MXPA00001680A - Engine with integral coolant pump - Google Patents

Abstract

A V-type engine having a crankcase with a face, and cylinders arranged so as to form a V space therebetween. Pistons slidably mounted in the cylinders rotatably drive a crankshaft. The crankshaft is rotatably mounted in the crankcase at the junction of the V and has one end extending through the crankcase face. A timing gear engaged by the crankshaft rotatably drives a camshaft rotatably mounted in the crankcase. The camshaft extends through the crankcase face and has a sprocket mounted thereon which engages a drive belt. The drive belt rotatably drives a coolant pump interposed between the crankcase face and flywheel. The coolant pump has a pump cavity which is formed as an integral part of the crankcase face, and an impeller shaft with a rotational axis arranged substantially parallel to the crankshaft outside of the V space. A flywheel is mounted on the crankshaft end extending through the crankcase face and substantially covers the face and coolant pump.

Description

MOTOR WITH INTEGRAL CHILLER PUMP FIELD OF THE INVENTION The field of the invention relates to internal combustion engines, more particularly to V-type internal combustion engines with a cooling pump.

DESCRIPTION OF THE BACKGROUND OF THE TECHNIQUE Small V-type internal combustion engines, which have two to four cylinders are commonly used in commercial non-automotive applications, such as lawn mowers, construction equipment, generating machines, wheeled vehicles or the like. The small size of these motors relative to their energy input, is a desirable feature, and efforts continue to provide a highly compact engine.

Due to the small number of cylinders compared to large engines, such automotive engines that have four or more cylinders, provide REF: 32862 a highly compact engine that becomes more difficult, due to the lack of options for mounting the engine components, such as a chiller pump, fuel pump, carburetor, control system and the like, for the engine crankcase. A typical small V-type internal combustion engine, suitable for commercial or industrial use, has a crankcase with cylinders formed there. The cylinders are arranged to form a V and receive reciprocating pistons which rotationally drive the crankshaft. In an effort to provide compact motors, the prior art engines place various engine components, such as a chiller pump, fuel pump, carburetor, control system, and the like in a V-shaped space defined by the engine cylinders. . Although the placement of these components within the V-space reduces the size of the motor, it complicates the design of the motor and makes the repair or maintenance of these components difficult, due to space limitations. A particular prior art of a V-type motor with a vertical axis described in U.S. Pat. No. 4,756,280, has a chiller pump placed in the V-shaped space in a lower face of the crankcase. As discussed above, the placement of the chiller pump within the V-space complicates the motor. In addition, mounting the pump on the underside of the crankcase does not increase the compactness of the engine, but makes maintenance or repair of the pump more difficult. In a non-analogous six-cylinder horizontal V-type engine described in US Patent No. 5,279,265, the chiller pump is located outside the V-space, however, a chiller distribution chamber that receives the refrigerant discharged by the pump is placed in the V-space expires the purpose of removing the pump from the V-shaped space to provide a compact motor. This particular motor also has a complicated chain drive or synchronization, wherein the timing of the motor synchronization also rotatably drives the chiller pump and provides difficult pump maintenance.

BRIEF DESCRIPTION OF THE INVENTION The present invention provides a V-type engine having a crankcase with upper faces, lower faces and cylinders formed there between the upper and lower faces. The cylinders are placed to form a space V between them. The pistons slidably mounted on the cylinders that rotationally drive the crankshaft axis which is rotatably mounted on the crankshaft housing at the V junction. The crankshaft shaft internally couples a timing gear which rotatably drives a cam shaft . The camshaft is substantially parallel to the axis of the crankshaft and is rotatably mounted in the crankcase. The camshaft extends through the upper face of the crankcase and has a pinion or gear wheel mounted on it which is attached to the drive belt. The drive belt rotatably drives a chiller pump interposed between the face of the crankcase and the flywheel. The chiller pump has a drive shaft with one end enclosed in a pump cavity formed as an integral part of the upper face of the crankcase. The drive shaft has a rotational axis placed substantially parallel to the crankshaft axis and outside the V-shaped space. A flywheel mounted on the crankshaft and extending through the top face of the crankcase, substantially covers the face of the crankcase and the chiller pump. A general objective of the present invention is to provide a compact V-type motor, suitable for non-automotive commercial use, which is easy to maintain. This objective is encompassed by the formation of the pump cavity as an integral part of the crankshaft case face substantially outside the V-space and interposed between the face of the crankcase and the flywheel. This arrangement provides easy access to the pump and does not complicate the space defined by the cylinders. Another object of the present invention is to provide a vertical axis V-type motor, suitable for non-automotive commercial uses, which has an easily serviceable chiller pump. This object is encompassed by providing a chiller pump with a pump shaft positioned outside the V-space, which is rotatably driven by a belt that engages the cam shaft. The aforementioned and other objects and advantages of the invention will appear from the following description. In the description, reference is made to the accompanying drawings, which form a part of this, and which show by means of illustration a preferred embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a top plane view of a V-type internal combustion engine with a vertical axis, incorporating the present invention; Figure 2 is a partial elevational side view of the engine of Figure 1; Figure 3 is an enlarged perspective view of the engine of Figure 1; and Figure 4 is a sectional view along line 4-4 of the pump in Figure 2.

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES With reference to Figures 1 and 2, the V-type internal combustion engine with a vertical axis 10, includes a crankcase 12 with an upper face 28, lower face (not shown) and two cylinders 22, 24, formed therein. , which define a V 26 (shown by dotted lines.) Pistons (not shown), received on cylinders 22, 24, rotatably drive a crankshaft 14 having an end 15 extending through the upper face of the crankcase 28 to the V junction 26. A chiller pump 20 formed as an integral part of the upper face of the crankcase 28 forces the coolant through a motor cooling system during operation of the engine 10. The pump chiller 20 has a drive shaft 48 with a rotational axis 37 outside the space defined by V 26, and substantially covered by a flywheel 16 mounted on the end of the crankshaft shaft 15. The crankcase 12 is cast aluminum and has two cylinders 22 , 24 The cylinders 22, 24 are positioned with a cylinder 22 vertically offset from the other cylinder 24, and forming a V 26. Each cylinder 22, 24 receives a reciprocating piston, which rotatably drives the crankshaft axis. vertical 14 and has a head (not shown) which encloses the piston there. The coolant circulates through the water jackets 34 formed in the crankcase 12 and the cylinder heads to cool the cylinders 22, 24 during the operation of the engine 10. Although the two-cylinder, compact engine is described herein, the engine may have four or a few cylinders without departing from the scope of the present invention. The crankshaft shaft 14 is rotatably mounted in the crankcase 12 at the V-junction 26. One end of the crankshaft 14 supporting the flywheel 16 is placed on top of the upper face of the crankcase 28 and the other end of the crankshaft case. Crankshaft shaft (not shown), extends out of an oil reservoir (not shown) mounted on the underside of the crankcase (not shown) to rotatably drive an apparatus, such as a lawn tractor or the like . A timing gear (not shown) couples the crankshaft shaft 14 and rotatably drives the cam shaft 18. The rotatably mounted camshaft 18 is positioned in the V-shaped space defined by V 26 and the control valves, which they allow the gases to enter and exit the cylinders 22, 24, during the operation of the engine 10. One end of the cam shaft 18 extends after the upper face of the crankcase 28 and has a pinion or sprocket 30 mounted there. The pinion or sprocket of the camshaft 30 engages the toothed drive belt 32, which rotationally drives the chiller pump 20. The internal combustion engine 10 is a cooling liquid by a cooling force, such as water / ethylene glycol or the similarly, through a cooling system including a chiller pump 20 and water jackets 34. Operation of the internal combustion engine 10 generates heat in the cylinders 22, 24. The cooler or coolant flows through the water jackets 34. , and absorbs the heat generated by the motor 10. The refrigerant is cooled when it passes through the radiator (not shown) and then returns to the water jackets 34 to absorb more heat from the motor 10. Particularly looking at Figures 2 and 3, the refrigerant is forced through the cooling system by the chiller pump 20. The chiller pump 20 is interposed between the upper face of the box, of the crankshaft 28 and the flywheel 16, and includes a pump chamber 36 mounted as an integral part of the upper face of the crankcase 28, an impeller 38, rotatably mounted in the pump chamber 36. Advantageously, the positioning of the the pump 20 between the crankcase 12 and the flywheel 16, increases the motor weight 10 lower than the weight of the pump 20, due to the separation between the crankcase 12 and the flywheel 16. In addition, the location of the pump 20 on the upper face of the crankcase 28, provides easy access to the pump components to simplify maintenance or repair of the pump. Preferably, the pump 20 is positioned on a portion of the upper face of the crankcase 28 defined by the cylinder 24 which is misaligned vertically more distant, away from the flywheel 16 to take advantage of the misaligned cylinder and furthermore, minimize the motor weight 10. Cooled refrigerant is channeled into the pump chamber 36, pressurized, and then forced through the cooling system. As shown in Fig. 3, the pump chamber 36 is a circular cavity having a perimeter wall 42, which is formed as an integral part of the upper face of the crank case 28 and defines a cavity in a manner lower circular general 44. The formation of the chamber as an integral part of the upper face of the crankcase reduces the number of engine parts. An outer port 62 formed in the lower cavity next to the perimeter wall of the chamber feeds the pressurized refrigerant to the misaligned cylinder 24 and the water jackets 34. The impeller 38 is rotatably driven about the axis of the pump 37 by the belt transmission 32 and increases the chill pressure in the pump chamber 36. The impeller 38 is mounted on a drive shaft 48, which defines the central axis of the pump 37 placed outside the space defined by the V 26. One end of the shaft impeller 48 extends through the pump casing 40 and has a pinion or sprocket 50 mounted therein. The sprocket or gear wheel impeller 50 is meshed with the drive belt 32 coupled by the pinion or sprocket of the camshaft 30 to rotatably drive the drive shaft 48. The opposite end of the drive shaft 48 is positioned within the drive chamber. the pump 36 and has an impeller 38 mounted there. As shown in Figure 4, the rotation of the drive shaft 48 causes the blades of the impeller 54 to compress the refrigerant inside the chamber 36 and force it out of the chamber through the outer port 62 and an outer nipple 64. The The pump cover 40 is mounted on the pump chamber 36 to enclose the driving blades 54 in the pump chamber 36. Preferably, the pump cover 40 is made of cast aluminum and is mounted on the crankcase 12 using methods known in the art, such as screws 56. A package (not shown) interposed between the cover 40 and the pump chamber 36 seals the chamber 36 to prevent leakage. The drive shaft 48 extends through an opening 58 formed in the cover 40 which bears (not shown) mounted there, a reduced frictional action on the rotary drive shaft 48, and supports the transmission belt load 32. The cooling system cooler is directed in the chamber 36 through an inlet 60 formed in the cover 40. The outer nipple 64 is formed as part of the pump cover 40 proximate the perimeter wall of the chamber 42 and feeds the pressurized cooler in the misaligned cylinder 22 and the water jackets 34. By providing an outer port 62 formed in the lower part of the pump chamber 44 and an outer nipple 64 in the cover 40, the coolant is fed to both cylinders 22, 24 in series without departing from the scope of the present invention, by closing the outer nipple 64 and communicatively connecting to the water jacket 34 which round out the misaligned cylinder 24 to the c ilindro not misaligned 22 and the water jacket 34, such as by means of an input distributor (not shown). With reference to Figure 6, the hoses 66, 68 transport the pressurized cooler to typical engine coolant temperatures, inlet and outlet channel of the coolant pump 20. An inlet hose 66 communicatively connects the inlet channels of the coolant pump. the pump 60 to the cooler in the cooling system in the pump chamber 36. An outlet hose 60 communicatively connects the outer nipple receiving the pressurized cooler and the channels in the non-misaligned cylinder 22 and the water jacket 34 for cool or cool the engine. Preferably, the hoses 66, 68 are formed of materials known in the art for pressurized chill heads, such as steel, rubber or the like. As shown in Figure 1, the disk-shaped flywheel 16 is mounted on the crankshaft axis 14 and extends through the upper face of the crankcase 28 and minimizes rotational speed fluctuations due to changes in the crankshaft. the load on the motor 10. The flywheel 16 is placed on top and substantially covers the upper face of the crankcase 28 and the cooling pump 20. Referring to Fig. 2, preferably, a spacer 70 that rounds the crankshaft axis 14 and formed as an integral part of the upper face of the crankcase 28, is interposed between the flywheel 16 and the crankcase 12 to misalign the flywheel 16 away from the upper face of the crankcase 28 and prevent the flywheel 16 interferes with the chiller pump 20. Although the spacer 70 is preferably formed as an integral part of the upper face of the crankcase 28 or the flywheel 16, the spacer or spacer 70p it can be a separate part mounted on the upper face of the crankcase 28 or the flywheel 16 without departing from the scope of the present invention. More preferably, the spacer is a main bearing tower formed a part of the housing of the crankcase of the engine a main bearing of the crankshaft. While it has been shown and described that the preferred embodiments of the invention are currently considered, it will be obvious to one skilled in the art that various changes and modifications can be made without departing from the scope of the invention.

It is noted that in relation to this date, the best method known by the applicant to carry out the aforementioned invention, is that which is clear from the present description of the invention. Having described the invention as above, the content of the following is claimed as property.

Claims (6)

1. An internal combustion engine, suitable for non-automotive commercial uses, characterized in that it comprises: a crankcase with cylinders positioned so as to form a V-space between them and a face; a crankshaft shaft rotatably mounted in said crankshaft housing at the junction of the V and having an end extending through the face; and a chiller pump having a pump cavity formed as an integral part of the face of the crankcase, and a drive shaft with a rotational axis arranged substantially parallel to said crankshaft axis of the V-space; a flywheel mounted on said crankshaft axis and extending across the face; and a spacer interposed between said face and said steering wheel; wherein said flywheel is positioned away from the face that provides clarity for said chiller pump.

2. The internal combustion engine as claimed in claim 1, characterized in that it also comprises; a camshaft rotatably mounted on said crankcase and extending across the face in a V-shaped space; said cam shaft is arranged substantially parallel to said drive shaft; and a strap coupling said cam shaft and said pump shaft, wherein the cam shaft rotatably drives said drive shaft.

3. The internal combustion engine as claimed in claim 1, characterized in that said crankcase has four or fewer cylinders formed therein.

4. A V-shaped motor with vertical axis, suitable for non-automotive commercial use, characterized in that it comprises: a crankcase with cylinders placed horizontally to form a V-space between them and an upper face; 5 a crankshaft shaft rotatably mounted on said crankshaft housing at the junction of V and having an end extending through the top face; a chiller pump that has a cavity 10 of the pump formed as an integral part of the upper face of the crankcase, and a drive shaft with a rotational axis arranged substantially parallel to said crankshaft axis of the V-space; 15 a cam shaft mounted on said crankshaft and extending through the top face in the V-shaped space, said cam axis is arranged substantially parallel to said pump shaft; and a strap that engages said cam shaft and said drive shaft, wherein the elevator shaft rotatably drives said pump shaft. 25

5. The vertical axis V-type motor as claimed in claim 4, characterized in that it further comprises: a flywheel mounted on the crankshaft axis and extending through the upper face; a separator or space interposed between the upper face and the steering wheel; wherein the flywheel is arranged away from the upper face, providing clarity for the chiller pump.

6. The internal combustion engine as in claim 4, characterized in that said crankcase has four to a few cylinders formed therein. MOTOR WITH INTEGRAL CHILLER PUMP SUMMARY OF THE INVENTION A V-type engine that has a crankshaft housing with one face, and cylinders positioned to form a space V between them. The pistons slidably mounted on the cylinders rotatably drive the crankshaft axis. The crankshaft shaft is rotatably mounted on the crankshaft housing at the V junction, and has one end extending through the face of the crankshaft housing. A timing gear coupled by the crankshaft rotatably drives a camshaft rotatably mounted in the crankcase. The cam shaft extends through the face of the crankcase and has a pinion or sprocket mounted there, which engages a drive belt. The drive belt rotatably drives a chiller pump interposed between the face of the crankcase and the flywheel. The chiller pump has a pump cavity which is formed as an integral part of the face of the crankcase, and a drive shaft with a rotational axis substantially coupled parallel to the crankcase outside the V-shaped space. A flywheel mounted on the crankshaft and extending through the upper face of the crankcase, It substantially covers the face of the crankcase and the chiller pump.