US1064476A - Gasolene-engine. - Google Patents

Description

W. B. HASKELL.

GASOLENE ENGINE.

APPLICATION FILED 13,130.22, 1911.

E Patented June 10, 1913.

3 SHEETS-SHEET l.

W. E. HASKELL.

GASOLBNE ENGINE.

APPLICATION FILED DB0. 2z, 1911.

1,064,476. Patented June 10,1913.

' 2. i g 3 SHEETS SHEET CYLINDER W. E. HASKELL.

GASOLENE ENGINE.

APPLICATION I-"ILBD DEo.z2,1911.

1,064,476., Patented June 10, 1913.

3 SHEETS- SHEET 3.

ORDER OF' FRING |54: 2 s 6 a 3a 5 VALVE 6 VALVE 5 WILLAM E. HASKELL, OF BRATTLEBORO, VERMONT.

GASOLENE-ENGINE.

Lasarte.

Specification of Letters Patent.

Patented June t6, 1913.

Applicationle'd December 22, 1911. Serial No. 667,279.

To all whom it may conce/rn Be it known kthat I, VILIJAM E. HASKELL, a citizen of the United States, residing at Brattleboro, in the county of iVindham and State of Vermont, have invented certain new and useful Improvements in GasoleneEngines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as willl enable others skilled in the art to which it appertains t0 make and use the same. Y

rihe present invention relates to an irnprovement in gasolene engines.

One object of the invention is to reorganize and improve the valve mechanism of gasolene engines.

Another object is to produce a valve mechanism which is particularly adapted for use in multiple cylinder gasolene engines. l

To the above ends, the present invention consists in the gasolcne engine hereinafter describedy and particularly defined in the claims.

ln the accompanying drawings illustrat'` ying the preferred form of the invent-ion, Figure 1 is a side elevation of one of the valve casings mounted upon the top of a cylinder; Fig. 2 is a medial sectional elevation of a valve, valve casing and the upper end of a cylinder; Fig. 3 is a medial sectional elevation takenat right angles to the plane of the section illustrated 1n Fig. 2;

and Figs. *4, 5, 6 and 7 are diagrams illustrating the positions of the valve at different times in the cycle of operation of the engine; Fig. 8 is an isometric sketch showing a part of the cylinders of the' engine and the Valve shaft with the valves thereon, the housings being removed. y

The illustrated embodiment of the inven-I tion is described as follows z-The cylinder 1 of the engine is of usual form and is surmounted by a valve housing.' The housing is tripartite, having two side sections and a middle section. 'The valve 2 is a disk valve, cylindrical in form, with a segmental opening formed therein. 3 and 4 are similar in form, right and left hand, and embrace between them the middle section 5, which is provided with a cylindrical valve opening extending entirely therethrough which receivesthe valve 2. The valve shown in the drawings is intended'for use in a six-cylinder engine and is driven by v a hexagonal valve shaft 6 which is received The two side sect-ions in a hexagonal opening inthe center of the valve. The middle section is provided upon opposite sides with peripheral inlet and exhaust openings, through which the incoming mixture is introduced into the engine and through which the -burnt gases are exhausted, respectively. The inlet port 7 is generally rectangular in shape, and closed and opened by the Valve 9. which revolves in close contact therewith; the exhaust port 8 is of the'sam-e shape. The sections 3 and 4 have passages to convey the mixture into the cylinder and to convey the burnt gases therefrom. The passage 9 from the valve chamber to the cylinder' 1s shown V1n sectlon in Fig. l. rl`his passage is double, each side section being provided with a passage 9. Each `passage 9 is provided witlf two ports opening into the sides of the valve chamber. These ports are indicated at 10 and 11 in Fig. Q. They are segmental in form and substantially identical in size with the opening L2 in the valve. These passages 9 lead, as shown inFig. 3, to the cylinder.

A description of the mode of operation of the valve is conveniently given byv referring to Figs. 4, 5, 6 and 7, wherein the ports 10 and 1l are shown and the valve opening 12 is sho-wn in the different positions in which the parts occupy at successive stages in the operation. It is to be noted that in Fig. 4 the valve occupies a position with the opening therein at. the top. This is the position of the valve at the beginning of the working stroke.- It is to be'understood that the valve rotates once to each two rotations of the crank shaft. During th/e,l working stroke the valve moves from the position indicated in Fig. 4 to-theposition indicated in Fig. 5, at which time ,the working stroke ends, the

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exhaust port 11 'having begun to open before the completionl of the working stroke, in accordance with the common practice. It will be observed that. during the working stroke and whilea high pressure exists in the engine cylinder, this pressure is exerted upon the opposite axially opposed sides of the valveff'through equal and opposed areas, so that the valve is perfectly balanced not only by equal and opposite pressures, but by pressures which are exerted in exactly opposite directions, so that there are no unbalanced strains exerted upon the valve. The exhaust continues until the piston has again teached the top of the cylinder' at which time the valve occupies the position indicated in i Fig. G.Y The closing of the exhaust andthe` opening of `the intake occur' simultaneously, as the edges of the exhaust and inlet ports correspond line for line .with the edges of the valve opening. The intake begins and .continues during the next down stroke ofy ment of the valve slightly beyond the position indicated in Fig. 7, compression begins and continues throughout the rest of the up stroke of the piston until the piston reaches the top of its stroke, then the valve again occupies the position indicated in Fig. 4. It

' is to be noted that during .this compressionv stroke, as during the Working stroke, the' pressures upon thefopposite side lof the valve disk are equal, opposite,` and completely balanced. Provision is made for Waterjacketingthe valve, the spacesl 13 being waterjacket spaces. A

The valve is truly cylindrical in form and ,the valve opening extends from side to side completely 'through the valve and completely through its exterior, so `thatthe valve isla true cylinder with Va/sector removed'- (except for thevery point of thel sector). The edges ofthe valve opening, moving as y they do around in the valve chamber, Will prevent any accumulation of soot or solid carbonaceous matter upon the Walls of-the valve chamber so as toI cause the valve to seize These edges not only scrape the entire side Walls of the valve ychamber, but they also scrape it-s peripheral Wall as well. The valve is efficiently cooled by the water-y jacketing. As indicated in-Fio. 3, provision is made for admitting oil to the valve chamber so as thereby to secure eiiicient lubrication of the valve. It is to be observed that the expansion and contraction of the Vvalve and its housing in the direction ofthe axis of the valve, are the same at all times. There is, therefore, always thesame fit between the valve and the sides of the housing.` VThis fit secures theclosing of the enf gine cylinder becauseit secures the closing of'the ports 10 and 11 in the passages 9 'Whichlead to the cylinder. v Any lack of fit on the periphery of the valve is immaterial to the tightness of the cylinder. The construction lends itself-Withy exceptional facility to multiple cylinder engines, because a single valve shaft may extend through all of the valves of a multiple cylinder en ine. The valves are all identically alike, the exagonal openings therein .being located in the same position in each with relation 'to the segmental opening. The yproper timing of the valve foreach cylinder 1s secured by putting it on the hexagonal shaft in its proper position for that cylinder. Fig. 8

.valve l being in the positlon which it occupies at the beginning of a .Workingstroke *As the valve shaft is turned `during this stroke throughan arc of 60, the opening vin valve 4 is brought tothevtop and'into the position of the valve at the beginning of the working stroke of its cylinder.` A further 4motion of 60 brings the vvalve 2 to the beginning of the Working stroke for its cylinder, and so on in the order shown until a complete revolution of the valve shaft has successivelybrought all the valves on the shaft into firing positions and restored valve 1 to its original position. It is to ybe observed that, 1n general, the shaft is ay regular polygon, the number of whose sides 1s an integral multiple of the number. of cylinders. For example, a square shaft is adapted 'for use With a 1, 2 or 4;. cylinder engine;

a hexagonal shaft is adapted for a l, 2, 3 or 6 cylinder engine; While a penta onal shaft is adapted for a 1 or 5 cylin er engine. The valve housing, With its valve, maybe .assen'ibled in one structure, and placed o-n the engine as an integral part. This contributes to facility in assembling and taking do-wn the engine. The valve housings with their valves are identical in structure and interchangeable each for each. This contributes to economy of manufacture. The valve Ais nicely supported by its chamber; the valve shaft does not need any bearing, nor any stuffing boxes', and because of these facts, it does not need any lubrication. The large area of the valvel engaging the .Walls of the valve chamber and the large areas of the shaft engaging the valve secure good wearing conditions. The valve openings and/the ports, are large and con, tribute to the free` and rapid flow of the mixture and exhaust. As indicated in Fig. 1, the spark plug is Alocated in t-he passage 9 and inasmuch as there are four similar surfaces adapted toV receive spark plugs, the side sect'ons are ada ted for use on either sideI ang/provision' is ad for the use of two spark p ugs each located in 'an inlet passage completely scavenged'of burnt gases.

IAnother feature of advantage incident to the present construction resides in the fact that only a small area ofthe valve is ex-v posed at one time to the heat of t-he burning gases; furthermore, to Whatever extent one part of the valve is exposed to thehot gases, to approximately the same extent all of the parts of the valve are similarly exposed, so

'i be seen that the areas of the ports 10 and 11 will heat the portion of the valve extending from the upper edge of the inlet port to'` the right hand edge ot the opening in the valve, and that the portion of the valve between the left hand edge of -the opening therein and the upper edge of the inlet port will be heated by the outward iow ot the exhaust gases.

While the present invention is hereby described and claimed 4as an improvement in gasolene engines, is to be understood that it is not intended thereby to exclude from the purview of the invention other .terms ot' internal combustion engines with which the invention is adapted for use.`

So tar as I am informed of the state of the art, I believe it to be broadly new to provide a gasolene engine with a balanced rotary valve, as I believe I am the irst to produce a rotary valve for use in connection with gaso-lene engines in which the valve is not subjected to unbalanced pressures during the explosion and compression.

Having thus described my invention, what I claim as new is l. A gasolene engine having, in combination, a single rotary valve, a valve housing embracing the valve and having inlet and exhaust passages for leading the mixture from the intake to the valve space and from the valve space to the exhaust and passages from the cylinder to the valve space opening upon axially opposite sides of the valve so as thereby to counterbalance each other and to relieve the valve from unbalanced pressures during explosion, substantially as described.

2. A gasolene engine having, in combination, a cylinder, a -valve housing on the cylinder, a single rotary valve mounted in the valve housing and provided with an opening therein, inlet and exhaust ports in the valve housing, and passages from the valve space to the cylinderopening into the valve space upon axially opposite sides of the valve and being of equal counterbalancing areas, substantially as described.

3. A gasolene engine having, in combination, a cylinder, avalve housing on the cylinder, a rotary valve in the valve housing provided with a sector-shaped opening therein, inlet and exhaust ports in the-housing opening on the periphery of the valve, passageways in the valve housing to the cylinder having ports opening upon axially opposite sides of the valve and being of equal area, substantially as described.

4. A gasolene engine having, in combination, a cylinder, a valve housing provided with a cylindrical valve chamber, a rotary disk valve mounted in and tting said chamber provided with a sector-shaped valve opening, said housing being provided with peripheral ports opening into said valve chamber and With passages leading to'the cylinder and having equal, axially opposed, lateral ports also opening into said valve chamber,'substantially as described.

5. A gasoleneengine having, in coinbination, a cylinder, a rotary valve, a valve housing provided with a cylindrical valve chamber and with inlet and exhaustl passages having ports opening into the periphery of said valve chamber anda-lso with passages leading to the cylinder and having equal and axially opposed ports opening into the sides of the valve chamber, substantially as described.

6. A gasolene engine having, in combination, a cylinder, a rotary valve, a valve housing having a cylindrical valve chamber and provided with inletand exhaust passages having ports opening into the periphery of the valve chamber and also with passages leading from the cylinder having equal and. opposed'ports opening into the sides of the valve chamber, said ports being four in number, two being used during intake and two being used during exhaust, and all four being closed during explosion, substantially as described.

7. A gasolene engine having, in combination, a cylinder, avalve housing provided with a cylindrical valve chamber and with inlet and exhaust passages having ports opening into the 'periphery of said valve chamber and also with passages leading to the cylinder, andvhaving equal and opposed ports opening into the sides of the valve chamber, said housing consisting of three sections, a middle section of the thickness ot the valve and two side sections embracing the ends of the disk valve, substantially as described.

8. A gasolene engine having, in combination, a cylinder, a rotary valve, a multiplepart valve housing provided With-a cylindrical valve chamber and withinlet and exhaust passages having ports opening into the periphery of said valve chamber and also with passages leading to the cylinder and having equal and axially opposed ports opening into the sides of the valve chamber, substantially as described.

9. A gasolencengine having, in combina-l polygon of cross sectiony of the shaft and the cylinders eorrespo dii'igly timed in firing,

substantially as described. y 10, A gasolene engine having, in combination, a plurality ofcylinders, a correspond- 4polygonal valve shaft fitting said openings in the valves, so that the valves may be set on the shaft angularly spaced With relation vto each other by the angle, or. multiple thereof, which is lsubtended by one of the sides of the regular polygon of cross section ofthe shaft and the cylinders correspmd-- ingly timed in firing, substantially as de-l scribed.

11. A -cylinder gasolene engine having, in combination, cylinders, rotary valves having .regular hexagonal central openings, a hexagonal valve; shaft fitting said openings in the valves, and valve housings embracing the valves, so that the valves may be set on the shaft angularly spaced With relation to each other by an angle of 60", or a multiple thereof, and the cylinders correspondingly timed in tiring, substantiallyy as described.

1Q. A gasolene engine having, in combination, a cylinder, a valve housing on the cylinder, a rotary valve in the valve housing provided with a sector-shaped opening therein, inlet and exhaust ports in the housing opening on the periphery of the valve, passageways in the valve housing to the cylinlheeey/e der having ports opening upon axially opposite sides of the valve space, said passageways being symmetrically disposed and proi vided with spark plug bosses, substantially as described.

1.8. A gasolene engine having, in combination, a cylinder, a rotary valve, a valve hous- 'ing embracing the valve having inlet and sponding to the number of cylinders, and a valve shaft 'having corresponding regular polygonal surfaces adapted to engage the respective valves, said surfaces lying in the surfaces of the samel prism, so that the valves may beset on the shaft angularly spaced with relation to .each other by the angle, or multiple thereof, which is subtended by 'one of thev sidesof the polygon of cross section of the shaft and the cylinders correspondingly timed in firing, substantially as described.

WILLIAM E. HASKELL.

Witnesses:

HORACE VAN EVEREN, GEORGE E. STEBBINS.

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