US1106522A

US1106522A - Internal-combustion engine.

Info

Publication number: US1106522A
Application number: US78694113A
Authority: US
Inventors: Karl Z Shetler
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-08-27
Filing date: 1913-08-27
Publication date: 1914-08-11
Anticipated expiration: 1931-08-11

Description

K. Z. SHETLER.

INTERNAL COMBUSTION ENGINE.

APPLIGATION FILED AUG.

Patented Aug. 11, 1914.

KAJSL Z. SHETLER, OF CLEVELANKB, GHIO.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it known that I, KARL Z. Snnrnen, a citizen of the United States, resident of Cleveland, county of Cuyahoga, and State of Ohio, have invented a new and useful Iniprovement in Internal-Combustion Engines, of which the following is a specification, the principle of the invention being herein explained and the best mode in which I have contemplated applying that principle, so as to distinguish it from other inventions.

My invention relates to internal combustion engines, and particularly that type thereof known as four cycle engines.

The object of the invention is to provide a four cycle internal combustion engine economical of manufacture and efficient in its operation.

The said invention consists of means hereinafter fully described and particularly set forth in the claims.

The annexed drawing and the following description set forth in detail certain means embodying my invention, the disclosed means, however, constituting but one of various mechanical forms in which the principle of the invention may be applied.

In said annexed drawing :F igure 1 is a horizontal section of an engine embodying my invention and taken upon the plane indicated by line II in Fig. 3. Fig. 2 is a fragmentary vertical section taken upon the plane indicated by line IL-II in Fig. 1. Fig. 3 is a front elevation, partly in vertical section, the upper sectional portion being taken upon the plane indicated by line III III in Fig. 1. Fig. 4 is a vertical transverse section taken upon the plane. indicated by line IV"IV in Fig. .3. Figs. 5, 6, 7 and 8 are diagrammatic illustrations of the positions which the four valve-cranks occupy when the parts are in the positions illus tratcd in Figs. 1 toe inclusive.

The illustrated embodiment of my inven tion includes in its construction the four cylinders l, 2, 3 and 4, each haying the same bore and having their axes parallel to each other, as is usual. Each of these cylinders is provided with a piston. 5 of the usual ordinary type. Each piston is connected with a crank 6 articulating with the crank-shaft 7.

Specification of Letters Patent.

Application filed August 27, 1913. Serial R0. 786,541.

Patented Aug. 113, 1914.

The two cranks at one end occupy the same angular position with reference to the axis of the crankshaft and the other two cranks likewise occupy the same angular position, but removed 180 from the positions of the first two named cranks, shown in Fig, 3.

Que end ot the crank-shaft provided with a suitable iiy-wheel 8 and the other of said shaft has secured thereto a helical pinion 9 which. me-

with a helical gear 10 having a diameter twice that of the pinion 9. The gear 10 is secured to the lower end of a vertical shaft 11 whose upper end extends into the gas tight housing 12 secured to the upper .lcfthand end of the frame of the engine. To this upper end of said shaft is secured a helicai pinion 13 which meshes with a heiicai-gear i iot same diameter fixed to a transversely located valve-actuating crank-shaft 15. On each side of the gear 14; and on the crank-shaft 15 are two cranks 16 and articulating with each of these cranks is a connecting rod 17, as shown in Fig. 1.

Extending longitudinally along the upper part of the frame and at the front of the machine, is a gas-supply duct 18, the right hand end of which communicates with a suitable source of or fuel-supply. This duct is cylindrioa. and has its left-hand cnd suitably closed by means of a closure 19. Each cylinder is gn'ovided with an inlet-port 2O establishing (C-InfillliilCut-lQH between it and said duct and this communication is con trolled by means of two sliding

sleeve valves

21 and 22 respectively, ,Wo left-hand inlet-ports being c ntrolled by valve '21 and the two righthand inlet-ports being controlled hy valve These valves are of hollow cylindrical form as shown in Fig. 1. Valve 21 has formed. upon its interior a lug 21; to which is secured a valve rod 21 mticulating with one of the rods 17 at tin end of shaft The 'alye y idcd with lug 523 to which is condo-ted a Ive-rod r20 articulat ing with the other rod 1? on the front end of said shaft 1.

The two set 90'' apai as i 6, Fig. 5 being a diagr .Qliliitli) representation of the position of the front crank andFig. 6 a

similar illustration of the adjacent crank. As shown the axis of the duct 18 extends in a direction right angular with respect to the axes of the cylinders. Upon the opposite side of the frame and parallel with the duct 18 is an exhaust duct 26 similar in; cross-section and diameter to the said ductl 18. Located in this duct 26 are two ex a'ust

valves

27 and 28 respectively, the righthand end of said duct communicatingwith a suitable discharge and the "left-hand and be-' ing closed by means of a suitable closure 29. These exhaust valves are connected with the other two cranks 16 as shownand these cranks occupy a position 90 apart, as shown in Figs. 7 and 8, Fig. 7 illustrating the position of the forwardmostsof saidtwo cranks and Fig. '8 the rearmost thereof. The first of said two cranks occupies a position 90 20 from the rearmost of the front t o cranks 16, so'that it will be seen that a l .of the cranks o' upy positions 90 from each other the. irection ofrotation of the crank- Shaft, 15. Each cylinder communicates with thyduct26 by means of an exhaust-port 30. The lengths of these valves is made such that the device will operate as follows: When the parts are in the position illustrated, as before mentioned thevalve-cranks 16 30 occupy the position iillustrated in Figs. 5 to S'inclusive and th pistons of

cylinders

1 and 2 are at the up rmost ends of their re spective strokes and a 3 and 4 at the lowe" spective strokes. Th direction of rotation of the valve crank sha t 15 :is that indicated by the arrow in Fig. Stand by the arrows in Figs. 5 to 8 inclusive. In this described po- 's ition of the parts, cyli der No. 1 will have 40 been exhaust d of t iegases of combustion, cylinder N "2- will have therein the compressed charge, the piston in cylinder No. 3 will have just completed its operative stroke andwillbe ready to begin its exhausting action and the piston in cylinder .No. 4 will have just, completed its function .of drawing, in the next char e. Ignition ri o w takes place in cylinder l\0. 2 and the eontinu tionieof the movement of the parts as a redlilt thereof will cause the valves to move hi the'direction indicated respectively by the airows shown thereon in Fig. 1. The "movementgof the pistons in the various cylinders. :the opposite ends of their respecjftive s't'rd es,""will'cause cylinder No. 1 to be suppliedwith the uncompressed'charge, the pistbn in cylinder No. 2 to effect its operativeisfioke, cylinder No. 3 to scavenge the prdducts of combustion therein and the piston in cylinder No. 4 to compress its" .harge.

Thislatter charge is therefore, at the nd of tiis stroke, ready for ignition. Such aignition will cause .the said pliston in cylihder No. 4to then effect its operative stroke, cylinder No. 3 to receive its uncompressed charge, piston in cylinder No. 2 to scavenge its contents and piston in cylinder No. 1 to compress its charge. Ignition next takes place in cylinder No. 1, following which, after a complete cycle, ignition takes place in cylinder No. 3. Each piston therefore becomes operative in succession in the order named. In this manner I obtain a simple and effective four cylinder internal combusltion engine of the four cycle type.

Having fully described my invention, what I claim and desire to secure by Letters Patcombination of four cylinders and suitable pistons therefor, each cylinder having an exhaust and an inlet-port communicating with one end of its bore; a fuel-supply duct communicating with all of said inlet-ports;

an exhaust duct communicating with all of,

said exhaust-ports; two sliding valves in each of said ducts, each controlling two ports communicating with the latter; and mechanism adapted to actuate said valves so as to effect a four cycle action of the engine.

3. In an internal combustion engine, the combination of four cylinders and suitable pistons therefor, each cylinder having an exhaust and an inlet-port communicating with one end of its bore; a fuel-supply duct having its axis extending in a direction right angular with respect to the axis of said cylinders and communicating with all of said inlet-ports; an exhaust duct parallel with said supply duct and communicating with all of the exhaust-ports; two sliding valves in .each of said ducts, each controlling two ports communicating with the latter;

and Lmechanism adapted to actuate said valve to effect a four cycle action of the engine.

4. In an internal combustion engine, the combination of a plurality of cylinders and suitable pistons therefor; each cylinder having an exhaust and an inlet-port communieating with one end of its bore; a fuel-supply duct communicating with all of said inlet-ports; an exhaust duct communicating with all bf said exhaust-ports; a plurality valves nearest to the aforementloned end of of hollow'sliding valves in each of said ducts the engine.

10 controll' the ports communicating there- Signed by me, this 25th day of July, 1913.

with; mec anism at one end of the engine 5 adapted to actuate said Valves to effect a four cycleaction, and including valve rods Attested byconnected with the interior of said valves, S. J. SIIETLER, *part of said rods extending through those- WM. R. MILLER.

KARL Z. SHETLER.