US1201107A

US1201107A - Gas-engine.

Info

Publication number: US1201107A
Application number: US78804013A
Authority: US
Inventors: Lowe E Simpson
Original assignee: Orville Simpson Co
Current assignee: Orville Simpson Co
Priority date: 1913-09-04
Filing date: 1913-09-04
Publication date: 1916-10-10
Anticipated expiration: 1933-10-10

Description

L. .5'. SIMPSON.

GAS ENGINE.-

APPLICATION FILED SEPT. 4,19X3.

Patented Oct. 10, 1916. .v

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L. E. SIMPSON.

- GAS ENGINE. APPLICATION FILED SEPT. 4, 1913.

1,201,107. Patented 0@t.10,1916.

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WITNESSES: JNVENTOR.

ATTORNEY.

L. E. SIMPSON.

GAS ENGINE.

APPLICATION FILED SEPT. 4. 19I3.

Patented Oct. 10, 1916.

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WITNESSES.- I Q0 [.VVENTOR.

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ATTORNEY.

UNITED STATES PATENT OFFICE.

LOWE E. SIMPSON, or CINCINNATI, OHIO, AssIGNon or ONE-HALF To ORVILLE SIMPSON, OF CINCINNATI, OHIO.

Application filed September 4, 1913. Serial No. 788,040.

To all whom z'fmay concern.'

Be it known that I, LowE E. SIMPSON, a

citizen of the United States, residing at` College Hill, Cincinnati, Hamilton county, Ohio, have invented certain new and useful Improvements in Gas-Engines, of which the following is a speciication.

The present invention pertains to /improvements in internal combustion engines of the four-cycle type and by four-cycle is meant successive strokes representing combustio'n and power, exhaust, intake of fuel, and compression.

The invention relates particularly to improvements in the valve-system of engines of the before-mentioned well known type.

While my improvements are applicable to single or multiple-cylinder engines I have thought best to' illustrate the improvements as exemplified in a single cylinder engine. The improvements are applicable to gas engines with their cylinders vertical or horizontal or diagonal or to engines with their cylinders above or below the crank-shaft.

.I have illustrated my improvements as embodied in a vertical engine having its cylinder disposed above its crank-shaft, and it is therefore to be understood that the expressions above and below and up and down are to be 'considered in the relative sense. The engine is illustrated as having its crankshaft running in counter-clockwise direction.

The improvements will be readily understood from the following description taken in connection with the accompanying drawings in-whichz- Figure 1 is a vertical section of a gas` engine exemplifying my improvements, the section being in the diametrical plane of the working-cylinder and valve-cylinder: Figs. 2 to 1 0, inclusive, diagrammatic illustrationsof the valve-system: Fig. 11 a diagrammatic. side elevation of the valve-system: and Fig. 12 a horizontal section, in the plane of line a of Figs. 10 and 11, of the valve parts.

In the drawings: 1,. indicates the cylinder of the engine: 2,the crank-case: 3, the crankshaft: 4, the crank-pin: 5, the circular path of the crank-pin: 6, the piston: and 7, the connecting-rod, the parts thus far referred to not essentially presenting any peculiarities of structure: 8, indicates the valve-casing, which is illustrated as being cylindrical Specification of Letters Patent.

Patented Oct. 10, 1916.

in cross-section and with its. axis disposed nearly parallel with the axis of the cylinder: 9, a fuel inlet for the valve-case: 10, an annular series of ports leading from the fuel-inlet to the interior of the valve-casing: 11, an exhaust-outlet from 'the valve-casing: 12, an annular series of ports leading from the valve-casing to the exhaust outlet: 13, a bushing fixed within the valve-casing and having through it the ports 10 and 12: 14, the combustion chamber: 15, the cylinderhead, serving also as the head for the valvecasing: 16, the passage placing the upper end of the valve-casing in communication with the combustion-chamber: 17, waterjacketing: 18, a sleeve-valve coperating with the bushing of the valve-casing as a seat: 19, a circula-r series of fuel inlet-ports leading through the wall of the sleeve-valve from fuel-inlet-ports 10 to the interior of the sleeve-valve: 20, a piston-valve working within the -sleeve-valvez21, a valve-operating crank-shaft: 22, a sprocket-wheel thereon: 23, a sprocket-wheel on.` the engine crank-shaft, this sprocket-wheel being half the diameter of sprocket-wheel'22': 24, a

chain connecting the two sprocket-wheels:

25, a crank-pin of the valve-Operating crank 21: 26, a fixed pivot disposed below the valve-operating crank-shaft: 27, a link connected with this pivot: 28, a pivot at the upper end of link 27: 29, a bell-crank pivoted on the crank-pin 25 and having its lower arm connected with pivot 28: 30, a pivot carried by the upper arm of the bellcrank: 31, a link connecting pivot 3,0 of the bell-crank with the piston-valve: 32, a link connecting pivot 28 of the bell-crank with the sleeve-valve: 33, the substantially elliptical path of pivot 30: 34, the curved path of pivot 28: and 35, the circular path of the engine crank-pin areJ approximate. Fig. 2 shows the ignition position of the valveparts, the inlet and exhaust ports being closed, corresponding with the engine crank- 5, pin being in the.350 position. Fig. 3 s hows the valve-parts when the engine crank-pin' is in 90 position, inlet and exhaust ports E5 piston. In Fig. 4 the exhaust is starting to open by the downward movement of the sleeve-valve coperating with exhaust-ports 12, the engine crank-pin having reached the 160 position and the power stroke of the engine being nearly completed. In Fig. 5 the exhaust-ports have been fully opened by the downward movement of the sleeve-valve, corresponding with the 270 position of the engine crank-pin and the halfway up position of the engine piston on the exhaust stroke. In Fig. 6 the sleeve-valve has reversed its direction of motion and has gone up and just closed the exhaust ports, the engine crank-pin having passed its upper center and reached its 10 position. In Fig. 7 the upper end of the sleeve-valve is on lap, the inlet-ports through the sleeve-valve are partially opened at the upper end of the piston valve and the inlet-ports 19 in the sleeve-valve are just beginningto open from inlet-ports 10, corresponding with `the 20 position of the engine crank-pin and the initiation of the suction-stroke of the engine. In Fig. 8 the sleeve-valve is in increased lapping relationship with the exhaust ports and, notwithstanding both valves are rising,

the inlet-ports are full open, corresponding with the 105 position of the engine crankpin. In Fig. 9 the inlet-ports through the 25 sleeve-valve have just been` closed by the supei'ior rising of the piston-valve, corre-- sponding with the 195 position of the engine crank-pin,'or 15 past its lower dead center. In Fig. 10 all portsare closed, corresponding with'the 270 position of the engine crank-pin, and with the halfway up compression position of the engine piston, the rising of the piston-valve assisting the compression.

It will of course be understood that the timing of the valve-parts is to be varied in lengines of different sizes in order to secure the best results, heavy parts and slow speed requiring different timing from engines of light weight and high speed, and it will also be understood that the relative positions of the axes of the valve-casing and working cylinders may be varied, according to design, and that the piston-valve and slecvevalve supplement each other and that the cylindrical form of these parts is incidentto the cylindrical type of valve illustrated. IVhile it may not be proper to designate either of the two valve-members as the primary member, regardless of whether the 7e valve-members are of tlie'cylindrical type or otherwise, I will, in the claims, designate the. valve-member typified by the valve-sleeve as the first valve-member, and I will designate the valve-member typified by the piston-valv-e as the second valve-member.

Myimproved system will lend itself lto many variations in construction, a single exempliication only having been4 set forth. I have sought simply -to explain the principle of my invention and to set forth the best mode in which I at present contemplate embodying that principle.

claim: j

1. A four-cycle gas-engine comprising, a 8.5` valve-casing having one end constantly in communication with the combustion-chainber ofthe engine and provided with a series of fuel inlet-ports and provided with a parallel series of exhaiist-ports nearer said combustion-chamber, a first valve-member working in said. valve-casing and adapted to have its end coperate with the beforementioned 'exhaust-ports and provided with' a series of inlet-ports to coperate with the first-mentioned inlet-ports, a second valvemember having its end adapted to coperate with the inlet-ports of the first valvemember, a valve-moving crank, mechanism for transmitting rotation to said crank from and at half the speed of the engine-shaft, a

fixed pivot,v a link connected with said fixed pivot, a bellciank mounted on the pin of said crank and having one arm pivoted toL said link, a link connecting the other arm ofthe bellcrank with the second valve-member and a link connecting the first-mentioned link with the rst valve-member, combined substantially as set forth.

2. A four-cycle gas-engine comprising, a main cylinder, a cylindrical valve-casing having one of its ends in constant communication with the combustion chamber of the main cylinder and provided with an annular 'series of fuel inlet-ports and with an 115 annular series of exhaust-ports nearer said combustion chamber, a sleeve-valve working in said valve-casing and provided with an annular series of inlet-ports to coperate with the inlet-ports of the valve-casing and having its end adapted to coperate with the exhaust-ports of the valve-casing, a piston-valve working within the sleeve-valve and having its end adapted to coperate with the inlet-ports of the sleeve-valve, a valve-moving crank, mechanism adapted to transmit motion to the valve moving crank from and at half the speed of the engineshaft, a bellcrank mounted on the pin of the valve-moving crank, a link pivotally cony necting one arm of the bellcrank with the piston-valve, a fixed pivot, a link connected to the ixed pivot and pivoted to the Aother arm of the bellcrank, and a link'pivotally connecting the sleeve-valve with thes'econd arm of the bellcrank, combinedk substantially at set forth.

3. In a gas engine, the combination of a combustion chamber, a main cylinder, a' valve cylinder, a crank shaft, a main -piston in the main cylinder connected `with the crank shaft, two valve pistons in the valve cylinder, connecting rods, one pivoted to each of .the valve pistons, and driving means actuated by the crank shaft and connected to the lower' ends ofl the valve connecting rods, said driving means being constructed and arranged to cause the lower .end of one of the valve connecting rods to move substan-` tially in an elliptical path and the other to move substantially in. a short arcuate path.

4. In a gas engine, lthe combination of a combustion chamber, a main cylinder communicating therewith, a valve cylindercommunicating with the combustion chamber at one end and provided with an inlet port and an exhaust port at different points of its length, a sleeve moving in said valve cylinder having its here open toward the combustion chamber and having its end adapted to open and close said exhaust port and a valve piston working within said sleeve, the sleeve being provided with a port coperating with said piston to open and close communication between said inlet port and the cylinder through the valve sleeve, a main piston in said main cylinder, a crank shaft connected therewith, an eccentric member driven from the crank shaft at half speed, a substantially triangular member pivoted on said eccen tric at one apex, a connecting link pivoted to said member'at another apex and. also pivoted to said valve piston, another connecting link pivoted to said triangular member at its third apex and also pivoted to said valve sleeve, and an oscillating link pivoted to said third apex ofthe triangular member at one end and at the other end pivoted at a fixed point.

5. In a gas engine, the combination of a combustion chamber, a working'cylinder, a

piston therein, a crankshaft connected to the piston, apvalve cylinder communicating 4with the combustion chamber, two reciprocating valve members therein, a valve operating shaft` driven from the crank shaft and' valve driving means actuated by the valve shaft for reciprocating the valves tocontrol the intake'and exhaust, said means being constructed and arranged to minimize the longitudinal travel of said valve mem- Y bers.

6. In algas engine, the combination of av combustion chamber, a main cylinder, a pis-v member, and a link having at one end a ixed pivot and at the other end connected to the v triangular member. v v

' -LowE E. SIMPSON. Witnesses: I

FRANK E. DrxoN, A. T. Fommz.