US1056339A

US1056339A - Engine-valve.

Info

Publication number: US1056339A
Application number: US66595211A
Authority: US
Inventors: Walter Johnson
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-12-15
Filing date: 1911-12-15
Publication date: 1913-03-18
Anticipated expiration: 1930-03-18

Description

Patented Mar. 18, 1913 3 SHEETS-SHEET 1.

s T i N WITNESSES INVENTOR MLV'Z'W (la/mam W%A/ wi ATTORNEYS W. JOHNSON.

ENGINE VALVE.

APPLICATION FILED 50.15, 1911v LQ56 3SQ. v Patented Mar. 18, 1913.

3 SHEETSSHBET 2.

ATTORNEYS WALTER, JOHNSON, OF SOUTH OMAHA, NEBRASKA.

ENGINE-VALVE.

Specification of Letters latent.

Patented Mar. 18,1913.

Application filed December 15, 1911. Serial No. 665,952.

valves, throttle valves, cut ofi' valves, ad-' mission and releasing valves.

I employ a casing and cone valves having diametrically opposite ports, gearing for rotating the valves in a particular manner,

and boxing adapted to adjust" the valves endwise;

The following figures and descriptions relate more particularly to steam and explosive engines, for the purpose of showing the true action or operation of the valve. The term engine valves is used in a general sense.

These and other objects and advantages are attained by the mechanism illustrated in the accompanying drawings, in which Figure 1 is a side elevation of the engine of which my improved valve mechanism forms a part. Fig. 2 is a vertical cross section of the valve mechanism taken through the cylinder and showing the angles of the steam ports in one of the cylinder heads or valve seats. Fig. 3 is another vertical cross section of the same taken through the longitudinal center of one of the valves. Fig. 4 is a vertical section of the valve mechanism taken through one of the valves. Fig. 5 is a vertical section of a portion of the cylinder, an adjacent cylinder head and a valve seated therein, the piston and piston rods being shown in full lines. Fig. 6 is a vertical cross section of one of the tapered valves and the surrounding portion of the cylinder head having steam ports.

Fig. 1, shows a complete engine suitably mounted on a horizontal bed 1, a fly wheel and governor being located at one end of the same and my improved valve mechanism at the other end, guides 2 for the sliding crosshead 3 being arranged between the governor and the-valve mechanism and a pitman 4 and piston rods 5 being connected with the cross-head in a well known manner.

As shown in Fig. 3,- the rods 5 are rig idly attached to a piston 6 arranged to reciprocate in a horizontal cylinder 7 which is provided with heads 8 and 9, the latter being bored horizontally to provide seats for two sets of hollow conical or tapered rotary valves and each of said heads having ports leading into the adjacent end of the cylinder. Each set of valves is composed of a long and a short member which are constructed alike. The

short cones

10 and 10 are arranged and adapted to rotate in the larger ends of the respective long valves 11. and 11. Casings 12 and 12'" are applied at the ends of the cylinder heads and bolted thereto,.as shown in- Fig. 3. Within these casings are arranged gears for controlling the operation of the valves. In the casing 12 a large gear 13 is arranged in the centerand meshes with pinions 14 and these in turn with gears 15 which are mounted and keyed on the hollow extensions or necks of the

shorter valves

10 and 10 Within the opposite casing 12 a similar train of gears is arranged, the same being indicated by 13 14 and 15 Rotation is imparted to the gears in the casing 12 through the medium of a shaft 16 which is, in practice, suitably connected with the engine governor and ro-' tation is imparted to the other set of gears in casing 121 by a similar shaft 16 which is suitably connected with the engine. It is deemed unnecessary to fully illustrate this means of connection since'it will be well understood by those skilled in the art. The longer valves ll and 11 are continuously driven in one direction and the shaft 16 turns one revolution to two of the crank arm of the engine, so that the valves 11 and 11 turn one revolution to twoof the crank arm of the engine. In other words, by this movement the valves 11 and ll move through an arc of 90 at one stroke of the piston. The members of the gear train in casing 12 do not-make a complete rotation but have an oscillating rotary movement, by which the smaller or

shorter valves

10 and 10 are given a partial rotation. Thus, while one se: i gears drives the longer cone valves 11 and 11 the other set gives an oscillating or reciprocating rotary movement to the

short valves

10 and 10 by which the admission of steam to the cylinder is effected and controlled. The

valves

10 and 10 are normally stationary, except in so far as afiected by the governor. Steam is admitted to the valves through the pipes 17 which, as shown in Fig. 1, connectwith a supply pipe 12}. The exhaust is taken ofi till l at the other ends of the longer valves by means of pipes 17- which are in practice similarly connected with a third escape pipe, not shown.

The piston is shown-in l ies. f, and as provided with projections 6 which are adapted to enter steam ports 19, this arrangement being adapted for the purpose of reducing the clearance. The steam ports 19 are located 180 apart.

The steam from the engine is received from the pipe 17 and enters the

smaller cones

10 and 10 which are provided with ports and 20 which may discharge through ports 21 in the longer valve and thus into the cylinder through ports in the adjacent head. The exhaust takes place through ports 19, Fig. lin the cylinder heads and escapesthrough the ports 2'2 and 22 in the l nger valves ll and ll.

it will. be seen that each of the longer valves ll and 11 have four ports. two of the ports being in the large end of the valve and these live steam ports are located 180 apart. Two of the ports are in the small end of the valve and are also 180 apart and serve only for exhaust. The exhaust ports are so located as to be 90 from the live steam port; hence a movement of 90 of the valve 11 equals one stroke of the engine. Thus steam is admitted through 90 of a rotation of the valve 11 and the live steam ports of this valve close to the ports 19 in the cylinder head, there is one revolution of the engine crank to 180 of rotation of the valve 11. The longer valves 11 and 11"" (see Fig. 3) are so adjusted relatively that. when one set of ports in one valve communi ate with ports in the cylinder head, the corresponding ports of the other valve are closed. Thus in lfiig. 3, the live steam port 21 of the right hand valve 11 is closed and the like port of the left valve ll open to the cylinder, while the respective exhaust ports of the longer valves are open and closed, eontrariwise. Hence, steam is entering the cylinder through the port. in the left valve 10 and-is exhausting from the right hand side of the cylinder through the port 22 in valve 11. It will he observed that the shorter valves 10 and it)" are always so adjusted that their ports alternately coincide with the ports in the surroumling portion oi the longer valves, so that steam is admitted and exhausted alternatch at opposite ends of the cylinder.

in Fig. (3, it will be seen that steam is at the point or being admitted to ports 19 and the inner or smallervalvc 10 is in such position as required for closing other ports. Upon the valve 1.0 being rotated, steam is admitted in proportion to such movement.

Thisfmovement of the valve 10 allows admission of steam from zero or dead center to any position oi the piston 1n the cylinder,

and such movement is efiected by the governor through one of the gear trains. The speed of the engine is governed by this rotary movement of the short valves 10 and steam is admitted at boiler pressure under varying loads at all times. Y

The reversal of the engine is efiected by changing the position of

valves

11 and 11 and 10 and 10 with respect to the position of the piston, the ports being thus advanced or retarded through a special attachment not shown.

It will thus be seen that one of the main objects of the invention is to always allow admission of steam or other motive fluid to the engine cylinder on the dead center at boiler pressure and to eiiect the out of? at any point from the dead center to the full length of the cylinder. Another object or admitting from opposite sides of cones or cylinders is to produce or furnish a periectlybalanccd valve; also one capable of operating at high speed and adapted for re versal. It is obvious that various other advantages are attained which it is unnecessary to specify.

As shown in Fig. 3, the necks oil the

smaller valves

10 and 10 are provided with a flange 23 against which a. sleeve 24: is adapted to hear, an annular packing 25 being interposed. The sleeve 24 is screwed on pipe 17 and another sleeve 26 is threaded on the sleeve 24 and both the sleeves. 2 1 526 are provided with lateral flanges through which screws 27 are inserted. Thus, by adjusting the screws 27, the packing may be clamped tightly so as to insure a tight joint and to takoup wear. In brief, by this simple means I am enabled to provide for an easy and quick adjustment to make a perfectly steamor gas-tight joint, and to set valves closer together to take up inevitable wear of cones.

The projections (3 of the pistons are of slightly less diameter than the ports 19,

that when the projections enter said ports,

sullicient space is left for passage of live steam into the cylinder 7. In further 91(- planation of this feature, it may be stated that the projections reduce the cubical capacity of the ports by about tln'cotourthst upon entering them, at the time when steam is admitted, and when GXlltlllSt occurs the projections are not in the ports. Thus the ports are entirely open and tree for er" haust and have sutficient capac ty to allow instant passage of live steam as the piston reciprocates.

What I claim is 1. Improved valve mechanism of the type indicated, comprising a cylinder, a piston adapted to reciprocate therein, cylinder heads having transverse bores and ports leading from the same into the cylinder, a set of hollow oscillating and rotatable valves seated in each of said bores and having a Mill it ti 1 cone shape, each set formed of long valves having two or more sets of ports arranged opposite, and shorter valves arranged rotatably in the longer ones and having ports arranged directly opposite, and means for r0,- tating. the longer valves continuously and imparting oscillation to the shorter valves, substantially as described. a

2. Improved valve mechanism of the type' indicated, comprising a cylinder, 2. piston adapted to reciprocate therein, cylinder heads having transverse bores and ports leading from the same into the cylinder, a set of hollow oscillating and rotatable valves-seated in each of said bores and having a cone shape, each set formed of long valves having two or more sets of ports arranged 180 apart, and shorter valves arranged rotatably in the longer ones and having ports arranged directly opposite, and two trains of gears, one train connected with and continu ously rotating the longer valves and the other train connected with and imparting oscillation to the shorter valves simultaneously, and inlet and'exhaust pipes connected with the shorter and longer valves, substantially as described.

3. The combination with the piston cylinder having ends provided withports and heads provided with tapered bores and con nected with the cylinder ports, of hollow valves'seated in said bores, gear casings-se cured to the ends of the cylinder heads, and trains of gears arranged insaid casings, in-

let and exhaust pipes alined with the valves 35 and ad] and the adjacent ends of'the valves, said boxing being' adapted to adjust the valves to take up wear and form gas-tight joints, as shown and described. v

lVALTER JOHNSON. Witnesses:

CATHERINE DEE, YALE'O. HOLLAND.

ustable boxing applied to said pipes.