US1129582A - Valve for internal-combustion engines. - Google Patents

Description

J. A. MARE. V VALVE FOB. INTERNAL COMBUSTION ENGINES. APPLICATION FILED JUNE 2, 1913.

1,129,582. Patented Feb. 23, 1915.

4 SHEBTBSHBET L 5o 44 55 Y 46 i 3/- WITNESSES: INVENTOI? ATTORNEY J. A. MARE.

VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JUNE 2,1913

Patented Feb. 23, 1915.

4 SHEETS-SHLBET 2.

ATTORNEY 1 .J. A. MARR. VALVE FOB. INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JUNE 2 1913.

Patented Feb. 23, 1915 4 SHEET$-SHEET 3.

III/1111111111111111111111111 15:7:

INVENTOR WITNESSES: 59

14 TTOH/VEY J. A. MARR.

VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JUNE 2, 1913.

1,129,582. v Patented Feb. 23, 1915.

4 SHEETS-SHEET 4.

WITNESSES.- N l/EN TOR ATTORNEY JAMES A. MARE, OF BRIDGEPOR-T,

ii? @FFIQE.

TICUT.

VALVE FOR INTERNAL-COMBUSTION Application filed June 2. 1913..

To all whom it may concern Be it known that I, JAMES A. Mann, a citizen of the United States, residing at Bridgeport, county of Fairfield, State of Connecticut, have invented an Improvement .in Valves for Internal-Combustion Engines,

of which the following is a specification.

This invention relates to internal combustion engines adapted for general use and especially adapted for use in motor vehicles, and the invention has for its object to sim' plify and cheapen the construction,'to reduce the number of parts and to greatly improve the operation of this type of engines.

I have illustrated the invention as applied to a four-cycle engine and accomplish the desired results by the useof a single valve having continuous rotary movement, each rotation corresponding with the series of cycles, said valve having ducts extending longitudinally thereof, so that both the intake and the exhaust gases enter and leave the valve at different transverse planes, and said valve having an air passage its entire length so that it may be kept cool by passing a current of air through it.

With these and other objects in view I have devised the novel structure which I will now describe, referring to the accompanying drawings forming a part of this specification, and using reference characters to indi- (rate the several parts.

Figure 1 is a vertical transverse section of my novel engine, the valve and certain other parts being shown in elevation; Fig. 2 a section on the line22 in Figs. 1 and 8 looking in the direction of the arrows; Fig. 3 an elevation of the valve detached; Figs. 4, 5, 6 and 7 are transverse sections on the lines 44, 55, 66 and 77, respectively, in Fig. 3, looking in the direction of the ar rows: Fig. 8 a plan view of my novel engine; Fig. 9 a longitudinal section of the valve detached: Fig. 10 an end elevation of the valve as seen from the left in Fig. 9; Figs. 11, 12,, 13 and H are diagrammatic views illustrat ing the position of the valve and crank shaft at the midportion of each cycle; Fig. 15 a view partly in elevation and partly in longitudinal section illustrating a modification in the arrangement of the ducts 'in the valve and consequently of the air passage which is continuous but not straight and not central: and Figs. 16, 17, 18, 19 and 20 are transverse sections of the modified form of valve on the lines 16l6, 17-l7, l818,

Specification of Letters Patent.

iatentcdF-eh. w Serial No. vine l.

'l9-li; and 2020, respectively, in Fig. 3.5, looking in the direction of the arrows.

30 denotes the val e chamber, 31 the valve, 32 cylinders, 33 tons, 3i the connecting rods, the crank i the crank shaft, 37 the fly wheel, a sprocket wheel on the (P ll shaft, 39 a sprocket wheel on the valve, do a sprocket c n. by which rotation is impart ed to the valve from the crank shaft, all the crank chamber, an intake pipe, 48 exhaust pipes, and H wa er chambers surrounding the cylinders, the valve, and exhaust passages which lead from the valve chamber to the exhaust pipes, (see dotted lines, Fig. 2).

In Figs. 1 to 10, inclusive, and in Fig. 14, the parts are in a position in which both pistons are at the midportion of a cycle, the left piston in Fig. 1 is being driven forward by an explosion and the right cylinder in Figs. 1 and 14 is moving backward and. exhausting.

In the form illustrated in l igs. l to 10, inclusive the valve is providedwith central air passage l?) extending straight through it. There are two ports for the ingress and two for the of the gases correspond ing with each cylinder, and ducts connecting said ports. Commencing with the gas in the intake pipe it enters the valve through a port 46 in the valve and passes into in-- take duct 47 (see Figs. 2, 5, 9 and ll). From. this duct it passes through. a port 48 in the valve and a passage 49 in the valve chamber to the right c linder (see Fig. 11) in which the piston is moving forward. This com: prises the first cycle. The second cycle, which is the backward movement of the piston, in Fig. 12, compresses the gas which is then exploded and the piston driven forward as in Fig. 13, which comprises the third cycle. The fourth cycle comprises the backward movement of the piston, as in Fig. 14, which drives the gas out of the cylinder and through passage 49 in the valve chamber and a port 50 in the valve into an exhaust duct 51 in the valve. from whence it passes through a port 7- in the ,valve to the rightexhaus pipe The ducts l? and 51 are separated by webs 31 and their ends are closed'hy webs 5L, shown.

The first cycle of the left cylinder corre sponds with the second cycle of the right cylinder, consequently when compression taking place in the right cylinder the left cylinder will be taking gas from pipe 4.2 which will enter the valve through a. port verse Webs 58 and their ends cyiinde see 4g 11, in we 0i clearness twe set-s 0f mun erdei' to describe dearly he p2 through the veive in each eyii each cylinder bet-k tiiireugh the valve to ,1 cerresponding ex! s pi e}. The cycles are repeated in cenmciien with ieffi eyh inder with the right, the firsi: cycle can prising the intake of gee the secend the compression the third the explesien and the fourth the exhaust. The backward movement of the left 'pis'-on in the feurth cycle drives the gas ent of c y'iindez' and. through a passage 56 in the valve ehamher and a port 57 in the gvalve imie an exhaust duct- 58'in the valve ifrem whence it passes through a, port 5Q in the valve w the left exhaust pipe 43 (see Figs. 7, 9 and 14). The ducts 54 end 58 are separated by crane are classed bf, Webs 59'. it must be borne in mind that one intake pipe eupplies gas to both cylinders but each cylinder exhansbs threu gh a separate pipe. Pert 46 and pert; 458 which supply to the right syiindev are whoily 0115'", of aiinement, that is in. diiferent traneveree planes of the valve and are so ted by intake duct 4'? in *bhe valve. The wine ewe of port 53 and part5?) whi the left cylinder end are connex: take duct 5% in the valve.

from the righ eylinder is {time and 52 which are .='iiifierent planes of. the valve sini'i are cennected by exhaust duct 51 in the valve. The exhaust from the left cylinder through peaks 5? and 59 which are in iiiiie iii tinnsveifse planes of the valve and are cenneeeed by ex haust duct 58 in the v21 e. Idleeh 01'? two intake ducts is therei-ore eniy eperetiie 5:0 rieliver gas to the eerrespending eyiinder and each of the twe exhaus'; duets is 01113;

operative to exhaust gee from the were spending cylinder, i

it Wiii 0; course undersieed that the bmiy of the engine 1112i? any ordinary or preferred C(HlStilHfhGfG or design I have rhown the v2 ve casing as maid n We for eonvenience in grinliiing, fit and adjusting the valve and the beemigs. It is furthermore whoiiy immaterial whet spe cial mechanism is need he impel-i TOEELYT movement to the valve.

An important feature of the inventien is the longitudinal air passage lthreugh the Yak-e by which it is keps eeoied, In ostier to facilitate the passage of i3. i3" ethrengh extend one end of the naive '50 form a his chamber and piece a fan therein which is rigidiy secured to ihe we'll 0f the ehanihen the action of which is h") draw e current Llze eee niet pez relight into r as snppiy i ed npen mpose nenns of ion iinei d he): ed-inzwet i l mement Wnh Three git into reg 9 with the valve chamber outlet ports, said valve inner exhaust ports having free communication with longitudinal ducts arranged within the tubular valve and discharging through outer valve exhaust ports; and means to rotate the tubular valve.

2. In an engine of the character described, a pair of explosion cylinders; a valve chamber extendin across the explosion cylinders and provide near its ends with gas outlet ports leading into the upper ends of the cylinders, and between the gas outlet ports with a common gas inlet means; a tubular rotatable valve mounted within the valve chamher and having a longitudinal air passage extending through the opposite ends thereof for the free circulation of air, said tubular valve being provided between the gas outlet ports of the valve chamber with two transversely alined spaced gas inlet ports adapted to be successively brought into registration with the common gas supply means, said tubular valve being provided upon opposite sides of the valve inlet ports with valve outlet ports adapted to be moved into registration with the valve chamber outlet ports and having means of communication with the valve inlet ports arranged interiorly of the tubular valve, said tubular valve being provided with inner exhaust ports spaced from al'iiil in alinement with the valve outlet ports and adapted to be brought into registration with the valve chamber outlet ports, said tubular valve being provided with outer exhaust ports having communication with the inner exhaust ports by interior ducts; and means to rotate the tubular valve.

3. In an engine of the character described, a pair of explosion cylinders; a valve chamber extendin across the explosion cylinders and provide near its ends with ports leading into the upper en of the cylinders, and between the gas outlet ports with a common gas inlet means; a rotatable valve mounted within the valve chamber and embodying inner and outer spaced tubular shells, the inner shell having both ends open for the free passage of air there through for the urpose of cooling the valve, said outer tubu ar shell being provided between the outlet ports of the valve chamber with two transverselyalined spaced gas inlet ports adapted to be successively brought into registration with the common as supply means, the outer tubular shell being provided upon opposite sides of the valve inlet ports with valve outlet ports adapted to be moved into registration with the valve chamber outlet ports and having communication with the valve inlet ports by non-communicating ducts arranged between the outer and inner tubular shells, said outer tubular shell being provided with inner exhaust ports spaced from and in alinement with the valve outlet ports and adapted to be brought into registration with the valve chamber outlet ports, said outer tubular shell being provided with outer exhaust ports having communication with the inner exhaust ports by non-communicating ducts arranged between the inner and outer tubular shells; and means to rotate the tubular valve.

In testimon whereof I aflix my signature in presence 0 two witnesses.

JAMES A. MARR.

Witnesses:

E. M. CULVER, S. W. ATHERTON.

as outlet

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