having an internal passage with means symmetrical with respect .to the axis of said air outlet and responsive to air current striking the outside of the same in any direction throughout 360 with relation to said axis to' 'reduce the gas pressure in said passage and means to connect saidpassage tosaid outlet tube to suck gasses therethrough upon air current .striking said unit.

WILLIAM S. JAMES;

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PA'IENTS