US1271354A - Valve mechanism for internal-combustion engines. - Google Patents

Description

G. NUS.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. I5. I9I6.

Patented July 2, 1918.

3 SHEETS-SHEET I.

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. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 15, 1916.

l ,2? 1,354. Patented July 2, 1918- 3 SHEETSSHEET 2.

INVENTOR wrrbisssss Glam/V103.

' ATTORNEY G. NUS.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. I5, I9I6.

Patented July 2, 1918. 3 SHEETSSHEET 3- INVENTOR 676mm jVzz/s- N MN 1,; I w f I N M a Q I; I Q .N M, III \I\ N v N QN mam, m I N M Q& \N M W W MN WITNESSES ATTORNEY UNITED STATES PATENT OFFICE. I emimnvaornnnmeromrown.

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To all whom it may concern:

Be it known that I, GLENN Nos, a citlzen of the United States, residing at Arlin on, in the county of Fayette and State of owa, have invented new and useful Improvements in Valve Mechanism for Internal- Combustion Engines, of which the following is a specification.'

Th1s invention relates to valve mechamsm for internal combustion engines and is particularly adapted for multiple cylinder engines of the type referred to. The object of the invention is to provide in conjunction with the intake and exhaust valves located in the heads of the cylinders of an internal combustion engine, novel means for operating said valves at r the proper periods, said means involving the use of only a single cam shaft having cams each of which is adapted to cooperate with a pair of rocker arms, one of which cooperates with an intake 'valve and the other with an exhaust valve, thereby reducing the number of parts and proportionately decreasing friction.

A further object of the invention is to do away with the fan driving belt now in common use and so mount the fan that it is driven directly by a countershaft employed for transmitting motion from the crank shaft to the overhead cam shaft.

Another object in view is to mount the entire valve mechanism on the head of the block of the cylinders and-make said head removable from the cylinder block so that the valves and other operating mechanism are removable together with the head without requiring any mechanical work or skill to disconnect the driving connections between the crank shaft and the overhead cam shaft. The invention also dispenses with the use of push rods and pushrod guides.

With the above and other objects in view, the invention consists in the novel construction, combination and arrangement of parts, herein fully described, illustrated and claimed.

In the accompan in drawings:

Figure 1 is a si e e evation of an engine embod ing the present invention, certain part being broken away for better illustration.

Fig. 2 is a top plan view of the same with the housing for the valve operating mechanism removed.

Fig. 3 is an end elevation of the engine Specification ct Letters ratent.

Application filed November 15, 1816. Serial No. 181,525.

1n cross section in with the fan and the broken away. I

Fig. 4 is a vertical transverse section through the engine'taken diametrically of one o the cylinders.

gear casing partly parts.

Fig. 6 is a bottom plan view of the cylinder head.

Referrin to the drawings A desi hates Patented July 2, 1918.

Fig. 5 is a fragmentary vertical cross sect1on through the cam shaft and adjacent named parts being of the usual construction and arrangement.

In connection with each ofv the cylinders 5, the head C is formed with a recess or cavity 6 in the bottom thereof which is substantially V-shaped in cross section as shown in Fig. 4 and formed with large valve seats 7 and 8, 7 designating the intake valve and 8 the exhaust valve 1n Fig. 4, wherein the intake port is represented at 9 and the exhaust plug for the cylinder shown in Fig. 4, said plug being inserted through a hole in the side wallof the cylinder. The cylinders are all water jacketed as shown at 12.

Extending longitudinally of the detach? able head C which is fastened to the block of cylinders by bolts or cap screws the location of which is indicated at 13in Fig. 6, is a combined oil trough and rocker arm supporting bracket 14 the same being shown f Fig. 4. This bracket may be formed integrally with the cylinder head C or secured thereto by a li uid tight joint and is formed in its under si c with a water space 15 placed in circulation in any suita le way with the water jackets 12 of the cylinders, so that the water circulates not only around the cylinder walls but also over and in contact with the cylinder head immeoil trough 16 extending practically throu h-' out the entire len h of the head C. he

- side walls 17 of t e trough 16 are formed port'at 10. 11 represents the sparkv with notches 18 to receive rocker arms 19.

and 20, said arms being mounted on pivots 21 within said notches 18, as shown.

22 designates an overhead cam shaft extending lengthwise of the cylinder head and block of cylinders and located in the upper portion of the oil trough 16. The shaft 22 has cams 23 thereon, one of said cams being used to coiiperate with two oppositely located rocker arms 19 and 20, each cam being of such formation that it alternately coiiperates with said rocker arms to open and close the exhaust and intake valves one after the other at the proper intervals as in all fourcycle internal combustion engines. The shaft 22 is mounted in bearings 24 which extend across the trough 16 and bear a fixed relation thereto. Two of such bearings 24 are used in connection with each cam 23, being located at opposite sides thereof as shown in Fig. 2. Extending downwardly from each bearing. 24 is an oil baflie plate 25 forminga partition extending transversely of the trough, and each of said plates or partitions is formed adjacent to the bottom thereof with a small hole 26 to provide for maintaining the oil at the same level throughout the entire length of the trough, while at the same time preventing a rapid movement of the oil'toward either end of the trough when the engine is tilted at an angle as in negotiating an up or down grade with a motor vehicle.

Each of the rocker arms 19 and 20 is shown as provided at its inner end with an anti-friction roller 27 which bears against the respective cam 23 and each of said rocker arms is provided at its outer end and on the lower side thereof with an adjustable tappet head 28 having a threaded connection with the respective rocker arm and held fixed at any adjustment by means of a locknut 29. The valves 7 and 8 set at an angle as shown'in Fi 4, the stems 30 thereof diverging upwardly at corresponding angles and up er extremities of said stems being in the pat of the tappet heads 28. Valve seating springs 31 encircle the valve stems 30 and maintain the upper extremities of the valve stems in close proximity to the ta pet heads 28 of the rocker arms, whilethe va ves are seated.

The inlet ports 9 have associated therewith an intake manifold 32, the central portion of which is expanded in width as shown in Fig. 6 and contains a longitudinally extending deflectin partition 33 which serves to direct the exp osive mixture to all of the intake ports 9. The exhaust ports 10 like-- wise have associated therewith an exhaust manifold 34 for collecting and carrying off the burned gases.

The means for driving the cam shaft 22 comprises a. gear 35 on the crank shaft 1, said gear being provided with a toothed gear 35 also has a bevel gear face 43 which meshes with and drives a bevel ear 44 on the lower extremity of an upri t countershaft 45 journaled in bearings in a tubular housing 46 located at one end and exteriorly of the engine block and head as shown 1n Fig. 1. Fast on the upper extremity of the shaft 45 is a bevel gear 47 which meshes with a bevel gear 48 fast on the adjacent end of the cam shaft 22. The gears 47 and 48 are housed in a casing 49 formin an extension of the tubular housing 46 an the gears 35 and 44 are also mounted in an extension 50 of the housing 46 and at the lower end of the latter. Overflow oil from the trough 16 may find its way downwardly through said housing and its extensions so as to lubricate the bearings for the shaft 45 and also thoroughly lubricate the gears interposed between the crank shaft and the cam shaft. 51 designates an oil return or overflow pipe having its upper end in communication with one end of the trough 16 and the other end leading into the crank case A for the purpose of lubricating the crank shaft.

In the bottom of the crank case A is an oil reservoir or sump 52 from which an oil pumps 54 and 55, the plungers of which are driven by cams 56 and 57 on the countershaft 45 as shown in Fig. 3. An oil feed pipe 58 extends from the pump 54 to the adjacent end of the oil trough 16, and another oil feed pipe 59 extends from pump 55 through the wall of the crank case as shown at 60 and inwardly so as to distribute oil to a series of pockets or transversely extending troughs in the bottom of the crank case, which troughs are separated from each other by flanges or partitions 61, the 'cranks and connecting rod bearings dipping into the oil in thelast named troughs in accordance with the present day automobile practice for the purpose of lubricating the main crank shaft bearings, the connecting rod bearings and the cylinder walls.

The fan 62 is mounted upon a short horizontal fan shaft 63 journaled in a bearing 64 formed upon or secured to the housing extension 49 above described. On its inner end the fan shaft 63 has a bevel gear 65 which meshes with a second gear face 66 on the gear 47 on the upper end of the shaft 45. The fan shaft is thus driven without the use of the present day unreliable fan driving belt. By reason of the arrangement and relation of the gear 48, when the cylinder head is removed from the block of cylinders, there is nothing to interfere with moving the gear 48 out of mesh with the gear 47. In practice, these gears are so marked that they may be readily meshed at the same point when the-cylinder head is returned to its normal position.

From the foregoing description taken in connection with the accompanying drawings it will now be seen that the ordinary push rods and push rod bushings or guides are done away with thereby preventing any possibility of the valve stems sticking and holding the valves open, the valve stems, under the construction illustrated and described therein being lubricated by oil which may splash over the sides of the trough 16, the oil being caught by a hood or casing 67 which, as best illustrated in Fig. 4 fits over and incloses the valve operating mechanism, including the trough 16 and 18 secured to the cylinder head C. The cams 23 work in oil in the trough 16 and a suflicient amount of oil findsits way along the rocker arms 19 and 20 to lubricate the pivots 21 and the valve stems 30 as well as the tappet heads 28 andthe rollers 27. These parts are therefore oiled automatically. The valves are unusually large as compared with internal combus'tion engines now in common use, the operating connections are simple and compact and a single cam shaft serves to operate the rocker arms of both the intake and the exhaust valves, and a single cam suifices for two oppositely located rocker arms. The casing or hood 67 excludes dirt, dust and other foreign matter and retains .oil for lubricating the parts contained therein. In removing the cylinder head, the valves and other actuating mechanism being mounted on the head are removed therewith and access is given to all of the valves and valve seats for grinding purposes and to all of the cylinders as well as the opposing face of the cylinder head for the purpose of removing carbon deposits. This renders the engine exceptiona'lly easyto clean and overhaul and the construction described is also productive of an engine of high efliciency, power and speed.

I claim:-

In a polycylinder internal combustion engine, the combination with the cylinders, of a removable head. therefor embodying an upwardly contracting cavity forming an extension of the combustion chambers, said head being formed with transversely opposite inlet and exhaust ports terminating in valve seats cut in the upwardly converging sides of. said cavity, intake and exhaust valves cooperating with said valve seats and provided with stems which diverge upwardly, rocker arms cooperating with said valve stems and having a pivotal mounting in relation to the cylinder head, a single overhead cam shaft extending centrally above the cylinders and having cams which cooperate with the inner endsof said rocker arms, a trough integral with the cylder head and adapted to contain lubricant in which said cams dip, integral brackets on said trough supporting said rocker arms, and partitions extending transversely of said trough and dividing the same into separate oil compartments, and bearings for said cam shaft supported by said partitions at opposite sides of the cam. I

In testimony whereof I aflix my signature.

GLENN NUS.

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