US1937031A - Crankcase ventilation - Google Patents

Description

Nov. 28, 1933. w. H. MOYSE CRANKCASE VENTILATION Original Filed July 2, 1926 therefore, desirable to withdraw adulterants,

" the lubricant.

Patented Nov. 28, 1933 UNITED STAT -s PATENT FICE I,

, CRANKCASE VENTILATION William H.Moyse, Oshawa, Ontario, Canada Application-July 2, 1926, Serial No. 120,150

Renewed August 20, 1927 7 20 Claims. (01. 123-119 Thisinvention relates to oil purification, and

more particularly to crankcase circulation and has for one of its primary objects the elimination of condensation of gases in the crankcase of an explosive engine and the consequent dilution of Dilution not only destroys the lubricating characteristics of'theoil, but undercold weather conditions, diluted oil has a tendency to congeal and'freeze, causing injury and preventing the operation of the engine. It is,

such as vapors that seep past the pistons and any steam that may be developed within the crankcase, from the engine, before they condense on the walls or mix with and dilute the lubricating oils.

' ing and automatic control of the suction created The object of the invention is to provide a simple and inexpensive means of producing and controlling a suction for inducing ventilation and freeing the crankcase to such vapors, wherei by, under normal conditions, there will be a tendency to substantial uniformity in the crankcase circulation.

The suction necessary to induce the flow of air through the'crankcase may obviously be created in various wa'ys. It is, of course, desirable that the power 'to create the suction be developed by the operation of the-engine. This may be accomplished by-,the use of the vacuum pump driven off the crankshaft. However, it is important to obviate as far as possible moving or working parts, and to'this end the suction pro duced in the engine cylinders on the intake stroke may be employed, when" such vapors would be drawn with the combustible gases through the engine andj'discharged in theexhaust conduits.

A more feasible method has been fou'ndto be the v use 01' discharged spent gases as they leave the mufller to produce the suction. Thus it will be seen that the intensity of the suction developed, will vary with different engine speeds, and the great degree developed at "high engine speed when the 'mufilerdischarge is heavy, would have a tendency to carry along the lubricant. To avoid this difiiculty, the excessive suction must be by-passed before it reaches the crankcase,

which will 'have'the result 'of maintaining as nearly as possiblea substantial uniform circulation within the crankcase. The present invention is particularly concerned" with the by-pass- In the drawing:

Figure 1 is a side elevation outlining an'automobile frame with' an engine mounted'therein and the present invention applied thereto.

Figure 2 is a side elevation, partly in section, of

the crankcase connection with the source of suction, showing the suction controlmechanism.

lFigure 3 is a transverse view of line 33 of Figure 2. i

Figure 4 is a top plan view, partly in section,

of the housing. on the exhaust mufller andillus-" trates one form of creating the vacuum. Figure 5 is a fragmentary side elevation of a carburetor with an air suction line connected thereon, and illustrating the employment of ensine Suction. I

Referring to the drawing, wherein the invention is shown forillustrative purposes as applied to an explosive engine of an automobile, therefer en'cecharacter "1- indicates the crankcase, and 2 a breatherpipe permitting the entrance ofair into the crankcase. An exhaust conduit3 on the top of the crankcase,-extends into a chambered housing 4, which has therein two passageways. The conduit 3, communicates with one passageway, leading at a medial point into the second passageway, extending entirely'through the housing. The upper end of the continuous passageway forms a by-pass conduit, having therein the butterfly control valve '5. From the V lower-end of the passageway, the flexible conduit 6 leads rearwardly, and is connected to a lateral arm '7 of the ejector housing 8, attached to the discharge outlet of the mulller- 9. The shaft for the butterfly valve extends to one side of the housing 4 and has, at its end the crank arm 10 with a small spring 11 exerting its forceagainst the crank, tending toclose the valve. The car buretor 12 is controlled by the throttle valve 13 connected by the rod 14, to a foot accelerator (not shown) in the drivers compartment." Clamped to the accelerator rod 14,:is a' 'collar 15 upon which the spring '16 exerts its tension tourge the throttlevalve to closed position. The eye-17 of the rod 18, slides 'on'the accelerator rod, and

strength to resist such slightthrot-tle valve open ins. I Inpracticeithas beenffounddesirable to keep the butterfly valve closed until the automobile has attained a speed of approximately ten miles per hour. Up to this time the discharged spent gases from the mufiler through the ejector 5 housing 8, create a suction in the conduit 6 that is ideal for circulation purposes. With the butterfly valve closed, all of the suction is exerted on the crankcase, which withdraws the vapors and induces fresh clean air to enter the breather 10 tube.

creating a correspondingly increased suction. To

relieve the crankcase of this increased suction,

as the acceleratorrod 14 continues its movement 15 forward to open the throttle valve, the additional throttle valve aften the throttle valve has been compression of the spring 19 causes its'tension to equal that of the spring 11, and thereafter;

the eye 17, and with it the rod 18 will move forward with the accelerator rod 14, toopen the 20 butterfly valve. Thus, the operation of the butterfly valvedepends upon the operation of the throttle valve, and the butterfly, valve remains closed until the throttle has reached a predetermined point. Thereafter, the additional throttle valve opening, causing greater suction to be developed in the ejector housing, will correspondingly open theby-pass to relieve this increased suction, and the remaining portion, acting onthe crankcase, will thus have a tendency to remain constant during all speeds, under normal operation of the engine. The connections are such that the butterfiyivalve-is wide open in advance of the throttle valve, which will generallyoccur at an engine speed that will drive the automobile at approximately thirty-five miles per hour. During the further opening of the throttle valve, the stop pin holds the butterfly against further movement while the spring 19 is compressed to Q :1: compensate for the difference in movement be 40 tween the two valves.

I As a modification of suction producingmeans, thereis'shown in Figure 5 the flexible conduit 6 leading to the carburetor. This may lead in at anyplace below the throttle valve, when the engine suction controlled by the throttle valve,

acts on the'crankcase vapors, the excess being by-- passed in the manner described. 7

It is to be understood, that the range of operation of the butterfly valve given in the above description as being from ten to thirty-five miles per-hour is merelyfor illustrativepurposes, as this range will vary according to different conditions and types of automobiles.

. r From the above description it will be apparent obvious modifications may be madewithout departing from the spirit or scope of the invention as set forth in theappended claims.

QI-claim: I g I 1. Means to free an explosive engine crankcase ofadulterants, including in combination a throttle valve governing engine operation, suction producing means controlled bythe engine and communicating withthe crankcase toinduce circulation a by-passassociated therewith, and-means vv5'5 to control the Icy-pass in accordance with the However, as the engine speed increases a "tion, a'by-pass associated therewith to partially greater discharge of spent gases occurs, thereby.

riable with engine" operation, and j means conactuation of the throttle valve to partially divert suction which is in excess of a predetermined valve for maintaining crankcase.circulationsubstantially uniform. a

2. Means to free an explosive engine crankcase of adulterants, including in combination'a throttle valve governing engine operation, suction producing means controlled by the engine-and: communicating with the crankcase to induce circuladivert suction in excess of a predetermined value :away from the crankcase for maintainingcircu- :lationsubstantially uniform thruout the'range of engine operation,..a,control valve therefor, and means to -operate the by-pass valve with the operated toa predetermined partial open position. 3. Means. to free an explosive engine crankcase of adulterants, including in combination a throttle valve governing ,engine operation,-, suction producing means'controlled ,by' engineope'ration and communicating .Withthe crankcase to induce cir-' culation, a byT-pass associ'atedthe'rewith to par many divert suction in excess ofla'. predetermined. Q value away from the crankcase" for m'aintainingi circulation substantially I uniform thruout therange of enginev operation,a control valvethere for, and means to operate the ,by passv'alve withv the throttle valve until the -.byl-pass valve is fullyl opened. u 57105 lj Means to free anexplosive engine crankcase of adulterants, including in combination athr'ottle valve governing engine opeifatiomsuction pro ducing means controlled byflthe engin'egope'ra'tion and communicating with the crankcase to induce. circulation, a by-pass associated therewith to partially divert suction in excess .of a predetermined value away fr'o m'the crankcasefformain .taining circulation I substantially uniform thru. out the range of engine operation, a control valve. therefor, and. means t'o.l'ope'rat'ev said valves in unison thruout an intermediate range offadjustment of the throttle valve, .-,to p'errnit an initial opening of the throttle inIa'd'vance of the opening or the bypass .i valve aria a snail opening fof. the fat throttle I after i the by-p'assf v 'vei is n'n yiopened;

5., Means to free an explo eengine crankcase of adulterants, includingl'in combination, 'a'nijexhaust conduit for. spentjengine gases, ainullle'i" therefor, an'ej ector housing on the discha'r'geout-i 125 let of thelmufiler communicating withithe jcrankecase, whereby the flow of (spent engine .gases'thru the ejector housingiinducesj a suctionft'o with draw crankcase vapors. v Y 6, Meansto free .an explo ive' engine crankcase of adulterants,-including in. jmbination, an exhaust conduit for. spent gases, a'muffie'r therefor, an ejector housingiat'the outlet, oflthemuffier, a conduit connecting. the crankcase with the .'e iie.ctor housing," in which .a suction is createdbythe' flow of spent engine gases thru the ejeCtor"housing, to draw ofiIcr ankcafse val19 7's,-and"meansto control the action of suction o n,the"crankcase v po 1 ,Q

'7. In an internal combu's'tionler'igine, [the corrif-JJ bination or a .carburetorithrottlefval I erning engine operation, means .to' produce 1 suc-, tion for withdrawing crankcase vapors 'fromthe engine, the value of suctioii'produced being vaits trolled by throttle valve' adjustment'to j'liniit within a predeterminedvalue the" suction, permitted to acton crankcase vaporsjwhereby the action i s ubsiantiany constant at an times. ,1

s. In an internal combustio n'j'eng ine," thecombi fit" , stream of air through the crankcase, and'engine nation with a carburetor throttle valve governing the feeding of fuel to the engine, suction producing means variable in accordance with the amount of fuel fed to the engine, and an engine crankcase, of a conduit connecting the suction producing means with the crankcase to withdraw vapors therein, a by-pass in said conduit and a control valve for the by-pass having an operative connection with the throttle valve to divert suction produced in excess of a predetermined value thru the by-pass for maintaining circulation of crankcase vapors substantially uniform thruout the range of throttle valve manipulation. i

9. Means to free an explosive engine crankcase of adulterants, including in combination, a throttle valve governing engine operation, suction producing means controlled by the engine, a conduit connecting the suction producing means with the crankcase to relieve crankcase vapors, a relief valve in the conduit and means to operate the relief valve with the throttle valve including a flexible connection permitting an initial throttle valve movement in advance of the relief valve.

10. Means to free an explosive engine crankcase of adulterants, including in combination, a throttle valve governing engine operation, suction producing means controlled by the engine, a conduit connecting the suction producing means with the crankcase to relieve crankcase vapors, a relief valve in the conduit and a flexible connection between the valves to operate said valves in unison thruout a portion of the rangeof movement of the throttle valve.

11. In combination with an internal combustion engine including a crankcase, inlet and outlet openings in said crankcase, means operated by said engine for passing a current of air through said openings to ventilate the crankcase, and means operable by increasing the speed of said engine forv progressively obstructing said cur-- rent.

12. The combination of an internal combustion engine having a crankcase provided with an inlet passage and an outlet passage, means for causing a stream of air to be drawn into said crankcase through the inlet passage and discharged through said outlet passage, and means for restricting fiow of air through one of said passages, said means operating inversely as theengine speed.

13. In an engine of the class described comprising a crankcase chamber, means for circulating air through said crankcase, a throttle valve for regulating the speed of said engine, and means for restricting the circulation of air therethrough by the opening of said throttle.

14. The combination of an internal combustion engine having a crankcase, means for passing a said crankcase from said inlet to said outlet, and

means positioned in accordance with adjustment of the throttle valve adapted to control such fiow. I

16. The combination of an internal combustion engine having a crankcase and the usual. throttle valve, means for passinga stream of air through the crankcase, and means connected with the throttle valve'for preventing increase in flow of air through the crankcase with increase in engine speed. i

17. The combination of an internal combustion engine having a crankcase, means for passing a stream of air through the crankcase, a valve for controlling flow throughthe crankcase, and

, means operated by increase in engine speed or load for operating said valve to prevent increase in flow of air through the crankcase.

18. The combination with an internal combustion engine including a crankcase and an exhaust, of a conduit for introducing air into one side of said crankcase, a pipe communicating at one end with said crankcase, an ejector enclosing said exhaust and connected to the opposite end of said pipe for creating a partial vacuum therein, and means connected to said pipe intermediate its ends and adapted to deliver an thereto in insufficient quantities to satisfy the depression therein created by said vacuum.

19. The'combination with an internal combustion engine including a crankcase and an exhaust, of a conduit for introducing air into one side of said crankcase, means associated with said exhaust for creating a partial vacuum and communicating with said crankcase, and means connected with said first named means to deliver air to said first named means in insufficient ,quantities to satisfy the depression created by said vacuum. I e

20. The combination with an internal combustion engine including a crankcasa of a conduit for introducing air into one side of said crankcase, means communicating with said crankcase ,for

creating a partial vacuum therein, and means GERTIFIGATE 6F CORRECTION.

Patent No. 1,937,031. Nuvember 28, 1933.

WILLIAM F. MOYSE.

it is her eb verified that errm' appears in me primed speeiiiaation of the aT-iove numbered gmiezzi requiring csn'ectien as faliows: Page 3, aim; l fine 132,

insert tlw fallowing as claim 21:

in cembinatimr wi 21. ii: an internal combustion engine inciuding a fii'fiHRC-fiSG, inliei and (millet (mailings in said srankcase, means agerate by said ezzg'ine fer passing curzent a? air threugh saL: eye-mugs i0 ventiiaie the arzmimase, and

means 0 rabie ivy incrwsng the speed 05 said engine far pregre ssivedy lessenin said current as the speed of fize angina insreases.

22-2 8215f: Letters Eatent siwuid be read with this correction therein that me Sdmfi ma ctiarm in s record 0f the case in the ia'iem flffice.

Sigued seaia this 3th day of 'anuary, A. D. 1934.

F. M. Hopkins Acting fiammissimer 0% Patents.

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