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Патент USA US2114375

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April 19, 1938.
J. 5. FLUOR. JR
2,1 14,3 75
SYSTEM FOR REMOVING CRANKCASE VAPORS
Filed March 17, 1957
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in ven 2011
John SJPZuOnJI:
‘2,114,375
: ' Patented AprI'iB,
PATENT o'FFlcE
' UNITED STATES
2,114,375
v
SYSTEM FOR REMOVING CRANKCASE
VAPORS
John S. Fiuor, Jr., Santa Ana, Calif., assignor to
The Floor Corporation, Ltd, Los; Angeles,
Calii'., a corporation of California
Application March 17, 1937, Serial No. 131,356
'1 Claims.
(01. 123-196)
This invention has for its general object to
- provide a‘ system for removing vapors and gases
from the crank case of an internal combustion
engine. Tests have indicated that by‘ continuous
5 ly removing crank case vapors during engine op
eration, oil contamination over a period of time
by dilution, as well as by sludge and gum forma
tion due to oxidation, are materially reduced as
compared with the degree and kind of oil con
v1o tamination that normally occurs. By communi
‘eating a ‘depression to the vapor space in the
crank case, I remove condensible vapors that
would otherwise dilute the oil by dissolving there
in or condensing on the walls of the crank case.
15 and I also produce in the vapor space a less
Fig. 2 illustrates a variant form of the inven
tion as- applied to a stationary engine; and
Fig. 3 is an enlarged fragmentary view show
ing the suction conduit and condensate drain
tube connection at the crank case oil inlet.
,5
In Fig. 1 of the drawing, I have shown a-con
ventional vehicle chassis including the engine l0
mounted on side rails II, and the body or cab
having‘ a vertically extending wall l2 at the rear
of the engine, and ?oor boards 13.‘ The'drawing 10
shows 'a {water cooled engine ,having hose con
nection M with the radiator l5, and the usual
fan l6 which directs a current of air longitudi
nally oi‘ the exhaust manifold l1 toward the
mouth l8 of the exhaust pipe jacket i9.- The ex- 15
~ oxidizing atmosphere that inhibits the formation _ haust pipe 20 and mu?ler 2| are jacketed by pipe‘
'of contaminating‘ gums and sludges.
l9 and shell, 22 having a tail pipe 23 projecting
In accordance with the invention, vapors are
continuously removed from the crank case during
beyond the mu?ler outlet 24, said pipe and shell
being annularly spaced from the exhaust pipe and
_ 20 engine operation through a conduit communi
cating with the vapor space. Preferably, the en
gine exhaust gas ?ow is utilized to produce a de
pression or suction acting to draw the crank case
vapors through the conduit, as by connecting
25 the latter to a jacket surrounding and spaced
from the exhaust pipe to form a passage within
which a draft is induced by the discharge of
gases from the exhaust pipe. For the purpose of
illustrating a typical embodiment of the inven
30 'tion, it is herein shown and described in conjunc
tion with an engine manifold and exhaust pipe
cooling system that itself comprises the subject
matter ‘of my copending application, Ser. No.
102,878, ?led September 28, 1936 of which this
35 application is a continuation-in-part. Although
the crank case vapor removal and manifold and‘
exhaustpipe cooling systems may advantageous
1y be combined in one installation, it is to be
understood that the present ‘invention is to be
regarded broadly as independent of the manifold
andv exhaust pipe cooling system, except" as to
its claims in which the two systems are claimed
in combination. Also it may be observed that
the invention is applicable to internal combustion
engines generally,_including stationary engines
and automotive vehicle engines.
The above mentioned) objects, as well as ad
ditional features of the invention ‘will be more
50 fully understood from the following detailed de
scription, throughout which reference is made to
the accompanying drawing, in which:
Fig. 1 is a general view, partly in section, show
ing the invention as applied to an automotive
55
engine;
'
.
mu?ier to form a passage. 25 through which an
induced'?ow of air is created by virtue of the
exhaust gas discharge from the mu?ier outlet.
It should be mentioned that in the claims, the
term “exhaust pipe” is to vbe construed broadly
as including both the pipe proper that connects 25
with the exhaust manifold, and the\muiiler,
except as to those claims where the parts are
separately speci?ed.
'
During engine operation, the warm air in the
‘vicinity of the exhaust manifold I1 is directed
rearwardly along the manifold by the fan I6, and
is‘ drawn into the mouth l8 of the exhaust pipe
jacket to be discharged with the exhaust gases
from the tail pipe 23. With the warm air thus
0
being immediately and continuously removed 35
from the engine, overheating of such engine parts
as the fuel pump 26 and fuelline 21 leading to
the carbureter 28, is effectively avoided. By
removing the engine heat in this manner, and -
also by heat insulating the exhaust pipe by the \40
air jacket, I reduce the heat transference to walls
I2 and I3 of the body to the extent that the
interior thereof will at ‘all times remain compara
tively cool.
.
‘ The invention is more particularly concerned 45
' with the provision of means, generally indicated
at 29, for removing vapors from the engine
crank case
Ilia.
The vapors are withdrawn
through a conduit 30 communicating with the
vapor space in the crank case by suitable con- 50
nection therewith, for example by a removable
attachment 3| with the usual breather cap 32
applied to the'oil inlet 33.. The opposite end of
the conduit may connect with the exhaust pipe
jacket at any suitable point, typically, as illus- 55
' 2
2,114,376
trated, by a connection- at 34 with the end of
shell 22. As will be apparent, the depression
existing in passage 25 by virtue of the exhaust
mu?ler, and an oil containing crank case; a. jacket
surrounding said mu?ler and containing a passage
within which a depression is created by virtue of
gas discharge, acts during engine operation to
continuously withdraw vapors from the crank
the engine exhaust gas ?ow, and a conduit con
case Ma through line 30. Preferably the com
munication of suction from the suction passage
to the crank case will be controllable, as by means
of a suitable valve 36 in pipe 30. Loss of oil from
10 the crank‘ case by entrainment in the, withdrawn
vapor stream may be prevented by installing a
suitable ?lter or separator 53 in line 30, any oil
arrested by the ?lter beingpermitted to drain
back through the line into the crank case.
15
The variant form of the invention shown in
Fig. 2 is similar to the described form, except
that here the air jacket and crank case vapor
withdrawal conduit are shown applied to a sta
tionary engine having an overheated exhaust.
As in the previous instance, warm air is drawn
from the exhaust manifold l1 into the mouth 31
necting said passage with the vapor space in
said crank case.
,
3. In an engine driven vehicle, the combination
comprising an internal combustion engine having
an exhaust pipe and an oil containing crank case, _
a conduit connected with the vapor space in said 10
crank case, and means for communicating suc
tion to said space through said conduit by virtue ~
of the engine exhaust gas flow to draw‘ vapors
from said space into the exhaust gas stream.
4. ,In combination with an internal combustion
engine having an exhaust manifold and an 011
containing crank case, a conduit positioned to
receive heated air directly from said manifold,
means for drawing the heated air through said
conduit by virtue of the engine exhaust gas flow, 20
of jacket 38 placed about the vertically extend
and means connecting said conduit with the va
por space in said crank case whereby vapors are
ing/exhaust pipe'39 and connecting with shell 40
drawn from‘ said space into said conduit.
placed about the mu?ier, not shown, as in Fig. 1.
Conduit 4|, connected to the muffler jacket as in
5. In combination with an internal combustion I
‘engine having an exhaust manifold, an-exhaust
Fig. 1, has an-attachment generally indicated at
pipe and an oil containing crank case; a conduit
42 with the crank case oil inlet 43, as shown in
detail in Fig. 3‘. This connection comprises a nip
surrounding and spaced from said exhaust pipe
ple 44 containing an internal annular ?ange 45
30 forming a pocket 46 into which, any liquid; de
posited in pipe 4|, as by condensation of vapors
being withdrawn from the crank case, drains from
the lower swaged end 4'! 0f nipple 48.
The con
nection at 42 maybe brokenv to permit pipe 4|
and the nipple 48 to be moved to one side when
and'having' an inlet positioned to receive heated
air directly from said manifold, such‘heated air
being drawn through said conduit by virtue of 30
the engine exhaust gas‘?ow, and means connect
ing said. conduit with the vapor space in said
crank case.
'
6, In combination with an internal combustion
engine having an exhaust pipe and oil containing 35
crank case; a conduit connectedwith the vapor
space in said crank case, and ‘means operating
by virtue of the exhaust gas?ow to communicate
the crank case is to be ?lled through opening 43,
by raising sleeve 49 which is normally slipped
down over nipple 44. Condensate draining into
pocket 46 is withdrawn through a drain tube 50 lowered pressure through- said, conduit to the
40
40 extending-~- through a vertical slot 5| in the" crankcase to draw vapors from said ‘space.
7. In combination with an internal combustion.
sleeve ,49.
engine havingan exhaust‘ pipe and oil containing
I claim:
,
1. In combination with an internal combustion
engine having an exhaust pipe and oil contain
ing crank- case, atjacket surrounding said exhaust
pipe and containing a passage within which a de
50
crank case, a conduit connected with the vapor
space in said crank case, means operating by vir
tue of the exhaust gas ?ow to communicate low
ered pressure through said conduit to the crank
pression is created bytvirtue ofthe engine ex
case to draw vapors from said space, and means
haust gas ?ow, and a conduit connecting said'
passage with the vapor space in said'crank case.
for controlling the withdrawal of vapors through
_2. In combination with an. internal combustion
engine having‘ an exhaust-‘pipe connected-to a
the conduit independently, of the exhaust gas ?ow.
JOHN s. FLUOR, JR.
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