US1363500A - Internal-combustion engine - Google Patents

Internal-combustion engine Download PDF

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US1363500A
US1363500A US1363500DA US1363500A US 1363500 A US1363500 A US 1363500A US 1363500D A US1363500D A US 1363500DA US 1363500 A US1363500 A US 1363500A
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valves
cylinder
inlet
valve
shaft
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01LCYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12Transmitting gear between valve drive and valve

Description

F. 8. AND A. s. DUESENBERG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 14, l9l3- RENEWED JUNE 24.1918.

Patented Dec. 28, 1920.

4 $HEETS-SHEET 1- WE Wade/{ck 5 Zlwasen tflw y a? esezze F. 8. AND A. S. DUESENBERG.

INTERNAL COMBUSTION ENGINE.

APPLICATlON FILED APR. I4, 1913. RENEWED JUNE 24,1918.

1,363,500. Patented Dec. 28,1920.

4 SHEETSSHEET 2- F. S. AND A. S. DUESENBERG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR.I4.19I3- RENEWED 1UNE 24.1918.

1,363,500, Patented Dec. 28, 1920.

4 SHEETS-SHEET 3. 16' 17 1 16 M 171 7 17 II- 16 F. 8. AND A. S. DUESENBERG.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED APR. 14,1913. RENEWED JUNE 24.1918.

Patented Dec. 28, 1920. 7

4 SHEETS-SHEET 4.

5 i 15: fl

L fl

in: fiederz'ck S. Dwes ii re UNITED STA'I l I S PATENT ()FFICE.

FREDERICK S. DUESENBERG AND AUGUST S. DUESENBERG, OF ELIZABETH, NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Dec. 28, 1920.

Application filed April 14, 1913, Serial No. 760,851. Renewed June 24, 1918. Serial No. 241,689.

To all whom it may concern:

Be it known that we, Fnnnnnlox S. Dunsnxnnnc and AUGUST S. DUnsnNBnno, both citizens of the United States, and both residents of the city of Elizabeth, county of Union, and State of New Jersey, have invented certain new and useful Improvements in Internal-Combustion Engines; and we do hereby declare that the following is a full, clear, and exact description of our invention, reference being had to the accompanying drawings, and to the numbers of reference marked thereon, which form a part of this specification.

Although the evolution of the hydro-carbon or internal combustion engine has ad vanced far, the practical efliciency of such devices is much less than should be expected in view of the fuel consumption. This is undoubtedly due to several causes, among which are incorrect valve construction and operation, and the sometimes large expenditure of energy required to operate the valves.

It is also true that in the T head type of engines of this class, the area of the cylinder exposed to the combustion of the charge is relatively large and inaccessible without the removal of the cylinder from the base, and the accumulation of carbon therein soon detracts from the satisfactory operation of the engine. In many such engines also, the fuel charge, when admitted must travel a considerable distance before reaching the point at which ignition occurs, and after ignition the spent gases of combustion are frequently retained in the cylinder longer than desirable on account of the arrangement of the exhaust valve relatively to the inlet Valve. Many engines of the class, too, are of a complicated nature, comprising many moving parts without adequate provision for thoroughly lubricating the same during the operation, with the result, of course, of decreased efiiciency. Frequently, too, where mechanically operated valves are employed, the operating mechanism therefor, as well as the valve stems, are exposed at all times to the atmosphere and dust and dirt, and consequently imperfect lubrication or failure of lubrication, seriously affects efiiciency.

Another defect in multiple cylinder engines, is sometimes found in the arrangement of the inlet and the exhaust manifolds,

the inlet manifold, for example, in a four cyhnder engine, requiring four branches leading to the respective inlet valves, with the effect that imperfect charging of some of the cylinders results owing to the longer travel required for the incoming gas be tween the carburetor and the cylinder to be charged.

Itis an object of this invention to afford amultiple cylinder internal combustion engine, in which the inlet valves are arranged in pairs in adjacent cylinders, and the ex haust valves likewise arranged in pairs in the next adjacent cylinders, the exhaust valves and the inlet valves being arranged in each cylinder in very close relation and with the ignition device in very close proximity to the inlet valve, so that the incoming and outgoing gases will travel the shortest possible distance in the cylinder and in a manner to exert the maximum energy of Zhe dcombustion directly upon the piston It is an object of the invention also to afford an engine of the class described comprising a plurality of cylinders,'and having mechanically operated valves in which the inlet valve, the exhaust valve, and the sparking element are very closely related, and in which the operating means for the valves are at all times lubricated, both by direct force feed and by splash lubrication.

It is a further object of the invention to afford a relatively narrow combustion chamber directly above the piston and in communication therewith, and having arranged in one side thereof inlet and exhaust valves, and in the opposite side closely adjacent thereto, the sparking device, the side of the combustion chamber opposite said valves being so constructed as to permit of opening the same to permit the removal of the valves or to permit cleaning of the cylinders and combustion chamber.

The invention embraces many other objects, which will be more fully understood from the accompanying drawings, and from thespecification, wherein a preferred form of our invention is exemplified.

In the drawings:

Figure 1 is a front end elevation of an engine embodying our invention, with the cover for the gear case removed.

Fig. 2 is a vertical section thereof.

. r Li. zhczcci? above and around m. ci'izimbsi, the Water zickct is icbzii as indi ated 1'; (JOYCE piste S,

r-c-Qss the intc 70 mat and @2112 ll 5; i of rcizicijvciy ,i lfili picvidc "24L side the ccmcioscd i f] nmdmni- Rix'QS and i'c- 7 'ii'iiv secured acting-(1t z ii 'ioscii. 8

Mic cizzii {33555 webs, on which. uni c'isc is jcui'iiuicii the c may be (JOilSilUCttli, of warm, construcsicn in this pzii bearings for the crank sh the size of the, sugiiic, m 100 zyiiniici's iii '1 m videci on its Ii 1 1i :1 piiz c 2'? $11) Hii Uf-li ciziiii: mic. and v.

7 which airs cylinder *5 scciircii I siiimbic in the c1: IL is SO $212113 :1 bci'c' tiac piston when 5 iniust and its cin iic siicu Each of said cyiiniicrs and 110 Wfli'Gi jacket may coring the cyiincici' suitable manner. U0

O1 iQ'ILiAOD sins of s cylinder i'icr cf the Water jiic repair. i101 iii-L:- 1-0 periphery the c};

Connected with the respective cranks of the crank shaft, are connecting rods 20, of course, one for each cylinder, and each engaged with a piston 21, which may be constructed in the usual or any suitable manner. The crank shaft is provided on its outer end with a gear wheel 22, which meshes with a larger gear wheel 23, secured on a cam shaft 24, and affording a two to one drive therefor, said cam shaft being journaled in the crank case extending longitudinally at the left side thereof, and provided with suitable cams for actuating the respective valves. Said gears are, of course, incased to permit the same to run in oil.

J ournaled above the cam shaft, is a tubular shaft 25, journaled on which are rocker arms 26, one for each inlet valve, and one for each exhaust valve, the upper, longer end of each of which extends into engagement with the outer end of the corresponding valve stem, as shown in Figs. 2 and 3, while the lower end thereof, which may be provided with a suitable anti-friction shoe 27, extends into bearing against the cam shaft in position to be engaged and actuated by the appropriate and corresponding cam thereon, so that when the shorter end of said lever is actuated by the cam, the upper end is thrown inwardly with greater velocity, instantly aflording full opening of the valve actuated thereby, which, upon release of said rocker arm by said cam, is instantly closed by the action of its valve spring 14.

The bearing on said tubular shaft 25, for the rocker arms, is supplied with force feed lubrication; so also is the lower end of said rocker arm, so that the friction voccasioned b the engagement of said rocker arms by tie respective cams, is reduced to a minimum. For this purpose, as shown, an oil compartment is provided in the bottom of the crank case, an inner floor or bottom 28, being provided therein, as shown in Figs. 2 and 8, the space beneath said inner floor affording an oil ,well or container, and communicating therewith at the bottom, and cored in the side of the cylinder, is a casing 29, providing a cylindric bore or chamber therein in open communication with said oil compartment at its inner side, as shown in Fig. 8. Said chamber is closed at its bottom by the threaded head 30, of a cylindric cage 31, which extends upwardly to suitable packing at the top of said casing to afford a tight joint, as shown in igidly secured in said casing, and projecting upwardly through suitable webs 32 and 33, in the side of the crank case, is a cylindric ump barrel 34, which extends to near the ower end of the cylindric cage,

and is there provided with an inlet passage closed by the upwardly opening ball valve 35, or other suitable valve adapted to permit the inflow of the oil. \Vithin said pump barrel is a reciprocating pump rod 36, which, at its lower end, fits closely in said barrel to afford the plunger, and is provided with an axial passage therein controlled by an inwardly opening ball valve 37, and, as shown, said pump rod 36, extends ulpwardly with its head 38, in position to e engaged by a cam 39, on the cam shaft, said cam acting to force the pump rod downwardly. A spring 40, rests at one end on the web 33, and surrounds the pump barrel, and at its upper end engages the head 38, of the pump rod and acts to throw the pump rod upwardly affording the intake movement of the pump.

As shown, the inner passage in the plunger communicates in a chamber 41, above the plunger, and from which leads a pipe 42, which communicates in the bore of the tubular rocker arm shaft 25, so that the bore of said shaft is at all times filled with oil. At each bearing of the rocker arm on said shaft, an oil port is provided which delivers the oil therethrough to the bearing for the rocker arm, as shown in Fig. 12,

and connected in the hub of the rocker arm bearing, as shown in Figs. 2 and 12, is a pipe or tube 43, which leads downwardly therefrom along the inner face of the rocker arm and delivers oil therefrom to the shoe 26, or to the end of the rocker arm engaged by the cam. Of course, the shoe 26, may be adjustably secured upon said rocker arm, if desired, and if desired, adjusting means at the upper end of the rocker arm may be provided to vary the bearing of said arm on the valve stem. Conveniently also, and particularly in the larger engines, an anti-friction roller may be provided on the lower end of the rocker to minimize friction from engagement of the cam with the rocker for actuating the same. These, in engines of smaller size, are, however, not necessary.

Mechanism is provided for mechanically regulating the level of the oil in the crank case. For this purpose, as shown in Figs. 2, 6, 10 and 11, a shaft 44, tubular except at its ends, is journaled in the crank case conveniently near the front side thereof, and is held in place by suitable bearings 45, in the end of the crank case, and corresponding bearings 46, intermediate the ends thereof, said shaft fitting closely in said bearings. lVithin the bearing 46, the shaft is slotted peripherally for approximately a third of the circumference,as indicate at 47, and directly beneath said shaft an oil port 48, is provided through the floor 28, of the crank case.

cation may be used elsewhere than as shown and described. We have, of course, shown but a preferred form of our invention, but We do not purpose limiting the patent otherwise than necessitated by the prior art.

We claim as our invention:

1. In a device of the class described, a crank case, a plurality of integrally connected cylinders mounted thereon and formed at their upper ends into narrow vertical combustion chambers, a crank shaft journaled in said crank case, pistons in said cylinders connected to drive said crank shaft, horizontally operating inlet and exhaust valves controlling the inlets and outlets of said respective combustion chambers, and spark plugs disposed in said chambers opposite-said inlet valves.

2. In a vertical engine of the class described, a cylinder, a narrow ofiiset compartment formed integrally at the upper end thereof, horizontally disposed inlet and exhaust valves communicating therein, a water jacket surrounding said cylinders and the inlet and outlet passages controlled by said valves, and removable closures disposed opposite each of said valves in said compartments permitting ready inspection of said compartments and valves Without interference with said valves.

3. An engine of the class described, embracing upright cylinders, side by side, parallel and horizontally operating mechanically actuated inlet and exhaust valves for each cylinder, threaded closures opposite both valves to permit removal of a valve therethrough and the inspection of the cylinder and combustion chamber, and a spark plug connected in one of said plugs for each cylinder.

l. An engine of the class described, comprising a cylinder, a narrow offset vertical compartment formed at the upper end thereof, a pair of valves mounted therein controlling the inlet and outlet to said compartment for said cylinder, said valves mounted engine communicating with said compartment to control the flow to and from the cylinder through the compartment, said compartment having ports in the Walls thereof one opposite each of said valves,

removable plugs closing said ports, and an 4 ignition device mounted in one of said plugs opposite the inlet valve to fire a charge for the cylinder compressed in said compartment.

In testimony whereof We have hereunto subscribed our names in the presence of two subscribing Witnesses.

FREDERICK S. DUESENBERG. AUGUST S. DUESENBERG.

Witnesses I E. J. MARTENS, B. JONES.

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2776651A (en) * 1953-05-11 1957-01-08 Ray H Masters Auxiliary lubricant and vapor heating system for internal combustion engines
US4628875A (en) * 1985-06-28 1986-12-16 Cummins Engine Company, Inc. Lubricant supply rail

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2776651A (en) * 1953-05-11 1957-01-08 Ray H Masters Auxiliary lubricant and vapor heating system for internal combustion engines
US4628875A (en) * 1985-06-28 1986-12-16 Cummins Engine Company, Inc. Lubricant supply rail

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