US1653476A - Oiling system for internal-combustion engines - Google Patents

Description

Dec. 20, 1927. 1,653,476

A. SMITH OILING SYSTEM INTERNAL COMBUSTION ENGINES File t,. 6. 924 4 Sheets-Sheet l m llll M ffiasse; 75 Y M7774 M/Mw Dec. 20, 1927. 1,653,476

A. SMETH 01mm SYSTEM FOR INTERNAL COMBUSTION mamas Filed Oct. 6. 1924 4 Sheets-Sheet 2 i r 1 m1/ \5V- :55

I Jndrcw 5772???? WXM Dec. 20,-1'927'. 1,653,476

i A. SMITH OILING SYSTEM FOR INTERNAL JOMBUSTION ENGINES Filed Oct. '6. 1924 4 Sheets-Sheet 3 @1'71655 5' Jndraw 5772127! W 7 @MM Deb. 20, 1927. I 1,653,475

A. SMITH OILING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed 061;. 6. 1924 4 Sheets-Sheet 4 Patented Dec. 20, 1927.

UNITED STATES:

ANDREW SMI'II-I, OF MILWAUKEE, WISCONSIN, ASSIGNOR- T0 SMITH LABORATORIES,

PATEYNVTV' oFFicE.

INC., OF MILWAUKEE, WISCONSIN, A CORPORATION.

OILING SYSTEM FOR INTERNAL-COMBUSTION ENGINES.

Application filed October 6, 1924. Serial N0. 741,990.

My invention relates to improvements in internal combustion en ines and has s ecial vention described and claimed in my earlier application filed September 11, 1924, Serial Number 737,128.

In said earlier application Ihave shown and described a settling chamber below and 5 in communication with the oil pan of the engine, a valve for closing off the communication when the engine is running and for opening up such communication when the engine is not running. In said earlier'application the communication is closed by the flow of oil set up in the pan by the fly Wheel which dips into the oil.

In this present application the communi cation is closed by means of the vacuum pressure set up in some part of the engine,

such as the vacuum tank, the intake manifold or some other suitable part.

My invention will be more readily-under stood by reference to the .ccompanying drawings forming part of this specification and in which: 1 i I Figure 1, is a transverse, vertical,. central, sectional view of the oilpan of an internal combustion engine and provided with means for removing the grit, etc, embodying my invention in one form; I

Figure 2, is a fragmentary plan view of the pan, shown in Figure 1;

Figures 3 and 4, are fragmentary, vertical, sectional views on the lines 33 and 4 -4 respectively of Figure 1;

Figure 5, is a fragmentary plan view of one end of one of the valve blades or members; r

Figure 6. is a vertical, central longitudinal section on the line 66 of Figure 2;

Figure 7 is sectional view similar to Figure 6 and illustrating a modified form of my invention;

Figure 8, is a section similar to Figure 1 and taken on the line 8-8 of Figure 7;

Figure 9, is a fragmentary enlarged vertical sectional view on the line 9-9 of Figure 7; I

Figure 10, is "a fragmentary, horizontal sectional view on the line 10-10 of Figure 9 Fig. 11, is a fragmentary, horizontal sect onal new on the line 11'1-1of Figure 9; Figure 12 is a detail fragmentary vertical section on the llI16'12 12f of Fig me 10; I v

Figure 12, is a fragmentary plan view of the pan portion 0f the crank case of an internal combustion engine equipped with a valve mechanism embodying my invention in one form;

- Figure 13, is a fragmentary longitudinal central, vertical sect-ion on the line 1313 0 Figure 12;'

Figure 14, is a verticalsection on the line 1414 of Figure 12; and u Figure 15, is an enlarged detail vertical section on the valve plate on the line 15 15 of Figure 12, especially showing the formed up shape of the valve plate between the opening therein.

In said drawings, 10 pan for closing the bottom of the crank case of an. internal combustion engine. The bottom 11 of the pan is rounded transversely and is preferably sloped longitudinally to a drainhole 12, normally closed, by a screw plug 13. I arrange to close off the lower portion 14 of the pan when the engine is-running and to'openup communication between this lower part and the pan proper when the engineis not'running. It will of'coursc be understood that the pan contains lubricating oil for the engine and that-when the engine is running this oil is pumped up and delivered to the various bearings, of the engine. WVhen the engine is at rest'the oil remains stationary and all the matter contained in the oil, viz, grit, carbon, fibres, Water, etc., settles to the bottom, at which time it can settle down into the subsidiary chamber 14, As the engine starts the communication between this settling chamber or trap is'closed and whatever has entered the'settling chamher is held against rising again to mix with the-main body of oil, consequently the main body of oil is cleared of all deleterious matter everytime the engine is at rest for a period long enough to permit suchsettling, practically one-half hour.

I am aware that many means can be provided for performing the function of closing.

indicates a typical 1 v some practical arrangements in my said earlier application.

This present invention relates particularly to a valve mechanism for the :purpose mentioned which is operable by the vacuum produced in various parts of the engine, viz, the vacuum fuel feed tank, the intake manifold or other parts. In this particular form of my invention I prefer to open up the substantially whole top of the settling chamber, and for this purpose I provide a plurality of slat valves 15 arranged in the form of an old fashioned slat blind, that is, the slats 15 are parallel with each other and when brought into closed position, as shown in dotted lines, the slats form a continuous horizontal position between the lower chamber and themain oil chamber. When the slats are relieved of closingpressure they swing open to inclined position, as shown in full lines in Figure 1. For this purpose the slats are formed with longitudinally extending trunnion or hearing projections 16, as best shown in Figure 5, and are olfset slightly to one side to make the lower parts 17 slightly heavier than the upper parts 18. For mounting the slat valves in position within the pan, I provide depending sheet metal holders 1.9 in the form of Z-shaped strips at-the two ends of the pan. These strips are arranged with their two edge flanges 20 and 21 arranged vertically, and the joining web 22 inclined inwardly. The upper flange 20 is riveted to the end of the pan and the lower flange 21 depends ver- 7 tically and is provided with bearingopenings 23 of a sizeto freely receive the bearing projections 16 o'fthe slats. In assembling the device the'slats are first assembled with the support members, the whole is lowered down into the pan and the support members 19 secured in place. Tocomplete the closure I provide fixed longitudinal closure strips 25 along the sides of the pan and on substantially a level with the end memhere 19. These closure strips 25 are riveted at their upper edges to the side walls of the pan and they are inclined downwardly into the paths of the adjacent sides of two end slats. The upper edge 26 engages upon the upper surface of one of the members 25 and the lower edge 27 of the opposite end slat engages --beneath the edge of the opposite member 25 when the slats are swung to closing position, as indicated in dotted lines in Figure 1.

For swinging the slats to closing position when the engine is running, Iprovide a hollow collapsible diaphragm 27 of well 7 known form, the interior of which is connected by a pipe 28 with some part or chamher of the engine in which the pressure is below atmospheric pressure when the engine is running. The vacuum feed tank and the -fiX8Cl bracket or support 31. Thebell-crank is arranged with one'arm 32extending' up I to meet a rod '33 extending transversely across the pan and connected with the diaphragms for endwise movement thereby. The arm 32 and the free end of the rod 33 are pivotally connected, as shown at 34. The other arm 35 of the bell-crank 29 extends'horizontally and its free end 36 is located substantially midway between the sides of the pan. Upon this end 36 I hang a valve operator 37 in the form of a thin plate bar which extends transversely of the valve slats and the lower edge 38 of which is straight. The operator is balanced on a pivot 39 secured in the end 36 of the arm 35 of the bellcrank 29, and is arranged whenlifted, on account of the expansion of the diaphragms when freed of the vacuum, to rest just in contact with the upper edges of the several slats when in inclined open position. When the operator is depressed by the collapsing of the diaphragms, due to the production of a -partial vacuum in thechamber to which the pipe 28 is connected the weight of the operator is sufiicient to depress the upper parts of the slats and rotate them on their bearings to closed position. If the Weight of the bar 8 does not carry the valves'down the pressure transmitted to the bar will-force them down and close off communication between the main oil chamber and the settling chamber. metal to make them of light weight and as they are usually quite long, I stiffen them by forming a narrow depending longitudi As theslats are made of thinnal flange 39 on the lower edge of each slat and an upstanding similar flange 40- on. the upper edge of each slat. The upper flange 10 is preferably bent off at slightly less than a right angle, so that when the slats are in lubricating to be circulated to the bearings and wearing surfaces of the engine. In this the chamber 42.

- tions.

form instead of dividing off the lower part of the pan to form a settling chamber, 'I attach a chamber 42 to the bottom 43 of the pan. The bottom of the pan is provided with an opening 44 for the attachment of the settling chamber 42. The chamber 42 is provided in its top with an internally threaded opening 45 and I provide a clampingmember 46 provided with an externally threaded nozzle 47 for engagement in the opening 45 and by means of which the two parts 42 and 46 can be clamped in position. In order to make the joint tight I interpose a soft packing washer 48 between the top of the chamber 42 and the bottom of the pan, providing surfaces for properly receiving the washer. The clamping member 46 is provided with a large central opening 49 affording communication be tween the pan and the settling chamber 42. It is this opening through which the sedi: ment settles into the chamber 42, and it is this opening which I arrange means to close when the engine is running and to open when the engine is not running.

For the purpose of providing means on the member 46 for engagement with the i11- ner surface of the bottom of the pan for clamping the device to the pan and to avoid any serious obstruction to the free movement of the sediment down along the inner surface of the pan into the sediment chamber,I provide radial projections 50 on the upper end of the threaded nozzle 47 the metal between the projections being cut away down to the lower surfaces of the projec- This construction leaves the spaces between the projections free down flush with the inner surface of the bottom 43 for the movement of the settled material down into For controlling the opening 49 provide a light weight disk valve 51 arranged just below the opening 49 and-adapted to be lifted to seat against a circumferential valve seat 52 to close off communication with the settling chamber. Below the seat 52 the communicating opening is enlarged in diameter,-as shown at 53, to afford ample flow space around the edge of the valve 51. provide several valve guide projections 54 within the enlarged opening 53. The valve head 51 is rigidly clamped upon a central stem 55 which rises into the pan and which carries-Hat its upper end one or more collapsible diaphragms 56, which are hollow andare connected by a pipe 57, communieating with some chamber or part of: the

engine in which a vacuum is maintained when the engine is running. The upper diaphragm is rigidly clamped to a fixed bridge plate or member 58, so that when the diaphragms are collapsed the valve 51 is lifted into contact with its seat, and when they are allowed to expand upon the cessation of the vacuum the valve is'lowered away from the seat. While the'bridge plate 58' might be mounted in the pan in various ways, I prefer to secure it upon the topsof posts 59 rising from lugs 60 formed integrally with the member 46, so' that the various parts can be assembled together and mounted as awhole in the pan. The pipe 57 is connected with the vacuum chamber, preferably by a pipe 61, which passes out throughthe side of the pan and is tightly clamped therein, as bestshown in Figure 8. p 1

In Figure 9, I have shown the valve in open position in full linesand in closed po sition in dotted lines and its operation will be clear from the foregoing.

' Referring now to the form of my inven tion illustrated in Figures 12 to 15; I. have shown a form somewhat similar to thatshown in Figures 1 to 5, in that I divide off the lower portion 62 of theengine pan 4 of an inch centers, and being preferably about of an inch in diameter, thus pro viding ample flow area to allow the sediment to drop into the divided ofl' portion of the pan.

For the purpose of closing off the lower portion 62 from the main part of the pan at times when the engine is running, I provide a second or top plate 66 which is likewise perforated and the holes 67- of which are adapted to be placed in registry with the holes 65 to afford communication and out of registry to close off communication.

While it is obvious that the plate 66," which may aptly be called a valve, could be moved back and forth in many different ways, either manually or automatically, I prefer to provide simple means for moving it automatically. The means which I have;

shown consist of collapsible diaphragms 68,

similar to those already described in c0nnec-- tion with the other forms of my invention. These diaphragms are hollow and are connected by a pipe 69 to any suitable chamber of the engine in which a pressure below atfixed upon the top side of the plate valve 66. Y

WVhen the diaphragms are collapsed they, pull the plate in one direction against a suit able stop 76, and in which position the openings in the lower plate are closed by the upper plate. When the engine stops and could lodge and accumulate.

the diaphragms are freed of the vacuum action the valve plate is drawn back against a stop 77 at theother end, in which positionthe holes in the two plates are in registry and the sediment can flow down into the trap portion 62 of the pan. The plate can be drawn back by any suitable means, such as a tension spring 7 8 attached atone end to the plate 66 and at the other to the wall of the pan. The plate 66 is guided in its back and forth movement by suitable guide clips 79. The bottom of the pan 63 is provided with a removable screw plug '80 by which the collected sediment can. be removed from time to time. i The plate 66 is formed up between the openings 67 therein, as best shown'in Figure 15 at 81, to eliminate all flat top surfaces upon which the sediment In other words, the whole plate is freed of all sediment as soon as it is moved to open the holes'leadmginto the sediment chamber, and

any sediment which does settle down on the plate66. between the holes 6'? slides down the inclined surtaces produced by forming up the plate between the holes 67, and falls through the openings into the sediment chamber; 7 i

As many modifications of my invention will readily suggest themselves to one skilled in the art,I do not limit or confine my invention to the Specific constructions or methods of operation herein shown and described.

I'claim: r

1; ;In an internal combustion engine, a

I crank chamber adapted to contain lubricat ing-oil for the engine, a settling chamber belowthe crank chamber having communication with the crank chamber, valve means for. closing off such communication, and means connected with a part of the engine in which the pressure is normally below atmospheric pressure, when the engine is running, for closing said valve'means at crank chamber ladaptedto contain lubricating oil for the engine, a settling chamber below the crank chamber having communication with the crank chamber, a valve mechanism for closing off such communication, a

hollow collapsible valve operator connected with a part of-the engine in which the pres sure 1s below atmosphere when the engine is running and operably connected to a valve in said mechanism to close same when the engine is running, the said valve being adapted to open when relieved of the closing action of said operator.

3. In an internal combustion engine, a

crank chamber, a settling chamber below tween thetwo, a valve adapted to be lifted" for closing said passage, a diaphragm collapsible by vacuum pressure and connected with the valve for closing same, the valve being adapted to open automatically when released from closing action'of the diaphragm.

5. In an internal combustion engine, a chamber in which lubricating. oil for the engine-is adapted to be agitated when the engine is running, a settling chamberbelow said agitation chamber, communication between the two chambers, a valve controlling said communication, and means controlled by a variation from the normal pressure which variation is produced by the engine when running, valve when the engine is running and open the valve when the engine is not running.

6. In an internal combustionengine, a settling chamber normally in communication with the engine lubricating oil system when the engine is not running and pressure operable means subject to a pre's'surebelow atmosphere, producedby the engine, for closing 0E such communication-when the engine 1s running. Y a

7. In an internal combustionengine, having a lubricating oil system and a chamber for containing the oil, a settling chamber in communication with the oil chamber, a valve for closing oil such communication, a hollow valve operator adapted to be collapsedby a pressure below atmosphere, produced by the engine when running, and operable thereby to hold said valveclosed while the engine is running.

8. In an internal combustion engine having a crank chamber adapted to containlubricating oil, a settling chamber below the crank chamber, communication between the and is operative to close said 7 two chambers, a valve adapted to be lifted to close ofi" such communication, and pressure responsive means adapted to be operated by a pressure below atmosphere, produced by the engine when running, and connectionbe: tweensaid means and said valve whereby said valve is lifted to close olt said communication while the engine is running. V

In testimony whereof, I havehereunto set my hand, this 25 day of September, 1924.

ANDREW SMITH.

Images