US1128935A

US1128935A - Valve mechanism for internal-combustion engines.

Info

Publication number: US1128935A
Application number: US66656011A
Authority: US
Inventors: Milton E Bertram
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-12-18
Filing date: 1911-12-18
Publication date: 1915-02-16
Anticipated expiration: 1932-02-16

Description

Patented Feb. 16, 1915.

3 SHEETS-SHEET 1.

c I ewr IHIIIIIIJ -IIIII H M. E. BERTRAM.

APPLICATION FILED 11mm, 1911.

Inventor: mam

VALVE MECHANISM FOR INTERNAL OOMBUSTION ENGINES.

' be awa M. E. BERTRAM. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION TILED DIX/218.1911

\ gash/gov 3 SHEETS-SHEET 2.

Patented Feb. 16, 1915.

M. B. BERTRAM. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLICATION nun DBO.18. 1911.

1,128,935. Patented Feb. 16, 1915.

a Hummus s.

I 1 y V IIIIIIII I llrIILTON E. BERTRAE I. OF CLEVELAND.

VALVE MECHANISM FOR 1N1 Specification of Lsttcis 21mm Patented Feb.16, 1915.

Application filed Decembe 18, 1911. Seriai No. 656.560.

valve-mechanism for internal combustion engines, and more especially to valvemechanism comprising a single rotary valve for controlling the supply of fuel to and the exhaust from the explosion-chamber of an engine-cylinder at a point in front of the face of the piston in the cylinder during the suction stroke and exhausting stroke respectively of said piston and through .one and the same cylinder-port formed in a Wall of said chamber.

One object of this invention is to provide a simple, durable and reliable combined fuel-supply-controlling and exhaust-controlling rotary valve for a four-cycle inter nal combustion engine in Which the piston Within the aforesaid cylinder successively makes. its suction stroke, duel-compressing stroke, power-imparting stroke and exhausting stroke.

Another object is to provide a valvecasing having an interior chamber connected With said cylinder-port and containing a combinedfuel-supply-controlling and exhaust-controlling valve having two ports which are arranged to establishcommunication between said cylinder-port and the fuelsupply passageway. and an exhaustpassageway respectively of the valve-casing dur'ng the suction-stroke and exhausting stro (e respectively'of the aforesaid piston.

' Another object is to place or arrange the exhaust-port of the valve topermit the formation of the exhaust-passageway of the valve with facility, to prevent carrying of lubricant through said exhaust-port from between the valve and valve-casing, to reduce the heat transmitted from saidexhaustport to the valve and valve-casing to a minimum, and to avoid interference With the capacity of a cooling chamber formed circumferentially of the valve-casing, and to utilize the exhaust through the valve in valve-casing, and more especially the. ex-

haust-port of the valve, and to prevent carrying of lubricant through said supplyport Irom between the valve and valvecasing.

Another objectto render the valve accessible and readily removable for re newal, replacement or repairs should suh renewal, replacement or repairs been. a

necessary.

Another object is to render the valve suit able for use as a combined fuel-supply con trolling and exhaust-controlling valve tivo cylinders in common of a four-cycle in ternal' combustion engine having more than one cylinder in which a piston successively makes its suction stroke, fuel-compressing Stroke, power-imparting stroke, and eX- hausting stroke.

lVith these objects in view, and to the end of attaining any other advantage hereinafter appearing, thisinvention consists in certain structural features, and combinations and arrangement of parts, hereinafter described", pointed out in the claims, and illustrated in the accoi'npanying drawin s.

In said drawings, Figure 1 is an elevation, largely in central vertical section, of an in ternal combustion enginmcomprising two enginecylinders and provided with valve mechanism embodying my invention. Portions are broken away in Fig. 1 to more clearly :ShOW the construction. Fig. 2 is a horizontal section taken along the line 2'2, Fig. 1, looking downwardly and drawn on a larger scale than Fig. 1. Fig. 3 is a section on line -)--3. Fig. 1, looking in the direction indicated by the arrow. Fig. at is a horizontal section on line M, Fig. 1, leolv ing downu-ardly. 6 and 7 are sections taken transversely through the valve, and Figs. '4, 5, 6 and Tillustrate said valve in different positions.

Said drawings illustrate a four-cycle internal combustion engine comprising two vertically arranged .interiorly chambered cylinders A. and R. Said cylinders are arranged side by side, as shown in Figs. 3 and 4. Within each cylinder is a piston B adapted to reciprocate endwise of the cylinder.

0 indicates the explosion-chamber formed in each cylinder at and in front of the face of the piston in said cylinder, and D (see Fig. 3)., represents an externally screwthreaded head which is screwed into said cylinder in front of the piston and forms the piscon facing wall of said explosionchamber. The head I) is provided in the usual manner with a sparlsplug d, but

sparlnplugs or electrical devices employed for the production of electric sparks in explosion-chambers of internal combustion enginesat the required time to ignite and explode any explosive fluid or fuel supplied to the said chambers are too well known in the art to require illustration and description in this specification.

The cylinders A and R are provided externally of the piston-containing chambers of said cylinders and out of communication with said cyiinders with a cooling chamber 10 which extends longitudinally and. circui'nferentially of said piston-containing chambers and may be supplied with cooling fluid (not shown) such, for instance, as water through a suitably valved water-supply-pipe 12 which (see Fig. 1) leads to and communicates with the cooling chamber 10 at the upper end of the chamber. A suitably valved drain-pipe 13 (see Fig. 1) coin- Inunicates with and leads from said cooling ;chamber at the lower end of the chamber..

The piston B in each cylinder is operatively connected in the usual manner (see Figs. 1 and 3) by a pitman b with a crank e of a horizontally arranged suitably supported crank-shaft E which is known as the engine-shaft. The shaft E is operatively provided with a pinion 15 which meshes with a spur-gear l6 operatively mountedon a suit ably supported shaft F which is arranged horizontally and parallel with the shaft E. The shaft F is operatively provided with a bevel-gear) which meshes with a bevel'gear g operatively mounted on a suitably applied vertically arranged shaft G employed in operating a rotary valve I hereinafter described. The bevel-gears f and 9 correspond in diameter and number of teeth so that the valve o perating shaft (.ir is driven at the same speed the horizontal shaft F, but the spur-gear 16 has twice the number of teeth possessed by the pinion 15 and is con sequently again as large diametrically as said pinion so that the shaft F isdriven to make one complete rotation during two complete rotations of the engine-shaft E, and consequently the valve-operating shaft G is driven twice as slowly as the QIIglIlG-Sllilfl]. 'lhe valve-operating shaft G is arranged eigternally of the cylinders of the engine and extends upwardly into a valve-casing 17 which (see Figs. 1 and 1) is arranged at one 'side of the upper end-portions of the cylin- Said valve 1 is provided interiorly with a fuel-supply-port 21 and an exhaust-port 31, and each cylinder of the engine is provided at its upper end with a port a which connects the valve-containing chamber 18 with the explosion-chamber U of said cylinder. The port a of each cylinder is arranged in the main forward of the face of the piston in said cylinder in any position of said piston and continuously communicates therefore with the explosion chamber of said cylinder,

and said port is employed in conducting the explosive and combustible mixture or fluid or fuel to said chamber during the suction stroke of said piston and in exhausting said chamber, during the exhausting stroke of said piston. The valve-casing 17 projects somewhat above the cylinder so that the upper portion of the valve I-is arranged somewhat above the explosion-chambers of said cylinders and extends preferably about as much above as below the cylinder-ports a. The valve-casing 17 extends a suitable distance below the valve 1 and is provided ander the valve (see Fig. 1) with a fuel-supply-port 22 which communicates at one side of the valve-casing and below the valve with a fuel-supply-pipe 23 which is applied to the valve-casing in any approved manner. Theport 22 and the pipe 23 form the supply-passageway of the va1vecasing. The supply-port 21 of the valve is in communication at the lower end of the valve with the supply-port 22 of the valve-casing. The valve 1 is operatively connected, as will hereinafter appear with the valve-operating shaft G which extends upwardly (see Fig.

1) through a stuffing-box H with which the bottom of the valve-casing is provided into and through the supply-port 22 of the valvecasing and upwardly-into the supply-port 21 of the valve and into a sleeve K which 18 loosely'mounted within said ports on the upper end-portion of said shaft. Said sleeve is therefore shiftable uptvardly endwise and independently of the shaft Ur; The valve is attached to said sleeve which is preferably provided at its upper end and ex tcrnally with laterally and outwardly pro jecting arms is which are arranged within the supply-port 21 of the valve and spaced circumferentially of the shaft G, and the valve is provided internally with lugs 2-4 arranged within said su ply-port and resting on said arms of the sleeve and secured removably by screws J to said arms it will be observed therefore that the shaft (1 is arranged at the lower end of the valve and coincidently with the axis of the valve, and operative connection between the sleeve K and said shaft is effected by a spiral spring 'L which is coiled around said sleeve and hooked at its lower end (see Figs. 1 and 2) onto a pin m with which said shaft is provided and hooked at its upper end see Fig. 1) onto a pin a with which the sleeve is provided. Said spring forms such a yielding operative connection between the said sleeve and the shaft G. and consequently between said shaft and the valve, as will permit a limited rotation of said valve and said shaft independently of each other.

The sleeve-embraced portion of the shaft G is provided (see Figs. 1 and with laterally projecting pins I whicn are spaced circumferentiallv of the shaft and engage slots 25 formed in the sleeve K. The shaft G is rotated in the direction indicated hv the arrow placed thereon in Fig. l. 'l he slots 25 are of course spaced circumferentially of the sleeve K and extend from the lower end of the sleeve upwardly a suitable distance and opposite to the direction in which said shaft is rotated. and the pins P are spaced downwardly from the upper ends of said slots.

Normally the valve is seated and has hearing on the upwaldly flaring surrounding wall of the chamber l8 of the valve-casing, and the spring I is wound up far enough to place it under sutlicient tension to cause said spring, when the engine and consequently the shaft (i are at rest to tend to rotate the valve independenilv of said shaft in the direction in which said shaft rotated dur ing the operation of the engine, so that theslots 25 shall have those side walls thereof which face in the direction in which the valve is rotated always in pressing contact with the pins P and coi'ipcrating with said pins in holding the valve to its seat formed by the valvcsurrounding Wall of the valvecontaining chamber 18 and in preventing rotation of the valve by the spring in said direction. independently of the resting shaft As long as there is no tendency of the valve to stick to said wall during the operation of the engine. the valve rotiites frcclv with the rotation of the shaft, t l through the medium of the spring, but as soon as the valve from anv cause begins to stick to said wall the slots 25 will have the side walls thereof which face opposite to the direction in which the valve. is rotated during the op eration of the engine cooperate with the pins P of the shaft G in lifting the valve independently of said shaft andtherehy at once loosen the valve relative to said wall and render the valve free to rotate with said shaft and permit a i to b rotated in unisxui with said sh' t, h} the spring L. A head Q {see Fig l) t ranged above and opposite the upper end cl ihe valve and removably secured in place in any approved manner. The head Q forms the upper end wall of the val econtainiugchamber-1330f the valve casing and larger diametrically than the upper and diametrically larger end of the valve The valve terminates at its upper end a suitable distancehclow the head Q to form a space between said head and said valve to permit of a limited lifting of the valve when the valve begins to stick to the surrounding wall of the chamber of the valvcwasing. The head Q is provided centrally with an opening 32 which registers with an exhaushpipe 33 arranged above and suitably attached to and extending up wardly from said head. The opening 32 and pipe 33 form the exhaust-passageway of the valve-casing.

The supply-port 21 of the valve has its discharging end 26 arranged at one side of the valve and in position to register at the proper time with the port a of each cylinder of the engine during the rotation of the valve and extends from said side of the valve not only into the central portion of the valve and downwardly around the sleeve K and spring L to the lower end of the valve where it communicates continuously with the s1:pply-passageway 22 and 23 of the valve-casing but is enlarged upwardly and extends around but of course externally of the exhaust-port 31, as at 27, Fig. 1, so that said supply-port of the valve and the fluid fuel received by and passing through said valve during the operation of the engine materially participate in preventing overheating of the valve and valve-casing. The provision of the valve with a supply-port which has its receiving end at the lower extremity of the valve so as to permit the formation of the supply-passageway of the valve-casing below the valve is desirable because. first. this location of said supplypassageway renders said passageway capahle of being conveniently connected to a carburetor (not shown) and rei'luces the cost and weight of the connection between said carburetor and the valve-casing to a niinh mum; second, the cold fuel coming into the valve at the lower end of the valve surrounds the valveopcrat ng shaft Cwand keeps said shaft and the ogwra i vc ionnection between said shaft and the ".alre ill a cool condition and maleriallv participates in preventing overheating of the moving parts of the engine. and. third the passage of said fuel upwardly into the valve from the bottom of the valve nables said fuel to strike he Ya.

A... M .A

the exhaust-port-forming portion of the valve where the exhaust-port turns upw rdly and is mostly highly heated, and by the relative arrangement of the parts as illustrated and hereinbefore described said fuel can circulate or pass around the exhaust-port and beneficially cools the exhaustport while being beneficially influenced by the heat received thereby from the exhaust port.

The exhaust-port 31 of the valvehas its fluid-receiving end arranged at one ide of the valve and in position to register at the proper time with the cylinder-port a of each cylinder of the engine during the rotation of the valve and extends from said side of the valve laterally and upwardly to a point centrally of the upper end of the valve and there communicates with the exhaustpassageway of the valve-casingand consequently has its upper and fluid-discharging end arranged to discharge upwardly into and continually in communication with said exhaust-passageway of the valve-casing. Preferably the surrounding wall of the exhaust-port of the valve-casing extends into the opening 32 in the head Q of the valvecasing, as shown in Fig. 1. lhe provision of the valve with an exhaust-port which extends diagonally of the upper portion of the valve from one side of the valve to and centrally of the upper end of the valve so as to permit the formation of the exhaust-passageway of the valve-casing above the valve is desirable because, first, this location of said exl'iaust-passageway is most convenient; second, said relative arrangement of said exhaust-passageway and said exhaustport prevents any material carrying off of lubricant through said exhaust-port from between the valve and the valve-casing with the products of combustion discharged through said exhaust-port during the opera tion of the engine, and third. by said location and arrangement of said exhaust-port heat transmitted from said exhaust-port to the valve and valve-casing is reduced to a minimum, and I would here remark that by the extension of the supply-port of the valve upwardly to and around the exhaustport, as shown at 27, Fig. 1, or, in other words, by the extension of said exhaust-port, as illustrated, through the upper portion of said supply-port, the exhaust-port is most advantageously located for the transmission of heat from the hot products of COITlbllS tion discharged through said exhaust-port during the operation of the engine to the fuel supplied to said supply-port. It will be observed also that the extension of the exhaust-port upwardly through the upper portion of a downwardlv tapering valve which is diametrically larger at the top than at the bottom ailords more room for the formation of an cxhaust port having ample the products of combustion from the cylinder upwardly through the upper portion of the valve and through the supply-port of the valve, and by this arrangement of the exhaust-port of'the valve heat is kept, as desired, away from the operative connece tion between the valve and the valve-0per ating shaft and away from other moving parts of'the engine.

The arrows 0c in Figs. at, 5, 6, and 7, indicate the direction of rotation of the valve I.

The relative arrangement of the pistons of the two cylinders of the engine illustrated is of course such that when the piston in the cylinder A is in position to begin its suction stroke,that is, at the commencement of a cycle, the piston in the other cylinder is in position to begin its exhaust-stroke,-that is, its last movement of a cycle, and by the construction hereinbefore described it is obvious that the valve I is rotated continuously in one direction and at one half the speed of the engine-shaft during the rotation of the engine-shaft and is so timed relati e to the operation of the pistons in the cylinders that the supply-port 21 and the exhaust-port 31 of the valve communicate with each cylinder during the suction stroke and exhausting stroke respectively of the piston of said cylinder. It will be observed therefore that the discharging end 26 of the supply-port 21 and the receiving end of the exhaust-port 31 of the valve are spaced circun'iferentially of the valve and arranged to register with the ports a of the cylinders A and R at the proper time during the operation of the engine; that the distance circumfcrcntially of the valve between a point .centrally between the side walls of the discharging end of said supply-port and a point centrally between the side walls of the receiving end of said exhaust-port is substantially equal to one fourth of the distance around the axis of the valve at said points, and the relative arrangement of the parts is such" that when said supply-port is about to communicate with the cylinder A, as shown in Fig. 4, and the piston in said cylinder is at the commencement of a cycle, that is, in position to begin its suctionstroke,-as shown-in Fig. 3, the exhaustport 31 of the valve is otit of communication with the cylinder A and shall have begun. to communicate with the cylinder R, as shown in Fig. 4. and the piston in the last: mentioned cylinder shall be in position to begin its exhaustingstroke-that is, the last movement of a cycle of said piston,-as shown in Figs. 1 and 3. The surrounding incense wall of the chamber 18 of the valve-casing has that portion thereof which separates the ports a of the cylinders A and R large enough in dimensions circumferentially of the valve to cover the supply-port of the valve (see Fig. 5 upon the interruption of communication between said valve-port and the port a of the cylinder A upon the first movement of a cycle of the piston of said cylinder Av and preparatory to the estab lishment of communication between said valve-port and the port a of the cylinder R upon the last movement of a cycle of the piston n the last-mentioned cylinder.

Fig. 5 illustrates the position of the valve between the first and. second movements ofa cycle of the piston of the cylinder A and between the last movement of a cycle and the first movement of the next succeeding cycle of the piston of the cylinder R. The discharging end oi the supply-port 21 of the valve and the receiving end of the exhaust-port 31. of the valve are spacedcircun'ifcrentially of the valve to cause the latter to obstruct communication through. the port a of the cylinder A, or through the port not the cylinder it. according as the valve is in the position illustrated in Fig. or in the position shown in Fig. 5. it will he observed that the as shown in Fig. 5, is in position interrupting communication through the ports a, of both cylinders A and R between the first and second movements of a cycle of the pi ton of the cylinder A and between the last. movement of a cycle and the first mover mi. of the next succeed ing cycle of the photon of the cylinder R, but of course during the movement of the valve from the position shown in Fig. 4 into the position shown in Fig. 5 the supplyport 21 of the val e cmmnunicates with the port a of the cylinder A and the exhaustport 31 of the valve l't Z'E'lllDlCRtQS with the port. a of the cylindei Fig. 6 illustrates the osition of the valve between the second and third movements of a cycle of the piston of the cylinder A and between the first and second. movements of a cycle of the piston of tire f'linder R, and it will he observed that in 3 position the valye interrupt cornn'iu 3 through the ports a oi" hoth cyl and ii hut of course during the nun will. of the valve from the position. shown in Fig. 5') into the position shown in Fig. ll the supplyqiort 21 of the valve communicates with the port a of the cylinder R. Fig. 7 illustrates the position of the valve between the third and last movement of a cycle of the piston of the cylinder A and between the second and third movements of a cycle of the piston of the cylinder R, and it will be observed that in Fig. 7'

in the position of the vvlve shown the exhaust-port of the valve has begun to communicate with the port a of the cylinder tion ug,

A and the valve interrupts communication through the port a of the cylinder R, but of course during the movement of the valve from the position shown in Fig. 6 into the position shown in Fig. 7 the exhaust-port of the valve has begun to communicate with the port a'of the cylinder A and obviously during the movement of the valve from the position shown in Fig. 7 to the position shown in Fi 4.- the exhaust-port of the valve communicates with the port a of the cylinder A and begins to communicate with the port a of the cylinder R.

The cooling chamber 10 which extends circumferentially of and between the cylinders, as shown in Fig. 4, also extends, as at 14, circumferentially of the valve-casing 17, as shown in F] gs. l and 4, and I would here remark that the supply of fuel to the supply-port of the valve at the lower end of the valve and the discharge of the oxruiusbport of the valve at the upper end of the valve permitthe formation and location of the supply'passageway and exl1austparszgeway of the valve-casing at the upper end and lower end respectively of the valve-casing so as to interfere little as possible with the capacity of the extension 14 01: the cooling chamber 10.

hat; l claim is 1. The combination. with a piston-containing cylinder of an internal combust-ion-engine, which cylinder has a port communicating with the interior of the cylinder and a valve-casing which has a supply-passageway and an exhaust-pas sageway formed at the lower end and up er end respectively of the val e-casing, o? a downwardly tapering upright rotary valve arranged within the valve-casing and having a supply port which extends upwardly from the lower and diametrically smaller end of the valve and is continuously in communication at said end with the aforesaid supply inssageway and has its outlet arranged to discharge at one side of the valve into the aforesaid cylinder-port at the proper time during each complete rotation of the valve. said valve having an exhaust -port which extends laterally inwardly and upwardly through the upper and diametrically larger portion of the valve from one side of the valve and is arranged to register at its lower end with the cylinderportat the proper time during each complete rotation of the valve, said exhaustport continuously communicating at the upper and diametrically larger end of the valve with the aforesaid exhaust-passageway.

The cmihination, with a piston-containing cvlindcr of an internal combuswhich cylinder has a port ifil'llffilmlciitlflg with the interior of the cylinder, and a, valve-casing, of a downwardly tapering upright rotary valve 9 ranged within the valve-casing and having a supply-port which is spaced downwardly from the upper and diametrically larger end of the valve and arranged to communicate with the aforesaid cylinder-port at the proper time during each complete rotation .of the valve, said valve having an exhaustport which extends through the upper and diametrically larger portion of the valve and is arranged to communicate with the cylinder-port at 'the proper time during each complete rotation of the valve, said exhaustport discharging at and centrally of the top of the valve.

3. In valve-mechanism for a four-cycle internal combustion engine, the combination, with a piston-containing cylinder provided with a port communicating with the interior of the cylinder forwardly of the piston in the cylinder in any position of the piston, of a valve-casing provided interiorly with an u 'iwardly flaring circular chamber which connects at one side with said cylinder-port and having a supply-passageway and an exhaust-passageway formed at the lower end and upper end respectively of the valve-casing, and an externally downwardly tapering upright rotary valve seated on the surrounding wall of said chamber, which valve has a supply-port extending upwardly from the lower end of the valve and communicating with the aforesaid supply-passageway and arranged to discharge at one side of the valve into the aforesaid cylinder-port during the rotation of the valve, said valve having an exhaust-port extending through the upper portion of the valve and discharging at and centrally of the upper end of the valve into the aforesaid exhmist-passageway and arranged to place said cylindenport into communication with said exhaust-passageway during the rotation of the valve.

4. The combination, with a piston-containing cylinder of an internal combustion engine, which cylinder has a port communicating with the interior of the cylinder, and a valve-casing which has a supply-passageway at its lower end and an exhaust-passageway at its upper end, of a downwardly tapering upright rotary valve arranged within the valve-casing and having a supply-port which communicates at the lower and diametrically smaller end of the valve with the aforesaid supplypassageway and extends upwardly from said end of the valve and has its outlet arranged to discharge at one side of the valve into the aforesaid cylinder-port at the proper time during each complete rotation of the valve, said valve having an exhaust-port which communicates at one side of the valve with the cylinder-port at the proper time during each complete rotation of the valve,

exhaust-port extending through the upper and diametrically larger portion of but being out of communication with the aforesaid supply-port and communicating at the top of the valve with the aforesaid exhaust-passageway.

5. The combination, with a piston-containing cylinder of an internal-combustion engine, which cylinder has a port communicating with the interior of the cylinder, and a valve-casing which has a supply-passageway at its lower end and an exhaust-passagewayat its upper end, of a downwardly tapering upright rotary valve arranged within the valve-casing and having an exhaust-port which extends through the upper portion of the valve from one side of the valve and communicates at the top of the valve with the aforesaid exhaust-passageway and is arranged to place the aforesaid cylinder-port into communication with said exhaust-passageway at the proper time during each complete rotation of the valve, said valve having a supplv-port which communicates at the lower end of the valve with the aforesaid supply-iiassageway and extends m iwardly from said end of the valve and has its outlet arranged to discharge at one side of the valve into the cvlinder-port at the proper time during each complete rotation of the valve, said supply-port being out of communication with the aforesaid exhaust-port but extending around said exhaust-port at a point above the cylinderport.

(L 'lhe combination, with a pistoncontaining cylinder of an internal-combus tion engine. which cylinder has a port communicating with the interior of the cylinder, and a valve-casing which has a supply-passagewav and an exhausbpassagcway formed at its lower end and upper end respectively, of a downwardly tapering upright rotary valve arranged within the valve'casiug and having a supply-port which connnunicatcs at the lower end of the valve with the aforesaid supply-passageway and extends upwardlv from said end of the valve and has its outlet arranged to discharge at one side of the valve into the aforesaid cylinder-port at the proper time during each complete rotation of the valve, said valve having an exhaust-port which communicates at one side of the valve with the cylinder-port at the proper time during each complete rotation of the valve, said exhaustport being out of communication with but extending substantially diagonally of and through the upper portion of the aforesaid sui' z'ih port and communicating centrally of the top of the valve with the aforesaid exhaust-passageway;

7. In valve-mechanism for a four-cycle internal combustion engine, the combination, with a piston-containing cylinder provided with a port communicating with theihterior I of the cylinder forwardly of the piston in the cylinder inany position of the piston, of a valve-casing provided interiorly with an upwardly flaring circular chamber which connects at one side with the aforesaid cylinder-port, said valve-casing having a supply-passageway and an exhaust-passageway formed at the lower end and upper end re spectively of the valve-casing, and a downwardly tapering rotary valve arranged within said chamber and having a supplyport communicating at the lower end of the valve with the aforesaid supply-passageway and extending upwardly from said end of the valve and arranged to discharge at one side of the valve into the aforesaid cylinderport during the rotation of the valve, said valve also having an exhaust-port extending from one side of the valve through the upper portion Oftlle valve and diagonally of and tlu'o gi upper portion of but being out of communication with the aforesai supply-port and discharging upwardly 'centrally of the top of the valve into the aforesaid exhaust-passageway and arranged to place said cylinder-port into communication with said exhaust-passageway during the rotation of the valve.

In testimony whereof; I sign the foregoingspecification, in the presence of two witnesses.

MILTON E.-'BEIRTRABL Witnesses B. C. BROWN, 7 N. L. McDoNNELL.