US2639703A - Oil control means for poppet valve internal-combustion engines - Google Patents

Description

May 26, 1953 2,639,703

Rf L. SKINNER OIL CONTROL MEANS FOR POPPET VALVE INTERNAL-COMBUSTION ENGINES Filed May 15. 1948 INVENTOR. /fd-Zy z'zzner VBY /9' OPA/frs'.

Patented May 26, 1953 UNITED srrss MENT 'olFFlcnfg OIL CONTROLMEAN S FOR POPPET VALVE INTERNAL-COMBUS'TION ENGINES Ralph L. Skinner, Detroit, Mich.

Application May 15, 1948, Serial No. 27,337

This invention relates'broadly to an improved oil control means for internal-combustion engines of the poppet valve type.

In internal-combustion engines of the poppet valve type, considerable difliculty' has heretofore been experienced with excessive oil consumption, as lubricant in the crankcase tends to work upwardly past the valves and pistons to the intake and exhaust ports of the engine. Some of this oil is carried into the firing chambers of the engine producing unpleasant odors and objectionable smoke.

According to the present invention, the crankcase of the engine is made as air tight as possible, and means is provided for effecting communication between the crankcase and the intake manifold so that the latter maintains the crankcase under partial vacuum. Vacuum in the crankcase tends to prevent the oil from working upwardly past the pistons and valves and substantially eliminates objectionable odors and smoke due to burning of oil. Also, vacuum in the crankcase prevents pressure from building up therein due to blow-by or other causes. When pressure in the crankcase is greater than atmospheric pressure, there is a marked increase in creepage of oil by the main bearings of the crankshaft and other points of escape. In this connection it should be stated that a substantial increase in oil economy is achieved even though the crankcase is not tight. However, a lower and more uniform pressure can be created and maintained in the crankcase if the latter is sealed and this condition therefore is preferred. Also, a sealed crankcase prevents reduced pressure therein from drawing atmospheric air into the crankcase, which air oxidizes the heated oilv and produces sludge.

Also, di'iculty has been experienced heretofore in connection with poppet valve and other types of engines with excessive dilution of the oil in the crankcase by blow-by gases. In practice, blow-by gases frequently dilute the lubricating oil to such an extent that excessive wear of bearing surfaces occurs.

According to the present invention, excessive dilution of the lubricant is prevented and a substantial increase in fuel economy as well as a material decrease in oil consumption is achieved by providing a refining chamber above the crankcase, which chamber is evacuated by the intake manifold and is connected to the crankcase above the normal level of liquid therein by separate tubular members. During operation of the vehicle the lower portion of the refining chamber is 4 Claims. (Cl. 12S- 196) heated in' any suitable manner. As a result, comingled oil vapors and, blow-by gases in the crankcase are drawn into/therefining chamber, where they are deflected downwardly', by suitable baie arrangement. Inthe heated lower portion of the refining chambertheheavier, higher boiling oil fraction condenses .and is returned to the crankcase while the lighter,` more volatile blowby gases or gasoline vapors rise to the top of the chamber and are returned to the ring chambers of the engine. By removing the blow-by gases from the crankcase asrapidly as they accumulate, dilution of the lubricant is prevented. Also, by returning the blow-.by gases for reburning in the combustion chambers, a substantial saving offuel is effected. Removal of the oil vapors inhibits creeping of the oil upwardlyT past the pistons and valves; and, since the oil is returned to the crankcase, a substantial reduction in oil consumption is'achieved. l

From the foregoing, it will be readily apparent that an important object ofthe present invention is to provide means for drawing oil and blow-by vapors from the crankcase, separating the same, conducting the gasoline or blow-by vapors to the firing chambers of the engine and returning the separated oil to the crankcase.

Another object of the invention is. to provide an oil control means of the above-mentioned character that can be readily adapted to internal-combustion engines of conventional construction.

Still another object of the invention is to provide an oil control means of the above-mentioned character that is entirelyautomaticin operation.

Yet another object of the invention is topprovide oil control means of the Vabove-mentioned character that will, materially increaseh l.fuel economy and substantially decrease theoilconsumption or losses of, the engine.

A further object of the invention is to provide an oil control means of the above-mentioned character that'will inhibit oil leakage from the crankcase to the intake and exhaust ports ofthe engine and will prevent blow-by gases from diluting the lubricating oil in the crankcase to such an extent that excessive wear of bearing surfaces occurs. f l

Other objects and advantages of the inventiony will be apparent during the course of the following description.

In the drawing forming a part of this specification and wherein like numerals are employed to designate like parts throughout the same, ,Thengure is a vertical, transverse, sectional view through aninternal-combustion engine? of 3 the poppet valve type showing an oil control means embodying the present invention associated therewith.

Reference is now had to the accompanying drawing wherein is shown a conventional antiknock, L head, poppet valve engine having an air tight water jacketed cylinder and crankcase assembly l which is provided with the usual cylinders I2. An oil pan Iii is fastened to the underside of the assembly I 5 in the conventional manner and the latter is surmounted by the usual cylinder head I5. Pistons I8 in the cylinders I2 are driven by the crankshaft 2B through the medium of connecting rods 22. An inta-ke manifold 24 communicates with the firing cham-bers of the cylinders I2 through the usual inlet ports 25, and the ports are controlled according to conventional practice by poppet valves 2l. Also the cylinders I2 are, of course, provided with the usual exhaust ports (not shown). A camshaft 28 .actuates poppet valves 2'! in timed relation vwith the other parts of the engine,

According to the present invention, an upright, generally tubular casing or housing 23 is mounted kon the engine above the crankcase. Intermediate its ends the housing 29 is provided with a transverse partition 30 which divides the same into an upper rening chamber 3l and a lower water or heating chamber 32.

If the lower portion of the refining chamber 3| is to be heated by the water circulating system of the engine in the manner hereinabove suggested, the housing 29 conveniently can be inserted in the system as shown in the drawing.

The lower portion of the housing is here shown f mounted on the thermostat jacket 34 and attached thereto by suitable couplings 36. The ilexible tubing 38 which conventionally is fastened over the jacket 34 in the same manner as the coupling 36 is fitted on a lateral extension 40 which projects from the housing 29 immediately below the partition 30. Preferably, the partition extends diagonally across the housing; and the lateral extension 40 projects angularly outwardly and upwardly from the housing 29 so that the inner surface thereof is flush with the partition. By reason of this arrangement, heated water from the circulating system of the engine flows upwardly through the chamber 32 and across the partition 30, thence outwardly through the extension 4|! into the tubing 38 which conducts it to the cooling radiator (not shown) in the conventional manner. As will be readily apparent, the heated water in chamber 32 heats the partition 3D and the adjacent lower portion of the refining chamber 3 I.

The top of the refining chamber is closed by a cap 42, and the latter has an orifice 44 which is connected to the riser 4G of the intake manifold 24 by a tubular member 48. Also, the refining chamber 3| is provided substantially midway between the top and bottom thereof with a lateral port 50 which is connected to the crankcase of the engine by a tubular member 52. As a result of this arrangement, air in the crankcase of the engine and in the refining chamber 3| is sucked into the intake manifold 24 through tubular members 48 and 52 so that, during operation of the engine, substantially the same degree of vacuum exists in the crankcase and in the refining chamber as in the intake manifold.

Also, oil vapors and blow-by gases in the crankcase are conducted to the refining chamber 3| through the tubular member 52, and an annular baille 54 which hangs downwardly into the chamber from the cap 42 deflects the influent downwardly into the heated lower portion of the chamber. In this connection, it will be observed that the baiiie 54 is spaced circumferentially from the vertical annular wall of the refining chamber 3| and that it extends to a position below the port 5|) so that the influent must necessarily ow into the lower portion of the reiining chamber.

Communication between the refining chamber 3i and the tube 43 is controlled by a suitable valve arrangement, The valve is normally closed but is responsive to a reduction in pre.,- sure in the tube 48 and to an increase in teniperature in the reiining chamber to open and establish communication between the refining chamber 3| and the tubular member 48. This arrangement facilitates starting of the engine and gives it a chance to come up to running speed before any attempt is made to evacuate the refining chamber 3| as well as the crankcase and connecting parts.

In the form of the invention here shown by way of illustration an expansible and con tiactible metal bellows 56 commonly referred to in the trade as a sylphon is 1fastened centrally to the cap 42 and the port 48 is formed with a plurality of radial passages't which open into the refining chamber 3| outside of the attached end of the bellows. On the lower end of the bellows 55 is a stem 60 which carries a valve t2. A transverse plate 64 within and attached to the annular baille 54 has a centrally disposed orifice 55 through which the stem 6i) extends and the Valve |52 seats upwardly against the plate to control the oriiice.

Under normal conditions of temperature and pressure the bellows ,56 holds valve B2 seated against the plate 54 so that, when the engine is 'rst started, vacuum from the intake manifold 24 is extended only through tube 48 and the poi'- tion of the rening chamber within the baille 54 and above the plate 66|. However, after the engine has come up to running speed, the bellows 56 is automatically operative to open valve 52 so that the vacuum is extended to all parts .of the refining chamber and through tube 52 to the' crankcase.

A tube BB extends from the lower portion of refining chamber 3| to the crankcase of the engine. Preferably, a ball check valve .10 is inserted between the housing 22 'and the coupling I2 which connects the upper endof tube 68. The valve 'IB has the usual ball Hl which seats inwardly so as to be closed by vacuum within the rening chamber 3|. The lower end of tube 68 may be connected to the crankcase in any suitable manner, but it preferably is located above the normal level of the vlubricant in the crankcase.

Preferably a pressure-relief valve 'I5 is mounted to communicate with the crankcase to prevent excessive pressures from building up within the crankcase under certain operating, conditions. In the form of the invention here shown by way of illustration, a pressure-relief valve is shown attached to tube 52 adjacent the housing 29 where it is conveniently located and readily accessible. Since, according to the present invention, the crankcase is air tight, blow-by gases would tend to build up pressure therein when the engine is operating at highA speed and vacuum in the intake manifold is reduced to a minimum, If pressures within the crankcase become excessivaoil's forced outwardly `througlfi the crankshaft bearing or other opening: however, apressure-relief valve associated with the system in the manner here shown acts as a breather and prevents l undesirable pressures from building up.

In operation, the engine may be difficult, if not impossible, to start, particularly in cold weather if communication between the crankcase l0 and the fuel intake system is open at all times. Accordingly, a bellows 56 preferably is selected that will maintain valve 62 Aclosed at' least in subfreezing weather until the engine has fired and come up to running speed. After the engine has run for even a few seconds the valve S2 can open without danger of stalling or otherwise damaging or affecting operation of the engine. It is preferred of course that the valve |52 be closed initially regardless of temperature, but. as suggested this is not critical when the weather is warm and particularly in temperatures above approximately freezing. When valve 62 is closed, a vacuum is created in the intake manifold 24, in tube 48, and in the portion of refining chamber 3| within the baffle 54 and above the plate 64 substantially immediately when the engine is started. After a predetermined time, usually only a few seconds which will permit the engine to fire and come up to running speed, the bellows 56 automatically opens valve 62 to extend the vacuum to all parts of the refining chamber and through the tube 52 to the crankcase. Vacuum within the refining chamber 3| closes the ball 'M and sucks oil vapors and blow-by gases in the crankcase upwardly through tube 52 into the refining chamber. When the inuent gases and vapors enter the refining chamber 3|) they strike against the baille 54 and are deflected downwardly into the lower heated portion of the chamber. By reason of the heated condition of the refining chamber, the gasoline moiety and water vapor separate from the oil vapors and pass upwardly through orice 66 and thence pass through tube 48 to the intake manifold 24 where they are blended with the incoming fuel charge from carburetor 18 and returned to the firing chambers of the engine. The heavier, higher boiling oil vapors condense in the lower portion of refining chamber 3|. The use of the engine cooling water is of particular significance. The temperature of this water seldom if ever exceeds its boiling point but, during normal operation, the water temperature is sufficient to refine eniciently the volume of condensed oil vapors handled by the apparatus. Tests have demonstrated that, under normal operating conditions, the device will handle from about one pint to about one quart of oil every five hundred miles of operation. If substantially higher temperatures are used, the oil is broken down so that carbon formation on the walls of the chamber 3| and adjacent parts soon renders the device inoperative and causes excessive deterioration of the oil. When sufcient oil has accumulated in the chamber to cover the ball check valve 'l0 so that the latter no longer is exposed to vacuum within the cham-ber, the ball 'M falls away from its seat and allows the undiluted oil to flow back into the crankcase through tube 68. As soon as a sumcient amount of oil has drained from the rening chamber to again uncover ball valve 10, the ball 14 again seats.

It will be readily apparent that the process and operation hereinabove described is continuous and automatic. Actual tests have shown that the oil control system here shown and described effects a substantial increasein fuel economy and a material reduction in oil consumption.

6 It is to be understood thattheformofthe invention herewith shown and described is to be taken as a perferred example of the same and that various changes in the size, shape, and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the appended claims. Having thus `described the invention, I claim: l. In an internal-combustion engine having a crankcase and a fuel intake system normally under vacuum when the engine is in operation, conduit means connecting with the crankcase above the oil level therein and with the fuel intake system so that suction in the fuel intake system reduces the pressure in and draws vapors from the crankcase into the conduit means, a chamber in said conduit means for condensing the,lubricant fractions in the vapors, means for heating the condensate in the chamber to a temperature not above approximately the boiling point of water to drive off water and lower boiling fractions from the condensate, means for returning refined lubri- -cant distillate from the chamber back to the crankcase, a valve normally closing 'communication between the chamber and the fuel intake system, and an expansible and contractible metal bellows connected to the valve at the side thereof adjacent to the fuel intake system and operative when the engine is cold in response to operating -conditions of temperature and pressure in the system to open the valve only after the engine has red and come up to running speed.

2. An oil control means for use on internalcombustion engines of the type having a crankcase and a fuel intake system normally under vacuum during operation of the engine, a housing having an oil refining chamber and a water passage below said chamber, said oil refining chamber having an inlet adapted to be connected to the crankcase of the engine above the oil level therein, an outlet in the upper portion of the chamber adapted to be connected to the fuel intake system of the engine and a second outlet in the lower portion of the chamber adapted to be connected to the crankcase for returning condensed and refined lubricant from the chamber to the crankcase, said water passage having an inlet and an outlet adapted to be connected in the water -cooling system of the engine so that heated water flowing therethrough heats the housing and the oil refining chamber to a temperature not exceeding approximately the boiling point of water, a valve in the oil refining chamber normally closing said rst-mentioned outlet, and an expansible and contractible metal bellows connected to the valve at the side thereof adjacent to the fuel intake system and operative when the engine is cold in response to operating conditions of the engine to open the valve.

3. In an internal-combustion engine having a crankcase and a fuel intake system normally under vacuum when the engine is in operation, conduit means connecting with the crankcase above the oil level therein and with the fuel intake system so that suction in the fuel intake system reduces the pressure in and draws vapors from the crankcase into the conduit means, a chamber in said conduit means for condensing the lubricant fractions in the vapors, means for heating the condensate in the chamber to a temperature not above approximately the boiling .point of water to drive off water and lower boiling fractions from the condensate, means for returning refined lubricant distillate from the chamber back to the aeeafzoe crankcase, avalve normally closing communication between thev chamber and the fuel intake system, and expansible and contractible means connected to the valve at the side thereof adjacent to the fuel intake system operative when the engine is cold` in response tol temperature and pressure conditions of the engine to open the valve only after the engine has fired and come up to running speed.

4. In an internal-combustion engine having a crankcase and a vacuum producer, conduit means connecting the crankcase above the oil level therein with. said vacuum producer so that the latter reduces the pressure in and draws vapors from the crankcase into the conduit means, a chamber in said conduit means for condensing the lubricant fractions in the vapors, means for heating the condensate in the chamber to a temperature not above approximately the boiling point of water to drive oi Water and lower boiling fractions` from the condensate, means for returning rened lubicant'distiilate from the chamber back to the crankcase, a valve normally closing communication between the chamber and the 8, vacuum producer, 'and expansible and contractible means; connected to. thev valve at the side thereof adjacent, to. the Vacuum producer operative when the engine isV cold` in response to teme perature and pressure conditions of the engine to open the valve only after the engine has red and `come up to running speed.

RALPH L. SKINNER.

References, Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,281,778 Hifner Oct. 15, 1918 1,342,063 Perry June 1, 1,920 1,427,337 Tracy Aug. 29, 1922 1,525,187 Indlekofer Feb. 3, 1925 1,600,664 Cavitt Sept. 21, 1926 1,646,298 Litle Oct. 18, 192.7 1,669,977 Evans May 15, 1928 1,718,800 Rea June 25, 1929 1,806,553 Babitch May 19, 1931 1,815,623 Karnr'ath July 21, 1931 1,879,248 Holloway Sept. 27, 1932

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