US1215963A - Engine. - Google Patents

Description

we. MORTIMER.

ENGINE.

APPLICATION FILED JUNE 3. 1915.

Patented Feb. 13, 1917.

2 SHEETS--SHEET I.

H. G. MORTIMER.

ENGINE.

APPLICATION FILED JUNE 3. I915- Patented Feb. 13'

HARRY G. MORTIMER, OF NEW YORK, N. Y.

ENGINE.

Specification of Letters Patent.

Patented Feb. 13, 1917.

Application filed June 3, 1915. Serial No. 31,870.

To all whom it may concern:

Be it known that I, HARRY G. Mon'riMnn, a citizen of the United States, and a resi dent of the city of New York, borough of Manhattan, in the county and State of New York, have invented a new and Improved Engine, of which the following is a full, clear, and exact description.

My invention relates to engines of the internal combustion type, and has reference more particularly to an engine the admission and exhaust of which is controlled by. a rotary valve or valves, the pressure from which valves is relieved during compression and. explosion by a second ary piston provided within the cylinder and which is controlled from the overhead of the engine. An object of the invention is to provide a simple and efficient engine the rotary valves of which are relieved from pressure during the explosion and compression. A further object of the invention is to provide an engine having a secondary piston in each of the cylinders operated by an independent crank shaft, and which crank shaft is synchronized in its movement with the main crank shaft of the engine.

lVith the above and other objects in view, the nature of which will more fully appear as the description proceeds, the invention consists in the novel construction, combination and arrangement of parts as herein fully described, illustrated and claimed. In the accompanying drawings, forming part of the application, similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a longitudinal section through an engine embodying my invention;

Fig. 2 is a vertical section on line 22, Fig. 1;

Fig. 3 is a similar section on line 33, F ig. 1;

Fig. 4 is a section on line 4l, Fig. 1 showing the transmission from the secondary crank shaft to the rotary valve;

Fig. 5 is a diagram of the pistons and valves during the four cycles of the engine; and

Fig. 6 is an. elevation of the rotary valve.

Referring to the drawings, 6 represents the cylinder casting, which has four uniform, cylindrical through bores each engaged by a main piston 7 connected to the main crank shaft 8, mounted in the crank casing 9, by a connecting rod 10. A rotary valve 11 is preferably provided on each side of the cylinder casting 6 adjacent the top thereof. The valves 11 extend through the entire width of the casting and have their inlet and outlet openings 12 and 13 respectively for the same cylinder to register with the openings 14 connecting the cylinder they control with the valve casing 15. To relieve pressure froln the rotary valves 11, a secondary piston 16 is provided within each cylinder above the piston 7. A connecting rod 17 binds each of the secondary pistons to a secondary crank shaft 18 mounted to rotate on the top of the casting 6 in suitable bearings provided. for the crank shaft.

The throw of the secondary crank shaft is greater than the depth of the openings 14. so that the pistons will descend below the openings and rise above the said open ings 14.. The main and secondary crank shafts are geared by an endless chain 19 which synchronizes the movements of the two crank shafts so that the secondary shaft will run at half speed of the main crank shaft. although the two crank shafts are actuated by the same explosive power within the cylinders. The rotary valves 11 are geared to the secondary crank shaft by an endless chain 20 so as to rotate at the same speed with the secondary crank shaft.

The admission and exhaust openings of the inlet valves are separated by integral. walls, shown in dotted line in Fig. 6, so that all ofthe admission openings 12 lead to a central part of the valve where peripheral openings 21 are provided which enter into an enlarged part 22 of the valve casing 15. the enlarged part extending to one side of the castings 6 to form a fuel inlet 23. The two openings 13 to each side of the central part of the valve are in communication and open at the end of the valve, each end of the valve leading to a pipe 24. The cylinder casting 6 has integrally-formed water jackets about the cylinders and casings, as best indicated in Figs. 1 and 2.

At A in Fig. 5, the cylinder of the engine is at the beginning of the intake stroke; the crank shafts 8 and 18 are both at their highest points. At B, Fig. 5, the piston 7 reached its lowest point, because the crank shaft 8 has turned through 180 degrees. The piston 16 is in the middle of its displacement because the crank 18 has only turned through 90 degrees; but the rotary valves 11 have substantially closed the openings 1.1 and, therefore, the return movement of the piston 7 can compress the charge received by the cylinder. As the further displacement of the piston 16 is reached the charge will not be highly compressed before the openings 14 in the cylinder are closed by the piston 16, so that the valves 11 will not be subjected to high pressure at all. At G in Fig. 5 thepiston 16 has reached its maximum downward displacement, for the crank of the shaft 18 is in its lowermost position, While the crank of the shaft 8 is at its highest position and, therefore, the piston T has reached its maximum upward displacement. The charge is now at maximum compression, and it will be seen that the openings 1 f leading to the valves 11 from the cylinder are barred by the piston 16 and, therefore, the valves 11 are entirely cut oil from the cylinder. The charge is exploded by a spark plug 25 provided at a suitable space in each cylinder in the casting 6. At D, in Fig. 5, the pistons 7 and 16 have been displaced by the exploded charge; and it will be noted that for the 180 degrees displacement of the shaft 8, the crank of the shaft 18 is displaced through an angle of 90 degrees, partly uncovering the openings 14 leading to the valves 11, the exhaust openings 13 of which have been brought into register with the openings 1.4 so that the gases may exhaust, and the exhaust will continue until the valves 11 cut off the same and bring the inlet opening 12 into register with the openings 14, as indicated at A in Fig. 5.

It is self-evident that in place of having a uniform through cylindrical bore, that is to say, having the pistons 16 and 7 of the same diameter, the secondary piston may be made of smaller diameter. if so desired. In such case the cylindrical bore will not be uniform, but stepped. By making the bore uniform, as described, the structure is rendered less expensive; and, further, the open ings 1"1- leading from the cylinder to the rotary v alv'cs, can be made larger and, therefore, a better and quicker admission of fuel and exhaust of the combustion gases is obtained. For the same reason, two rotary valves are preferably provided, instead of one.

It will be noted that the explosion of the gases will drive both pistons, but due to the gearing by means of the chain 9, as described, the upper crank shaft cannot run at a speed higher than one-half that of the main crank shaft 8.

While I have described the principle of operation, together with the device Which I. now consider to be the best embodiment thereof, I desire to have it understood that the engine shown is merely illustrative and that such changes may be made as are With in the scope of the appended claim.

I claim:

In an. internal combustion engine, a rotary valve comprising a hollow shell having a plurality of oppositely disposed fuel delivery and combustion gas receiving openings, and Walls separating the delivery openings from the receiving openings so that all of the delivery openings interconnect, said shell having peripheral openings forming an inlet to the delivery openings, said valve having end openings forming an outlet for the combustion gas receiving openings.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

HARRY G. MORTIMER.

Witnesses:

B. JOFFE, PHILIP D. ROLLHAUS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). C.

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