Patent GB-976875-A (GB)
Title: Internal combustion engine
IPC: F02B3/06
Filed: 1961-05-31
Abstract: 976,875. I.C. engine construction, valve gear, charging, lubricating and arrangement. GENERAL MOTORS CORPORATION. May 31, 1961 [June 8, 1960], No. 19636/61. Heading F1B. In an in-line I.C. engine in which bearing support bosses are spaced along a cam-shaft gallery each boss having a groove 200, Fig. 9 and receiving a bearing sleeve 180, Fig. 5a, each cam-shaft journal has a groove 199 communicating through a radial port 180<SP>1</SP> in the bearing sleeve with the groove 200 and a lubricant supply system, including passages in the block and cam-shaft connecting with grooves 199, delivers lubricant through the ports formed between the bearing sleeves 180 and grooves 20 on to the adjacent cam lobes 14. General arrangement. The two-stroke uniflow scavenger cylinder engine 10, Fig. 6, comprises a block 11 and head 12 each substantially rectangular and symmetrical about a vertical median plane to permit alternative accessory mounting arrangements and end-to-end reversal of the head 12. Counter-rotating and interchangeable cam-shaft 14 and balance shaft 15 are mounted in sleeves 180 journalled in cylinder block bosses forming cam-shaft galleries. The engine timing and accessory drive gear train 22, Fig. 5a, drives an engine charging blower 26, Fig. 4, and a centrifugal governer 27, Fig. 2, each of which may be mounted alternatively on opposite sides of the engine, a fuel pump 103 being driven from the governor. A starter drive mechanism 32 which may be mounted on either side of bell housing 20 drives flywheel 30 through ring gear 31. The ends of the cam and balance shafts 14, 15 are sealed in two openings in a front end plate 33, Fig. 5, which also forms an oil drain and breathing compartment. A V-belt pulley 37 having eccentric balance masses is secured to each shaft end. A V-belt pulley 41 formed with a fan hub is journalled on a vertically adjustable bracket assembly 39 and is driven from a combined cover and oil pump assembly 42, driven directly off the crank-shaft 16. Alternative outlets from the pump are connectable through alternative passages in the crankcase side walls to an adaptor member 49 on which can be mounted an oil filter unit 50 and an oil cooler unit 51 on either crankcase side. A centrifugal coolant pump 52 is mounted in the housing 54 of the oil cooler unit 51 and is driven by pulley 37 which also drives a generator unit 82. Control and operation of fuel injectors. A lever 94, Fig. 6, of governor 27 is operatively connected through a linkage 95 to an injector rack control tube 96 journalled in brackets 97. A plurality of lever arms 98 having lost motion pivotal connection to the tubes 96 move racks 99 to control the fuel supply characteristics of the fuel injectors 100 which are actuated by a linkage 102. Fuel supply system. From a supply tank (not shown) fuel passes through an inlet filter unit 105, Fig. 3, to the pump 103 and is delivered via a manifold 108 and connection 109 to the fuel injectors, excess fuel being returned through connection 110 and a manifold 111 to the fuel tank. Blower operation. Air is drawn through an air cleaner assembly 122 past a shut-down flap valve 123 which is maintained open by a latch 124. Oil pump assembly and lubrication system. A combined front crankcase cover and oil pump assembly 42 Fig. 4 includes a pump chamber having journalled therein an impeller gear, which has internal teeth driven by an inner impeller gear which is keyed to the crank-shaft. Oil pressure regulating and by-pass relief valves are incorporated in the pump housing. Oil from the pump 42 Fig. 21 passes through one of the elbow passages 187 into a recess 298 of adaptor plate 49 and thence to filter 50 which is provided with a by-pass valve interconnecting the filter inlet and outlet chambers when the differential pressures therein exceed a certain amount. Oil returning from the filter passes through a water cooled core 300 to a distribution gallery of the crankcase cover. Oil then passes into distribution galleries 190, 192 and lubricates the crank-shaft main bearings through passages 194, 195, 196, the impeller journals and drive connections through ports 195<SP>2</SP> the idler gear 28 through two ports 203. Branch passages 197 extends vertically to supply oil to the front and rear bearings 178 and 179. The journal portions 14 each have a radial port intersecting a central oil distribution gallery. The grooves in the cam and balance shaft support bores co-operate with the bearing sleeves and the oil supply grooves in the bores to direct spray oil on to the adjacent cam lobes. Oil is supplied through passages 252 and the bolts mounting the brackets 228 to lubricate the rocker shafts 229. Drainage ports 236-238, Fig. 13, and 212 lead into the cylinder galleries 168 together with oil draining from the cam and balance shafts and drain to the crankcase compartment through the timing gear chamber, the front cover compartment and cylinder block passages. Oil flows downward in a relatively thin film over the internal surface of the cylinder block passage to provide for deaeration of drainage oil by means of a central column of air.