US1751625A - Internal-combustion engine - Google Patents

Description

INTERNAL COMBUSTION ENGINE Filed March 25, 1926 5 Sheets-Sheet l arch 25, 1930.

DRIVE SHAFT I DRIVE SHAFT H. J. FlsHER INTERNAL COMBUSTION ENGINE Filed Mach 25, 1926 :s sheets-sheet A TTORNE Vj Marhz5,193o. H J. FISHER 1351,625

INTERNAL COMBUST I ON ENGINE Filed March 25, 1926 5 Sheets-Sheet 5 A TTORNE Yi structure to simplify 'construction and to Patented Mar. 25, 19,30

UNITED STATES HENRY J. FISHER, on LANsINGfIIIcHIeAN, AssIeNoE ro Novo EN PATENT ori-ICE MICHIGAN INTEENAI-coMEUsTIoN ENGINE Application led March 2,5,

This invention relates to improvements in internal combustion engines. It relates more particularly to the general structure of the framework and main parts.

The objects of the invention are First', to provide an Vimproved framework facilitate production of the attachedgears, gear casing, brackets and working parts'.

Second, `to provide such'a structure that -3 facilitates the production of opposed symmetrical forms of the engine. 1 f

Third, to rovide -an improved engine frame of block form and structure which can be rapidly and effectively manufactured and K assembled. l

Fourth, to provide an improved invertible crankshaft structure with power gear train structure capable of use on either sideof the., engine.

Fifth, to provide such a power gear train and casing as a unitary structure.

Sixth, to providey such an engine structure l with an invertible cam shaft and gear.

. tion will definitely appear from thedetailed description `to follow. f l y The -invention is clearly defined and pointed out in the claims.

A structure which is a preferred embodiment -of the ,invention is clearly illustrated in the accomp ying drawing, forming a part of this application, in which:

Fig. 1 is a perspective view of a hopper cooled engine embodying the features of the invention v of what might be denominated right-hand construction.

Fig. 2 is an elevational view of said enginek 1926. Serial No. 97,248.-

from the magneto and' governor or righthand side of Fig. 1.

Fig. 3 is a view of 'an engine symmetrical to that appearing in Figs. 1 and 2, or what might be? called a left-hand construction, showing the symmetrical parts reversed and 'the same gears used.

' Fig. 4 is an 4elevational view lof the rear side of the engine as illustrated in Figs. 1 and 2, showing a top structure adapted to ja radiator and circulation coolingas distinguished from the hopper cooling illustrated in Figsf l, 2 and 3, showingthehand hole cover and thepetcock and water inlet plug for the water jacket.

Fig. 5 is an enlarged detail elevational view from the left-hand side of Fig. 2, with the power gear case cover -removed and a portion of the power gear case broken awayl to show the endof the cam shaft and its location.

- Fig. 6 isa detail sectional view taken on line 6-6 of Figs. 5 andv 11, showing details of the crankshaft, the gears and roller bearing?, and its invertible construction.

1g. 7 is an enlar ed detail sectional view taken on line Tf-7* o Figs. 5 and 11, showing INE COMPANY,

details'of the cam shaft, its enlarged plain J journal bearings at each end, and the cam ,shaftl gear.

Fig. 8 is an enlarged detail elevational view of the engine block taken from the left-4 hand side of Fig. 2, from the front in Fig. 5

` and from the right in Fig. '6, the position of the power gear and cam gear cases being indicated by dotted lines.y

Fig. 9. is a diagrammatic plan -of the engine as assembled in Figs. 1 and 2.

Fig. 10 is a diagrammatic plan of the same as arranged and assembled'andillustrated in Figl 3 neto gear train.

Fig. 12is an enlarged detail view partially' in section on line 12-12 of Figs. 5, 11 and 9 showing the bracket housing and the driven gear and' shaft for the governor and mag neto.

Fig. l3- is a diagram of the power gear train as seen.inFig. 5.

rl1 isa diagram of the cam and mag` 'with a different gear ratio.

Fig. is`a diagram of the power gear train, showing'direct or left-hand drive.

Fig. 16 is a diagrammatic view of the inventlon as applied to a four-cylinder engine.

The parts will be referred to by their numerals of reference which identify the same parts in all the views. y

1, 1 are the angle bar base supports or skids. 2 is the engine Yor cylinder block andis in form' a rectangular parallelepiped or cuboid. It embraces the crank case, the cam shaft bearings, the valves, stem guides, valve chambers and seats on the upper surface and cylinders, all in an integral block. It encloses the working parts of the engine including the pistons, valves, the crankshaft and cam shaft and connecting rods which are arranged to cooperate in the usual way for the engine parts and the valve control. This it is not deemed necessary to` show in detail. The block frame also comprises the water jacket for cooling.

3 is the top of the engine which here comprises the hopper for cooling and the usual recesses for the combustion chamber and supports for the spark plug. This engine head structure-is detachably secured to the plane top surface. 4 is the bottom .plate held in place by screws 4', 4' and carrying the oil pump 41 and oil dips.

5, 5 are the engine cylinders, two in num'- ber, (there may be one or a plurality), containing the pistons 51, 51 which are connected by ythe usual connecting rod to the crankshaft. 6 is the crankshaft which is provided with end bearing parts 61, 62, which are here made identical, and are provided with taper roller journal bearings comprising the bearing cases 63, identical in size,V secured in suito able apertures 22 inthe sides of the frame block so that the vshaft is invertible end for miV end. Thel openings 22 for the crankshaft are large enough to accommodate the said roller bearing shells and extend upwardly into a key-hole form at 23, permitting the "ready introduction and removal of theshaft and the installing of it either end to.

64 is the extended end of the crank shaft for the starting crank. 65 is the balance wheel of usual construction which may also be adapted as a driving pulley.

7 is the cam shaft. supported parallel to the crankshaft 6 and provided with its gear 71 which is driven from the pinion 72 on said crankshaft. lThis gear 71is encased by the case 73 provided with gear cover 74 for the crankshaft, the parts being retained'in position by screws 7 3 through the said casing. A felt washer 73 is provided for the crankshaft. The end journals 75 are in bearings 76; These are larger in diameter than the cams s0 that the shafty may be readily inserted. As the two bearings are of the same size the shafts can be turned end for end and assembled' either way, the same being inserted and removed from the apertures 21 in the frame block 2`which carry the bearing bushing 76.

A central eccentric 77 is on the cam shaft 7 and connected by connecting rod 78 to drive the oil pump 41 whichmay be of any desired construction. y

vThe engine is provided with a power 'shaft 8 having a gear 81 which is driven from the engine pinion 82 on the projecting end of the crankshaft. There is provided, preferably, a gear train containing an idler 83 supported on pin 83. The gear train is encased in a casing 84 which is provided with an internal boss 84 in which to bore the hole for the journal pin 83 for the idler gear 83, so

The cam gear 71 serves to drive the mag' neto. The magneto is carried by a bracket 9 which carries the magneto shaft 92 in a suitable bearing 92. `It is further provided with a housing 91 which serves as a vconnecion to the cam gear case 73, as appears in 93 is the driven gear in mesh with the cam gear 71, thereby driving the magneto 94.

.The weight governor 95 is also on-the same shaft and acts upon the governor lever 96 to control the throttle of the engine, all of which governor and magneto parts are in the usual form and not necessary to describe in detail.

10 is the manifold which in a usual construction contains both the intake and the eX- haust and is provided with a siutable eX- haust pipe and mutller 11. 12 is the fuel tank. 13 is the carburetor of any desired shape, which is carried by the manifold. The

manifold is provided with a suitable machined base for attachment Lto a machined seat on the side of said engine block 2.

Referring to Fig. 4, 14 is a cylinder head which is modiied and adapted for use with a radiator or other circulating cooling system.

It thus appears that the engine is adapted to any kind ofa cooling system. It is especially available as a hopper cooled engine.

In Fig. 16 I show diagram comparable to Figs. 9 and 10, showing the general appearance of the engine when adapted to a fourcylinder structure in which'the horizontal crosssection of engine block orbody would be quadrangular rather than sqare. It is clear that any number of cylinders can thus j be arranged in a row, and also that the engine can be adapted to single cylinderf construction.

`facturing operations,`

This invention results `in great, economy in manufacture and the production of a very superior engine. The method of manufacture results in an engine block frame which is very effectively supported during manu- A broad base is `formed insuring accuracy inthe positioning of all bearing parts in the process of manufacture. This produces an engine frame which embraces the cylinders, jackets, crankshaft recess, cam shaft recess, all accurately positioned in the frame without the production of any additional parts. It also enables the power take-off unit to be manufactured in quantities as separate parts ready to-be assembled by being attached at the time it is desired to ship out the engine. l

The same situation prevails as to the cam shaft gear train case which, however, owing to its shallow construction, is put up in rights and lefts. It would be an undue expense to provide detachable reversible covers for these parts because the entire structure can be made about as quickly as the cover could be produced. The saving in cthe cost of manufact-ure over ordinary methods is in excess of 25% on engines of the same capacity. There I Yclaim as new and isa great saving-in storage and also in shipping.

Owing to the fact that all bearing parts are accurately formed and positioned and not subject to adjustment or defective alinement, it is believed and the indications all are that the engine will be one of very great durability. Apparently the engine delivers a little more power than ordinary engines of the same displacement, although, of course, the power delivered would be closely comparable with that of properly adjusted engines of its class.

I-Iaving thus described my invention what desire to secure by Letters Patentis:

l. In an internal combustion engine, the' combination of a main frzfne comprising` a central cuboid block embracing within its surfaces the engine cylinders and jackets, the crank case or recess, intakel and exhaust passages and ports, the valves and valve guides, and also the cam shaft recess in parallel relation to the crank shaft recess, saidrecesses with bearing apertures at both their ends sufficiently large and identical in form to permit the inversion ofthe shafts end for end, an invertible crank shaft with pinions at bot-h ends with identical detachable end bearing boxes, an invertible cam shaft with gear meshing with a crank shaft pinion supported by identical bearingsl at both ends, a cam shaft and magneto gear train, a separate independ-l ent detachable housing unit for such train, a magneto and a detachable bracket for the magneto carried by the said gear train housing, power take-ofi' means at the opposite end of the said crank shaft comprisinga train of gears embracing an idler, a detachable power gear train housingincluding an idler, aremovable cover forthe,said housing, and a power shaft journaled in said cover whereby the structure and gears are invertible and usable at either side of the main frame block, coacting as specified.

2. In an internal combustion engine, the combination of a main frame comprising al central integral cuboid block embracing within its surfaces the engine cylinders and jackets, the crank case or recess, intake and exhaust passages and ports, the valves and valve guides, and also the cam shaft recess in parallel relation to the crank shaft recess, said recesses with bearing apertures at both their ends suiiiciently large and identical in form to permit the inversion of the shafts end for end, an invertible crank shaft with identical end bearing means` with a -crank shaft pinion, an invertible cam shaft with gear meshing with a crankshaft pinion supportedby identical bearing means at `both ends, a cam shaft and magneto gear train, a separate independent detachable housing unit for such train, a magneto and a detachable bracket forf the magneto carried by the saidcam gear .in its surfaces the engine cylinders and jackets, the crank vcase or recess, intake and eX- haust passages and ports, the valves and Valve guides, and also the cam shaft recess in parallel relation to the crankshaft recess, said recesses with bearing apertures at both their ends sufficiently large and identical in form to permit the inversion of the shafts end for end, an invertible crank shaft with identical end bearing means with a crank shaft pinion,

aninvertible c am shaft with gear meshing with a crankshaft pinion supported by identical bearings at both ends, a cam shaft and magneto gear train, a se arate independent detachable housing unit or such train, and a magneto and a detachable bracket for -the magneto carried b the said cam gear train housin whereby t e structure and geais are reversi le and usable at either side ofthe main frame block, coacting` as. specified.

4. In an internal combustion engine, the combination of a main frame comprising a central integral cuboid block embraclng within its surfaces the engine cylinders and jackets, the crank case or recess, intake and exha'ust passages and ports, the valves and valve guides, and also the cam shaft recess in parallel relation to the crankshaft recess, said recesses withbearing vapertures atl both their ends suiiiciently large and identical in fform to permit the inversion of the shafts end for end, an invertible crank shaft with identical end bearing with a crank shaft pinion, an invertible cam shaft with gear meshing with 5 a crank shaft pinion supported by identical bearings at both ends, "a cam shaft gear train, and a independent detachable housing unit for such train, whereby the structure and gears are reversible and usable at either side lo ffdthe main frame block, coacting as speci- 5. In an internal combustion engine, the combination of a main frame comprising a central integral cuboid block embracing within its surfaces the engine cylinders and jackets, the crank case or recess, intake and exhaust passages and ports, the valves and Valve guides, and also the cam shaft recess in parallel relation to the crankshaft recess, said recesses with bearing apertures at both their ends sufficiently Ilarge to permit the inversion of the shafts end for end, an invertible crank shaft with a crank shaft pinion, an invertible cam shaft with gear meshing with the crank shaft pinion, comprising a cam shaft gear train, whereby the structure and gears 'are reversible and usable at either rside of the mainY frame-block, coacting as specified.

6. In an internal combustion engine, the

combination of a main frame comprising a centralaintegral block embracing withinits surfaces the engine cylinders and jackets, the crank case or recess, intake and exhaust passages and ports, the valves and valve guldes,

and also the cam shaft recess in parallel relation to the crankshaft recess, said recesses with bearing apertures at both their ends suffciently large to permit the inversion of the f shafts endI for end, an invertiblecrank shaft with a crank shaft pinion, an invertible cam shaftwith gear meshing with the crank shaft pinion, comprising-a cam shaft gear tr'ain, whereby the structure and gears are reversible and usable at either side of the mainframe block, coacting as specified.

' In witness whereof I have hereunto set my hand.

i HENRY `J. FISHER.

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