US1135884A - Gas-engine. - Google Patents

Description

H. B. EMBLER.

GAS ENGINE.

APPLICATION FILED IAN. 19. 1915.

Patented Apr. 13, 1915.

4 SHEBTS-SKEBT l.

THE NORRIS PETERS CO PHOTO-LITHUV. WASHINGTON. IJ. C.

H. B. EM BLER.

GAS ENGINE.

APPLICATION FILED JAN. 19. 1915.

4 SHEET-5SHEET 2.

llVl/ENTOR THE NORRIS PETERS CO. PHOTO-LITHQ. WASHINGTON, D. C.

1119mm Apr. 13, 1915.

H. B. EMBLER.

GAS ENGINE.

APPLICATION FILED ]AN.19,1915.

Patented Apr. 113, 11915.

4 SHEETSSHBET 8.

9 77M 5 M m /M 2/ Y m w THE NORRIS PETERS 60., PHOTO-Llri-(Cr.v WASHINGTON. D. c.

H. B. EMBLER.

GAS .ENGINE.

APPLICATION FILED IAN. I9, I9I5.

Patented Apr. 13, 1915.

4 SHEETS-$11315! 4.

THE NORRIS PETERS (30-, PHOTO-LH'HO WASHINGTON, D, C.

HARRY B. EMBLER, OF NEW YORK, N. Y., ASSIGNOR OF FIFTY-ONE ONE-HUNDREDTHS T0 DAVID KRAUS, OF NEW YORK, N. Y.

GAS-ENGINE.

Application filed January 19, 1915.

To all whom it may concern:

Be it known that I, HARRY B. EMBLER, a citizen of the United States of America, residing in the borough of Manhattan, in the city, county, and State of New York, have invented an Improvement in Gas-Engines, of which the following is a specification.

My invention relates to gas engines, and particularly to a gas engine of the sleeve valve type. Heretofore, so far as I am aware, in gas engines of this type, it has been customary to employ an intake sleeve valve, located between the piston and an eX- haust sleeve valve, both valves surrounding the piston within the cylinder. In these engines, the exhaust valve is cooled by the water jacket of the cylinder, and the piston cooled by the relatively large exposure of the same to the air in the crank case. There is no adequate provision, however, for properly cooling the intermediate intake sleeve valve, and consequently the same is substantially smothered, with the result that, when run at high speed for any appreciable length of time, the heat generated by the combustion in the engine cylinder, and the friction of the va ves with the piston and the cylinder, raises the metal to a temperature sufiiciently high to cause the parts, particularly the intake sleeve valve, to adhere to the adjacent parts and thus causing them to freeze and stop the engine.

The object of my present invention is to overcome these difficulties and to provide a gas engine or motor in which separate sets of concentric intake and exhaust valves are provided exteriorly of a plurality of cylinders, and are so arranged that one set of valves is employed as intake valves for a plurality of cylinders and a similar set of valves as exhaust valves for the same cylinders, the construction being such that the cylinders and valve casings are cooled by the same or a common circulating medium, and the several sets of valves are balanced and so operate as to force a lubricant between their moving parts, and to this extent these valves are self lubricating,'as will be hereinafter more particularly described.

In the drawing, Figure 1 is a central longitudinal cross section through one of the cylinders, and a partial elevation of an engine embodying my present invention. Fig. 2 is a similar view taken at right angles to Patented Apr. 13, 1915.

Serial No. 3,005.

the position of the parts as shown in Fig. 1. Fig. 3 is a plan more or less diagrammatic of the cylinders and valve casings. Fig. 4 IS a sectional elevation taken through the valve casings. Fig. 5 is a section on line 5, 5, Fig. 3. Fig. 6 is a plan of one of the outer sleeve valves. Fig. 7 is an elevation of the same. Fig. 8 is a plan of one of the inner sleeve valves, and Fig. 9 is an elevation of the same.

In the drawing, I have illustrated my invention as applied to a two-cylinder engine,

although, as will be understood, the same is applicable to any required or desired number of cylinders, the same preferably, 10wever, being employed in pairs.

In carrying out my invention, 1 provide a suitable base, preferably made in two parts, indicated at 10 and 11, respectively, and so formed as to comprise a casing for the shafts, cranks, and valve shafts and eccentrics carried by the same.

One of the cylinders is indicated at 12, and the other at 13, and as shown in the drawing these are suitably mounted upon and secured to the base of the engine. Intermediate of the cylinders 12 and 13, at one side thereof, and made integral therewith, is a valve casing 14, in which is a valve chamber 15, fitted with a cover 16 at its upper end, and provided with a supply port 17, suitably placed in one side thereof. Simultaneously, on the other side of the cylinders and intermediate of the same, and made integral therewith, is a valve casing 18. This also has a valve chamber 19, and is fitted with a cover 20 and provided with an exhaust port 21, preferably located in a position diametrically opposite to that of the supply port 17. Fitted in the cylinder 12 is a piston 22, and similarly within the cylinder 13 is a piston 23.

24 indicates thedrive shaft of the engine, which, as indicated in the drawings, in suitable positions, is provided with cranks 25 and 26. The connecting rod 27 is attached at one end to the pin of the crank 25 and at the'other end to a pin 28, suitably connected in the piston 22. The connecting rod 29, likewise, is connected at one end to the pin of the crank 26 and at its opposite end to a pin 30, connected to the piston 23. The drive shaft 2 1 passes through and is journaled in bearings 31 and 32, provided therefor in the opposite sides of the member 10 of the base of the engine, and exteriorly of the base one end of the shaft is provided with sprockets 33 and 34 for the purpose hereinafter described. Also passing through and suitably journaled in bearings provided therefor in the member 10 of the base there are valve shafts 35 and 36. Exteriorly of the base, one end of the valve shaft 35 is provided with a sprocket 37', and on the corresponding end of the valve shaft 36, exteriorly of the base the same is fitted with a sprocket 38. A chain 39 passes over the sprockets 33 and 37 in order to drive the valve shaft 35 from the shaft 24, and similarly the chain 40 passes over the sprockets 34 and 38, in order to drive the valve shaft 36 from the shaft 24. These chains 39 and 40 are indicated diagrammatically in Fig. 1.

Fixed in the required position on the shaft 36 is aneccentric 41. This is fitted with a strap 42 and an eccentric arm 43. Also on the shaft 36 is an eccentric 44 fitted with a strap 45, and an eccentric arm 46. Similarly, on the valve shaft 35 there is an eccentric 47 fitted with a strap 48, and an eccentric arm 49, and also an eccentric 50, which likewise is fitted with a strap 51 and an eccentric arm 52.

In the valve casing 14 is a sleeve valve 53, adapted to fit and slide against the walls defining the chamber in this valve casing,

and connected at its lower end to a hollow valve rod 54 by being turned down on the screw-threaded end of the same and fixed in place by a nut 55, or otherwise. The hollow valve rod 54 extends through the lower end of the valve casing and also through the walls of the base and into the interior thereof, where, at its extremity, there is suitably secured an arm 56. This may be fixed in place by a nut 57, or otherwise, and at its free end is pivotally connected to the eccentric arm 43, as indicated at 58. Also within the valve casing 14, and within the outer sleeve valve 53, is an inner sleeve valve 59. This is adapted to slide within the outer sleeve valve and at its lower end is connected to a valve rod 60, which is turned down into an aperture in the end of the sleeve valve and secured in place by means of a nut 61 or otherwise.

The valve rod extends into and through thehollow valve rod 54, and at its lower end, within the base of the engine, is connected thereto an arm 62. This may be fixed in place by a nut 63, or otherwise, and at its free end the arm 62 is pivotally connected to the eccentric arm 46, as is indicated at 64. Similarly, within the valve casing 18, is a sleeve valve 65. This is adapted to slide within the chamber provided in this valve casing, contacting with the walls defining the same, and at its lower end is connected to a hollow valve rod 66 by being turned down thereon and secured in place by a nut 67 or otherwise. The hollow valve rod 66 passes through the lower end of the valve casing 18 and also through an aperture provided therefor in the upper portion of the base of the engine, and at its lower end has secured thereto an arm 68. This may be fixed in place by a nut 69, or otherwise, and at its free end the arm 68 is pivotally conneczted to the eccentric arm 49, as indicated at 0.

ithin the outer sleeve valve is an inner sleeve valve 71. This is adapted to slide within the outer sleeve valve 65, and at its lower end is secured to a valve rod 72 by means of a nut 73, or otherwise. The valve rod 72 extends into and through the hollow valve rod 66, and at its lower end, within the base of the engine, there is connected thereto an arm 74. This may be fixed in place by a nut 75, or otherwise, and at its free end is pivotally connected to the eccentric arm 52, as indicated at 76.

The outer sleeve valve 53, in the valve casing 14, is provided with a supply port 77, adapted to register with the supply port 17 in the valve casing, and the inner sleeve valve 59, on the outer side thereof, is provided with supply ports 78 and 79, both adapted to register with the supply port 77 in the outer sleeve valve 53. The inner sleeve valve 59 is also provided with intake ports and 81, offset relatively to the ports 78 and 7 9, which latter, as will be seen by reference to Fig. 9, are immediately above one another.

In the outer sleevevalve 53, opposite the supply port 47, and also in offset positions, there are intake ports 82 and 83. The former is adapted to register with the intake port 80 and also with an intake port 84, making communication between the interior of the valve casing 14 and the interior of the cylinder 12. The ports 81 and 83 are also adapted to register with one another when the valve sleeves are in the proper positions, and also with an intake port 86, making communication between the interior of the valve casing 14 and the interior of the cylinder 13, at the upper end thereof. These sleeve valves, as described, are the intake or supply valves, and through the ports in the same the explosive mixture is admitted first to one cylinder and then to the other, the ports through which the cylinder 12 is supplied being the port 78, port 80, port 82, and port 84, whereas the ports through which the cylinder 13 is supplied are the ports 79, 81, 83, and 86. Also as described, the sleeve valves 65 and 71 in the valve casing 18 are the exhaust valves. The outer sleeve valve 65 is provided with an exhaust port 87 adapted to register with the exhaust port 21 in the valve casing, and opposite the exhaust port 87 with the exhaust port 85. There is also another exhaust port in this all side of the sleeve 65, which is not shown in the drawin The inner sleeve valve 71 is provided with exhaust ports 88 and 89, adapted to register with the exhaust port 87, and also with exhaust ports 90 and 92, the port 90 being adapted to register with the port 85 and the port 92 with the port in the outer sleeve valve 65, which is not shown in the drawing.

The exhaust port 91 makes communication between the interior of the cylinder 12, and the interior of the valve casing 18, and similarly an exhaust port 93 makes communication between the interior of the cylinder 13 and the interior of the valve casing 18. The exhaust from the cylinder 12 passes through the ports 91, 85, 90, 89 and 87, while the exhaust from the cylinder 13 passes through the port not shown in the outer sleeve valve 65, through the ports 92, 88, and 87 to the exhaust port 21 in the valve casing.

It is to be noted that the sleeve valves 53 and 59, as hereinb'efore stated, are described as intake valves, and the sleeve valves 65 and 71 as exhaust valves, but this is merely for the convenience of description, inasmuch as either set of valves may be the intake valves or the exhaust valves. The ports in the valve are so placed, and the eccentric so set, that the exhaust valves close approximately 10 after the crank has reached its uppermost position, and the exhaust valves open when the crank is approximately 35 from its lowermost position, whereas the intake valves open approximately 15 after the crank has passed its uppermost position, and the intake valves close approximately 35 after the crank has passed its lowermost position.

The valve shafts 35 and 36 are geared to the drive shaft 24 in a ratio of one to two so that these shafts turn one revolution for every two revolutions of the drive shaft, in order that the cycles of operation in the engine cylinders follow each other in regular sequence, that is an intake of the explosive mixture, the compression of the same, an explosion, and an exhaust.

By reference, particularly to Figs. l, 5, and 9, it will be noted that, at its upper or distant end, the inner sleeve valve 59 is capped, as indicated at 94, thereby entirely inclosing the chamber within the same. Also that the inner sleeve valve 71 is similarly capped, as indicated at 95. By so capping the inner sleeve valves and suitably supplying a lubricant to the interior of the valve casings, the movement imparted to the valves through the eccentrics will force the lubricant not only between the valves themselves but also between the outer valves 53 and 65, and the walls of the valve casings, thereby adequately lubricating the same and assisting to maintain the valves at an efficiently low temperature. For this pun pose, the surfaces of the valves may be suitably scored and the outer sleeve valves apertured below the ports therein. Also, in order that the valves may be balanced, that is the pressure on the opposite sides thereof equal at the ends of their respective strokes, I may provide passages, indicated at 96, extending through the valve casing in suitable positions, and terminating at the ends or adja cent the ends of the strokes of the valves. The bore of the passages 96 is relatively small so that only an exceedingly small quantity of the lubricant will pass through the same. Furthermore, it is to be noted, as particularly indicated in Fig. 3, that the cylinders and valve casings are made in an integral structure, and may be provided with suitable chambers, indicated at 97, for the circulation of a suitable cooling fluid, which acts as a common means to radiate the heat of combustion, not only from the cylinders but also from the valve casings.

Tn the operation of the heroinbefore described engine, and as hereinbefore stated, the engine shaft makes two complete revolutions to one complete revolution of the cam shaft by which. the valves are operative, so that each set of valves completes its cycle of operations once for every two revolutions of the engine shaft.

Assuming the intake valves to be in the position for the admission of the explosive mixture to the cylinder 12, as shown on the right-hand side of Fig. 4t, to be the beginning of the cycle of operations for this set of valves for this cylinder, it is to be noted that, as hereinbefore stated, these valves open for this purpose when the crank shaft has reached a point approximately 15 beyond its uppermost position, and then during the continued revolution of the crank these valves remain in such a position that the ports are open to the cylinder 12 until the crank reaches a. point approximately 35 beyond its lowermost position, in this revolu tion, when the valves are so moved that these ports close, these inlet ports being, as hereinbefore stated, the ports 77, 78, 80, 82 and 84-. After the crank has passed the 35 point beyond its lowermost position in the first revolution, these ports are closed, and they remain closed during the completion of this first revolution, and also during the second revolution, the admitted explosive mixture being compressed in the cylinder 12 during the completion of the first revolution, exploded during the first portion of the second revolution, and exhausted during the second portion of the second revolution. Also, as hereinhefore stated. the exhaust ports, are open at a point substantially 35 before the crank reaches its lowermost position in the second revolution, and remain open during the remainder of this revolution and until the rank has reached a point approximately beyond its uppermost position or in the beginning of the third revolution, that is to say, the beginning of another cycle of operations for the said valves, the ports in the outlet or exhaust valves of the cylinder 12being the ports91, 85, 90, 89, and 87, as hereinbefore stated. It will also be understood that the other series of ports in both the inlet and exhaust valves operate in precisely the same manner in supplying the explosive mixture to and exhausting the gases from the cylinder 13, the cyclev of operations in the cylinders following one another in regular sequence, as is customary in explosive engines.

I claim as my invention 1. A gas engine comprising a plurality of cylinders, each having an inlet port on one side adjacent one end thereof and an exhaust port in substantially the same plane on the opposite side thereof, a piston in each cylinder, a set of'intake valves lying parallel with said cylinder and having a common intake port and other ports making communication with each cylinder and a set of exhaust valves also lying parallel with said cylinder and having a common exhaust port and other exhaust ports making communication from the said cylinders. Y

2. A gas engine comprising a plurality of cylinders, each having an inlet port on one side, adjacent one end thereof and an exhaust port in substantially the same plane on the opposite side thereof, a piston in each cylinder, a set of intake valves lying parallel with said cylinders and having a common intake port and other ports making communication with each cylinder, and aset of exhaust valves also lying parallel with said cylinders and having a common exhaust port and other exhaust ports making communication from the said cylinders, all of said ports being disposed in substantially the same plane, and means for actuating the said sets of intake and exhaust valves.

3. A gas engine comprising a plurality of cylinders, each having an inlet port in one side one end thereof and an exhaust port in substantially the same plane in the other side thereof, a piston'in each cylinder, a drive shaft, a connection between each piston and the drive shaft, a set of concentric intake valves lying parallel with said cylinders and having a common intake port and ports therein to eachcylinder, a set of concentric exhaust valves also lying parallel with saie cylinders and having a common exhaust port and ports therein from each cylinder, valve shafts, connections between the said set of intake valves andone valve shaft, connections between the said set of exhaust valves and the other valve shaft, and means'for turning the said valve shafts from the said drive shaft.

4:- A gas engine comprising a pair of adjacent cylinders each having an inlet port in one side at one end thereof and an exhaust port in substantially the same plane in the opposite side thereof, a piston in each cylinder, valve casings parallel with and intermediate of the said cylinders on opposite sides thereof, a pair of concentric intake valves in one of the said valve casings, and having a common intake port and sets of intake ports to said cylinders, and a pair of concentric exhaust valves in the other valve casing and having a common exhaust port through the said valve casing and sets of ports making communication from the said cylinders through the aforesail exhaust ports therein in substantially the same means, and means for actuating said pairs of intake and exhaust valves.

5. A gas engine comprising a pair of adjacently placed cylinders, each having an inlet port in one side at one end thereof and an exhaust port in substantially the same plane on the opposite side thereof, a piston in each cylinder, a drive shaft, connections between the said pistons and drive shaft, a pair of concentric intake valves lying parallel with said cylinders and having a common intake port and sets of ports making com- Inunication with the said cylinders respec tively through the said intake ports therein, a pair of concentric exhaust valves lying parallel with said cylinders and having a common exhaust port and sets of ports making communication from the said cylin ders through the aforesaid exhaust ports therein, valve shafts, connections between the said pair of intake valves and one valve shaft, connections between the said pair of exhaust valves and the other valve shaft, and

means for turning the said valve shafts from the said drive shaft.

6. A gas engine comprising a pair of adjacently placed cylinders, each having an inlet port in one side at one end thereof and an exhaust port in substantially the same plane in the opposite side thereof, intake and exhaust valve casings parallel with and intermediate of the said cylinders on oppo- 5 site sides thereof, an outer sleeve intake valve in the intake valve casing, and provided with an intake port adapted to register with an intake port in the said intake valve casing and also with ports adapted respectively to register with the said inlet ports in the said cylinders, an inner intake sleeve valve having sets of ports, one set of which is adapted to register with the said common intake port in the said outer intake sleeve valve and the other set of which are adapted respectively to register with the said ports in the outer intake sleeve valve which register with the inlet ports of the said cylinders, means for operating the said valves, an outer sleeve exhaust valve in the exhaust ioo lio

iao

valve casing and provided with a common exhaust port adapted to register with an exhaust port in the said exhaust valve casing and also with ports adapted respectively to register with the exhaust ports from the said cylinders, an inner inclosed sleeve exhaust valve having sets of ports, one set being adapted to register with the common exhaust port in the said outer sleeve exhaust valve and the other set to register respec tively with the said exhaust ports in the outer sleeve exhaust valve which in turn register with the exhaust ports from the cylinder, and means for actuatingthe said exhaust valves.

7. A gas engine comprising a pair of adjacent cylinders, a piston in each cylinder, a drive shaft, connecting rods extending between the cranks of the drive shaft and said piston, an intake valve casing intermediate of the said cylinders at one side thereof, an exhaust valve casing intermediate of said cylinders at the opposite side thereof, an outer sleeve valve having a common supply port in the said intake valve casing, an inner intake valve within the said outer intake valve, and having a pair of supply ports adapted to register with the common supply port in the outer intake valve, the said outer and inner intake valves being also provided with sets of ports, one of which register with an intake port to one cylinder and the other with an intake port to the other cylinder, an outer sleeve exhaust valve having a common exhaust port therein in the said exhaust valve casing, an inner sleeve exhaust valve within the said outer sleeve exhaust valve and provided with a pair of exhaust ports adapted to register with the said exhaust port in the outer sleeve exhaust valve, there being also provided sets of ports in the outer sleeve and inner sleeve exhaust valves, one of which registers with an exhaust port from one cylinder and the other from an exhaust port to the other cylinder, a valve shaft for each set of valves, connections between each valve shaft and its respective valves, and means for turning the valve shafts from the drive shaft.

8. A gas engine comprising a plurality of cylinders having all inlet ports and passages situated in substantially the same plane therein, a piston in each cylinder, a slide valve mechanism lying parallel with and common to the said cylinders, and a crank shaft, the cranks on which are of the same length, whereby the pistons are caused to have equal minimum strokes.

Signed by me this l lth day of January, 1915.

HARRY B. EMBLER.

Witnesses:

J. B. Ln BLANo, B. M. ALLEN.

fiopiea or this patent may be obtained for-five cents each, by addressing the Commissioner of Patents,

Washington, D. '13.

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