US2159006A - Engine frame construction - Google Patents

Description

May 23, 1939. E CHAPMAN 2,159,006

ENGINE FRAuE CONSTRUCTION Filed Dec. 13, 1934 6 Sheets-Sheet l Inventor;

Everett ChaPlflln May 23, 1939. E H PMAN 2,159,006

ENGINE FRAME CONSTRUCTION Filed Dec. 13, 1954 9 Shets-Sheet 2 Inventor Burnt: Chapu y-MW Atty.

May 23, 1939. E C AP 2,159,006

ENGINE FRAME cousmucnou Filed Dec. 15, 1934 e Sheets-Sheet 3 vi g] I I Inventor;

Enre t t Chapmu Atty.

May 23, 1939. CHAPMAN 2,159,006

ENGINE FRAME CONSTRUCTION Filed Dec. 13, 1934 6 Sheets-Sheet 4 Inveritor;

Everett dhapman try.

May 23, 1939.

EUCHAPMAN ENGINE FRAME CONSTRUCTION Filed Dec. 13. 1934 6 Sheets-Sheet 5 n r mm mm m m v "m Q M mw Nm n -J M W F \NH m PM 5 aw May 23, 1939. E, CHAPMAN 2,159,006 ENGINE FRAME CONSTRUCTION Filed Dec. 13, 1934 -6 Sheets-Sheet 6 5- e i {9, i P N 2 @I a I :I I: I i N E i E] l I Q s I I I i 8 a N r a Invnntor:

: Ever H: ChaPilll Patented May 23, 1939 PATENT OFFICE ENGINE mm; cons'rauc'rron v Everett Chapman, Coatesvflle, Pa. Application December 1:, 1534, Serial No. 151,344

5Clnima.

My invention relates to engine frame construction, and more particularly to the construction of frames and casings or housings for engines of the internal combustion type-Diesel engines and the like.

The main object of my invention is to provide an improved light weight unit frame construction including members for transmitting the gas load from the cylinder head to the main crank-shaftbearing in Diesel engines, said members being loaded substantially in tension, and said loading providing the greatest utility of a given weight of structural material.

, A further object of my invention is to provide an improved engine frame construction comprising heavy metal unit sections of novel design and plate sections associated therewith, the several members being secured together in final form by welding.

A further object of my invention is to provide an engine frame construction wherein the parts of the frame are welded together in such manner as to incorporate easy transition in the members carrying the load at any point along the line of force developed by'the explosions.

A further object of nw invention is to provide a skeletonized frame comprising load-resisting means for carrying a plurality of loads, occurring non-simultaneously in time or space, to a common reaction point; said frame acting substantially in'pure tension.

A further object of my invention is to provide a skeletonized frame having divergent members foraconnecting a plurality of loads, that do not occur simultaneously in either time or space, to-

a common reaction point; said divergent members acting substantially in pure tension.

And a still further object of my invention is to provide an internal combustion engine crank case comprising a plurality of parts integrated by fusion welding and including a skeletonized unit frame (or frames) for connecting a plurality of loads, occurringnon-siinultaneously in time or space, to a common reaction point, said unit frame being so shaped that the members thereof act substantially in pure tension and the transition crossover has gentle changes of contour.

In carrying out my present invention, I preferably construct the unit load-carrying members of my improved engine frame structure from heavy plate sections of suitable metal which may be cut to the desired shape by flame, or in any other suitable manner. It will be understood, of course, that such sections may be cast or forged of weldable material, and in all instances,

I connect these members together by welded Joints at easily accessible or otherwise advantageous points. I

These and other features of my invention are more fully described hereinafter, reference being 10 Fig. 2 is a perspective view of a unit frame or supporting section within the scope of my invention, which may be flame-cut or otherwise formed from a heavy plate of metal.

7 Fig. 3 is a fragmentary perspective view of anll other frame supporting section within the scope of my invention, which may be flame-cut or otherwise formed from a heavy plate of metal.

Fig. 4 is a sectional elevation of a multiple cylinder engine structure of the "twin" type, in

which unit frame or supporting sections of the type shown in Fig. 2 are employed.

Fig. 5 is a cross-sectional view of an engine structure illustrating another form of continuous unit frame section within the scope of my 35 invention.

Fig. 6 is a fragmentary longitudinal sectional view, on the line VI-VI, Fig. 5.

Fig. 7 is a fragmentary view showing a side elevation of a portion of the frame structure 11- o lustrated in Figs. 5 and 6.

Fig. 8 is an inverted plan view of an engine structure embodying the features shown in Figs. 5, ,6, and "I, and

Figs. 9 and 10 are views in elevation of other forms of unit frame sections, within the scope of my invention, available for use in the construction of engine frames of the multiple cylinder V-type.

The important and essential feature of my improved construction is the provision of an engine frame made up of unit frame elements positioned to take the loads or stresses of the explosive forces in as near a pure tension loading as practicable; which unit frame elements are preferably produced from heavy plate sections or slabs of metal and may be flame-cut or otherwise developed into the desired shape or contour.

'In types of engines employing multiple banks of cylinders-the so-called "twin engines-the general contour of the engine frame is .V-shape in cross-section, and I have developed a unit frame element or skeleton support for use in constructing engine frames of this type, which I have illustrated in the several views of the u drawings; Fig. 1 being a perspective view of a complete engine structure within the scope of my invention having twelve cylinders, Fig. 2 a perspective view of a single frame section which may be flame-cut from. a heavy plate or slab of metal, indicated by dotted lines at ii, and Fig. 4 an end elevation, partly in section, illustrating one form of engine structure employing frame members or elements of the type shown in Fig. 2. Other forms of frame elements having a similar object in view are shown in Figs. 5, 9, and 10.

In carrying out my invention, I may take heavy rolled or otherwise prepared metal slabs or plates ll, such as indicated in Fig. 2, of a thickness which is determined by the load .and working stress of the engine structure required, and flamecut or otherwise shape the same to provide unit frame members or supporting elements within the scope of my invention.

In Fig. 2, I have shown by dotted lines a plate II from which a unit frame of one type, within the scope of my invention, may be cut or otherwise formed. Such frame member may comprise base portions l2 and II, with relatively slender upstanding legs i4 and Ii which converge toward each other and cross at the point I; such legs being continued in extensions M'- and II which diverge from such crossing point. Intermediate the base portions l2 and I3 and the extensions M and i5, I provide the legs I and IS with projecting portions Il and l5 which extend diagonally with respect to said legs; the longitudinal axes of said projecting portions being substantially parallel with the longitudinal axes of the oppositely disposed legs and their extensions, respectively; that is to say, the projecting portions N and I!" extend in planes substantially parallel with the legs i5 and II, respectively.

Between the projecting portions Il and i5 and the projecting portions [5' and I4", spaces are provided which are aligned with the spaces in the frame receiving the engine cylinders, and the housings or casings for such cylinders are formed from plate sections suitably welded together, and to the unit frame elements made up of the parts l2, l3, ll, ll, M I5, and 15", all as more particularly pointed out hereinafter. It will be noted that the transition crossover between the respective parts of the continuous ,unlt frame has gentle changes of contour, indicated at a, b, c, d, e, f, g, and h.

Below the crossing point ii of the converging legs I4 and ii of the unit frame elements, space is provided for the reception of the crank shaft and its supporting bearing,-and said legs II and I5 are provided with "shoulders IF and l5 for the reception of stud bolts or other connecting means to support such bearing. The axis of said crank shaft coincides with the longitudinal axes of the cylinders supported by the unit skeleton frame sections, and forms a common reaction point for the loads imposed by the explosive forces acting within said cylinders; the upper portions of the housing carry ng the usual cylinder heads (not shown) which are attached by means common in the construction of engine frame structures of the type to which my invention relates. The component unit frame sections are so cut or shaped that their loading is substantially in pure tension, with as little bending introduced as the mechanical details will permit.

A series of these unit frame elements will be employed in a multiple cylinder structure. In a twelve cylinder structure such as illustrated in Fig. 1, for instance, there will be seven unit frame sections, and the end plates l6 and I].

Other frame elements or scantling members to be horizontally disposed and to serve as base connections or support for the unit frames of the diverging leg type shown in Fig. 3 are indicated at 2|, and may be flame-cut or otherwise formed from heavy metal plates or slabs (indicated by dotted lines at 2| and rolled or otherwise produced), to the shape or contour indicated in Fig. 3, such shape including a continuous portion 22 to be disposed lengthwise of an engine frame and to which the base portions I2 and I3 oi the unit frame elements made up of the portions l4, l5, et seq., are connected.

The elements or parts shown in Figs. 2 and 3 constitute the main members of the engine frame, which is assembled by welding the base portions i2 of the vertical unit frame members to the horizontally disposed, longitudinal members 2i, as indicated at 1:. By preference, the respective base portions l2 and ii are beveled, as indicated at 24, so that recesses are provided for a. proper deposit of welding metal. They are additionally beveled at 24 to provide space for the passage of oil thrown up by the cranks along the channels provided by said members 2i.

I have indicated base sections or members 2i for a twelve-cylinder engine of the V-type, and it will be understood that such base element (two being provided for each complete engine frame) may be used with a frame employing a less number of cylinders. Fig. 3 shows in dotted lines fragmentary parts of the vertically disposed unit frame members applied in proper position to one of the horizontal frame members 2 I.

In addition to the end plates i6 and H, the engine frame includes the side plates 25 and 26 which are welded to the several unit frame elements, and a top or cover plate 21 which is welded to the extensions I4 and i5 and, in addition, may he stayed by bracing plates 28. Plates 30 extend longitudinally of the frame at the top of the same, being welded to the extensions i4 and 15'' of the unit frame elements, and these plates are apertured at 3| for the passage of the engine cylinders. Internally of the frame, plates 32 are provided for staying and guiding the cylinders, being apertured at 32. Longitudinally of the engine frame, the unit frame sections are stayed by arched plate sections 28. welded in place. In the spaces between the upstanding portions and projections of the unit-frames 14 and i5, li and light plate sections 33 are welded in place, and these may be apertured at 33 for the sake of lightening the weight of the frame structure. The space surrounding the several banks of cylinders provides air chambers. The side plates 25 and 26 may be provided with openings 25 and 26' giving access to the interior of the engine frame for any purpose, and these openings may be closed by suitable caps or covers, if desired. In addition, the side plates may carry various parts for the attachment of the necessary engine mechanism.

In Figs. 5, 6, 7, and 8, I have shown another form of engine frame construction of the V- type, the features of which differ in some details from the structure illustrated in Figs. 1, 2, 3, and 4. Fig. 5 shows a cross-sectional elevation of one of the unit frame portions of the same. This frame comprises diverging legs 40 and H, as illustrated, which may extend to a greater height than those illustrated in Figs. 2

and 4, but have the same form of cross-over, indicated at 42, with extensions 43 to which the top or cover plates extending longitudinally of the engine frame are secured. As the side portions of the unit frame element shown in Fig. 5 are of a greater dimension than the side members of the form shown in Figs. 2 and 4, I may lighten the same by aperturing them at 44. These side portions lie in a single plane externally of-the structure. In this form of unit frame element, the upper ends of the extensions 43 above the cross-over portion 42 are connect-- ed by a portion 45 integral with the extensions 43. A cover plate 48 may extend longitudinally of the frame, and this may be apertured at 46, such opening facilitating construction of the engine frame and permitting access to the interior during assembly. These openings may be closed by suitable covers.

.The sides of the engine frame structure are completed by plates 50 which may be interposed between the unit frame elements, or overlie the latter and extend from end to end of'the engine frame; 'such plates being provided with hand hole apertures 50', which may be closed by suitable':plates or covers.

At the sides of the frame, I may provide pockets 5| for the reception of valve gear attachments, and these may be formed from plate sections welded together. The unit frame sections have base portions connected to longitudinal members 52 of substantially the same type as those indicated at 2|, Figs. 1 and 3, and these lie between the end plates of the engine frame.

The unit frame sections are also provided with shoulders 53 to which the bearings for the crank shaft may be attached in a manner substantially identical with the arrangement shown in Fig. 4; such crank shaft forming the common reaction point for the loads occasioned by the explosions in the cylinders. As in the structure shown in Fig. 4, the interior of the frame will be provided with longitudinal plates for supporting and stay- .ing the cylinder, and cross-plates between the upstanding portions of the unit frames. These longitudinal plates have openings for the reception of said cylinders, and these openings may have annularly recessed collars for the reception of rubber gaskets which effectively close the space between the air chambers surrounding the cylinders and the crank case preventing oil gaining access to said air chambers. The several unit frame sections are welded to the plates which make up the frame at the several meeting points, as indicated in the drawings.

This form of engine structure illustrated in Figs. 5, 6, 7, and 8 will have the usual mechanism necessary to make it a properly operable structure, and the side plates enclosing the same may have the usual attachments for all operating mechanism.

In engine structures of the multiple-cylinder "twin type, it is necessary to stagger the cylinders in order to provide the necessary clearance for the cranks, and this is clearly illustrated in Fig. 8, which shows an inverted plan view of an engine structure built up from my improved unit frame sections. This view also shows the longitudinal members 52 which are connected by structure incorporating the diillcult cross-over necessary to transfer the gas load from one bank of cylinders past the gas load from the other bank of cylinders. By reason of the continuity of the frame members, I have provided a construction in which there are no welded joints at a major change of contour in the lines of force developed by the explosions and the desirably gentle changes of contour have been achieved inexpensively.

In Figs. 9 and 10, I have shown modified forms of frame elements or members for engines of the twin" type. In Fig. 9, the frame element has diverging legs 50, each of which extends to the top plate of the engine frame to which cylinder heads are secured, such legs being tapped, as indicated at 5|, to receive stud bolts whereby the top plates and/or cylinder heads may be secured in place in addition to the use of a welded connection between the parts. These unit frame elements may be employed in a manner precisely similar to the frame elements illustrated in Figs 2, 3, 4, and 5, but without the necessity of employing transition members aligned with the diverging legs.

In Fig. 10, I have illustrated a further modification in which I show a unit frame element of the general contour as those shown in Figs. 2 and 4, for use in constructing multiple cylinder frames of the twin engine type, built up of sections welded together and indicated at 65, 65, 65', 65, 65, and 55. All of the welds are disposed at straight-line portions of the frame and not at points where the contour changes. This arrangement affords contour control, since the contours may be cut by a torch or a milling operation rather than being formed by weld metal, and they present the same gentle changes indicated in Fig. 2. Any suitable type of welding may be employed in securing together the several sections of a frame of the type shown in Fig. 10.

The essential reason for using steel, as opposed to cast iron and other commonly used materials, in Diesel engine crank cases or frames, is to reduce the weight. Steel will take weight out of a Diesel engine because of its superior physical properties, the most important of which, in this respect, are its stiffness (high modulus of elasticity), and high endurance values under repeated load. This permits the use of less stecl than any other material because the working stresses in the steel can be designated at a higher value.

The completed frame must act elastically as a unit structure. Any joints which have entered into fabrication must vanish so far as their elastice-behavior is concerned. Welding affords a means of so joining the component parts.

Under the highly fatiguing load imposed by the Diesel engine cycle of operation, particular attention must be paid to contour control. Contour should be controlled by machining, forging, or casting operations, rather than by a welding operation. Stresses must be transmitted through members which do not incorporate abrupt changes in contour. Any transition in section which is necessary must be easy and gradual in order to minimize maximum stress values which may cause fatigue failures. From a manufacturing standpoint, this becomes somewhat involved in the V-type engine since the gas load of one bank of cylinders must be transmitted past the gas load of the other bank of cylinders to a common reaction point. Contour considerations become of immense importance at the intersection of these load lines. Complete controlof contour is afforded in unit members of the type forming the subject of my invention, when these members are, for instance, cut from a heavy plate by means of flame-cutting apparatus or other suitable cutting means. These unit members can, of course, be cast from weldable material with the same advantages. Contour control is again possible and, whereas the complete engine case cast in one piece would afford insurmountable difficulties, the foundry problem in handling a single frame unit is much simplified since, the smaller the casting, the more predictable its properties and homogeneity.

It will be understood, therefore, that my invention resides in the provision of a unit frame member of. a type that will serve as a loadcarrying element or support for the several cylinders and will provide the necessary support to take the stresses occasioned by the gas loading; particularly those which donot occur simultaneously in time or space, in such manner as to insure a long life in service.

While I have particularly described and prefer to employ forms of unit frame members out from heavy plates or slabs of a thickness-related to the working load and stress of the engine structure required, it will be understood that such unit frame members maybe in the form. of castings and, in some instances, might be in the form of forgings.

This application is a continuation in part of my application filed May 19, 1934, Serial No. 726,466.

Various modifications may be made in the above-described embodiment of my invention without departing from the sprit and scope thereof, as set forth in the appended claims.

I claim:

1. The combination, in an engine structure of the internal combustion type constructed to receive two banks of cylinders arranged at an angle with respect to each other, of cylinder enclosing means comprising a plurality of single section skeletonized frame elements vertically arranged in spaced relation and providing internal chambers for the reception of cylinders; said frame elements having component parts including base members and two sets of upwardly and outwardly extending members with each set in substantially parallel relation and disposed diagonally with respect to the other, continuous longitudinal members connectedto and spacing the base portions of said frame elements, and top plates serving as cylinder supports overlying the upwardly projecting portions of said frame elements and permanently secured thereto.

2. The combination, in an engine structure of the internal combustion type constructed to receive two banks of cylinders arranged at an angle with respect to each other, of cylinder enclosing means comprising a plurality of single section skeletonized frame elements vertically arranged and providing internal spaces for the reception of cylinders; said frame elements having component parts including base members and two sets of upwardly and outwardly projecting members with each set in substantially parallel relation and disposed diagonally with respect to the other with the inner members thereof crossing at a substantially central point and so disposed as to transmit to a common reaction point forces exerted by two loads which do not occur simultaneously in time or space, continuous longitudinal members connecting and spacing the base portions of said frame elements, and top, side and end plates enclosing said skeletonized members and permanently secured thereto; said top tically disposed single section skeletonized frame elements, top plates connected thereto and forming cylindersupporting means; said frame elements including base portions and two sets of diagonally disposed component parts with each set in substantially parallel relation with respect to the other; said frame elements forming loadresisting means acting in substantially pure tension, longitudinal members connected to and spacing the base portions of said vertically arranged frame elements, and side plates extending longitudinally of the engine structure and permanently connected to and spacing said skeletonized frame elements.

4. The combination, in an engine structure of the internal combustion type constructed to receive two banks of cylinders arranged at an angle with respect to each other, of a cylinder enclosing frame comprising a plurality of vertically disposed single section skeletonized frame elements apertured, top plates connected thereto and forming cylinder supporting means; said frame elements including base portions and two sets of diagonally disposed component parts with each set in substantially parallel relation with respect to the other; said frame elements forming load-resisting means acting in substantially pure tension, longitudinal members connected to and spacing the base portions of said vertically arranged frame elements, internally ar- I ranged plates disposed substantially at right angles to planes passing through the diagonally disposed portions of the skeletonized frame elements and apertured for the passage of cylinders, and side plates extending longitudinally of the engine structure and permanently connected to and spacing said skeletonized frame elements.

5. The combination, in an engine structure of the internal combustion type constructed to receive two banks of cylinders arranged at an angle with respect to each other, of a cylinder enclosing frame comprising a plurality of vertically disposed single section skeletonized frame elements providing cylinder receiving spaces, apertured top plates connected thereto and forming cylinder supporting means; said frame elements including base portions and two sets of diagonally disposed component parts with each set in substantially parallel relation with respect to the other; said frame elements forming loadresisting means acting in substantially pure tension, longitudinal members connected to and spacing the base portions of said vertically arranged frame elements, internally arranged plates disposed substantially at right angles to planes passing through the diagonally disposed portions of the skeletonized frame elements and apertured for the passage of cylinders, and side plates extending longitudinally of the engine structure and forming continuations of the outer diagonally arranged portions of said skeletonized frame elements; said side plates having their upper edges connected to the cylindercarrying top plates.

EVERETT CHAPMAN.

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