US1386477A

US1386477A - Valve for internal-combustion and fluid-pressure engines

Info

Publication number: US1386477A
Application number: US71033A
Authority: US
Inventors: Wallace Edward
Original assignee: Individual
Current assignee: Individual
Priority date: 1916-01-08
Filing date: 1916-01-08
Publication date: 1921-08-02
Anticipated expiration: 1938-08-02

Description

APPLICATION FILED IAN. 8, ISIS.

O 11 2 9 I 1 T 2, m

um a

D m D;

M, 8 ou [n z/emfor E. WAL-LACE. vALvE FoR INTERNAL coMsusIIoN AND FLUID PRESSURE ENGINES. APPLICATION FILED JAN. H, 1916.

1,386,477. Patented Aug. 2, 1921.

3 SHEETS-SHEET 2- [n2/en ton wz tnesses. y

E. WALLACE. VALVE FOR INTERNAL COMBUSTION AND FLUID PRESSURE ENGINES.

APPLICATION FILED JAN- 8, 1915. 1,386,477.

3 SHEETS-SHEET 3- /47 /46 /44 O /40 24/6 HESSES fm/enof" UNITED STATES PATENT OFFICE.

EDWARD WALLACE, OF CLEVELAND, OHIO.

Specification of Letters Patent.

Patented Auer. 2, 1921.

Application led January 8, 1916. Serial No. 71,033.

To all whom t may concern.'

Be it known that I, EDWARD IVALLAGE, a citizen of the United States, residing at Cleveland, in they county of Cuyahoga and State of Ohio, have invented a new and use-- ful Valve for Internal-Combustion and Find-Pressure Engines, of which the follow-A ing` is a specification.

My invention relates to improvements in rotary valves for internal combustion and fluid pressure engines in which two or more eoncentrically arranged valves are arranged to effect the opening and closing of the ports to the combustion chamber of the engine, and has for its object to improve such valves and their method of control and operation as will be hereinafter described. Y

In the accompanying drawings, in which my invention is illustrated as applied to an internal combustion engine of the four cycle type- Fig'ure 1 is a central vertical sectional view through one of the cylinders of the engine.

Fig. 2 is a diagrammatic view illustrating a method of operating the valves.

Fig. 8 is a central vertical section through the cylinder of an engine, illustrating a different embodiment of my invention from that shown in Fig. 1.

Fig. l is a similar sectional view showing still another embodiment ofthe invention.

F ig. 5 is a diagrammatic view illustrating means for operating the valves shown in Fig. 4, and

Fig. G is a horizontal sectional vieW through the valves of the engine illustrated in Fig. Ll, parts of the engine frame and valve casing being omitted.

In the drawings I have represented the invention, in several forms, applied to a four cycle internal combustion engine having a crank shaft 1, connecting rod 2, wrist pin 8, piston 4, oil pan 5, cylinder 6 in which works the piston, spark plug hole`7, and water jacket 8 surrounding the cylinder. 9 indicates the inlet valve casing, 10 the exhaust valve casing, these being cylindrical and connected with the cylinder 6 through portsY 11 and 12, respectively. They are surrounded by water jackets 18 and 14 which connect with the water jacket 8. Hthin the inlet valve casing 9 are arranged two concentric sleeve valves, the inner `one being designated 15 and the outer'one 16, and the latter fitting closely the inner wall of the casing. The sleeve valve 15 is formed with a port 17, and Vvalve 16 with a port 18.

Similar sleeve valves 19 and 2O are located in the exhaust casing, and these are provided respectively with

ports

21 and 22. The sleeve valves of each set are turned about their longitudinal axis to cause the ports with which they are providedV to register with each other and with the port communicating with the engine cylinder with a frequency required by the cycle on which the engine operates. Various means may be employed for giving the desired movements of the valve sleeves. They may be oscillated or rotated; and if rotated they may be both turned in the same direction or in opposite directions. I prefer that these sleeve valves should be rotated, and that they both turn in the same direction, and in Fig. 2 have indicated, diagramniatically, driving mechanism for effecting such movements. I wish, however, it to be understood that my invention is not limited in itsl useful applications to the specific mechanism or mechanisms which I have shown for driving the valves.

Referring to Fig. 2, 7 9 indicates a chain gear ,wheel on the .crank shaft of the engine, connected, through a silent chain 80, with the chain gear wheels 77 and 78, secured respectively to the

outer sleeve valves

16 and 20, the gears being so proportioned in size that the sleeve valves are rotated in the ratio of one to two relative to the crank shaft. 83 indicates another chain gear Ywheel on the crank shaft, connected, by

chain 84, with wheels 81 and 82, operating respectively the inner sleeve valves 15 and i9.v The size of these gear wheels is such that the sleeve valves are rotated in the ratio of two to one to the crank shaft. It will be observed that the four sleeve valves that have been referred to are, through the driving gear described, all rotated in the same direction; and that their ratios of rotation are such that the ports in the

valves

15 and 19 register with the ports communieating with the engine cylinder four times as often as the valve of a. four-cycle engine of ordinary type is caused to operate, but that only every fourth registration between such ports is effective, since not only must the ports in the

valves

15 and 19 register with the ports leading to the engine cylinder, but they must simultaneously register' with the ports in the valve sleeves 1G and 20.

In combination with the inlet and exhaust valves described are combined means for advancing and receding the valve registering periods relative to the crank angle of the crank shaft of the engine. such mechanism is shown in Fig. 1, where 73, 74 designate a pair of timing sleeves fitting between the

inlet valves

15, 16, and

concentric therewith. These timing sleeves are provided respectively with

ports

113 and 114, adapted to be brought into position to register with the ports leading to the engine I will presently describe, so that a universal timing, that may be altered and then ixed, may be obtained. The adjustment may be hand controlled, or automatic and controlled by a governor, and such that the most effective timing of the opening-and closing of the engineports for every speed of the engine may be had while the engine speed is either varied or constant. It permits of the mutual adjustment o1 the timing mechanismsfor any size of engine or for any kind ot fuel that may be used.

T he adjusting mechanism for the timing sleeves shown in Fig. 1 will now be described, such mechanism being adapted to adjust the two sleeves relative to each other, by respectively oscillating them about their common axis, and also to adjust the two sleeves as a unit relative to the port 11 leading to the engine cylinder. To eiect the adjustment oit' the timing sleeves relative to each other I provide the sleeves 73 and 74 respectively with arms 88 Vand 91 that are connected, by links 87 and 90, with the two arms, 86 and 89, of a double bell crank lever supported upon a fulcrum 93, the third arm of which bell crank lever is designated V85.r Byv operating the bell crank lever, through the arm 85, the timing sleeves will be shifted, one in one direction and the other in the other, as will be apparent. The

Vlulcrum 93 is carried at the end of a. bell crank lever 92 ulcrumed on a support 94 carried by a bracket or lug 95 projecting from some part of the engine. By shifting the bell crank lever 92 the two timing sleeves, whatever be their positions relative l to each other, will be adjusted together or as a unit and relative tothe port 11.

Combined with the exhaust valves 19 and l -r 20 are adjustable timing sleeves 75 and 76 similar in construction and arrangement wit-h the timing sleeves 7 3 and 74 for the inlet valve. The exhaust valve timing sleeves are operated by mechanism similar to that which has been described for operating the other set of timing sleeves. The arms that project from the timing sleevesor the exh'austavalves aredesignated 99 andf102. The

Y linlrsifthat:unite-.theae arms-with fthegdouhle One form ot" bell crank lever are designated 98 and 101, the arms of thedouble bell crank lever are designated 96,197 and1-00, and the fulcrum upon which thislever isinou'nted 104. The bell crank lever carrying the fulcrum 104 is 103, and it is supported upon a iulcrum 105 carried by abracket or lug 106.

The ktwo sets of timing sleeves, that is, those for the' inlet valves and those for the exhaust valves, should ordinarily lbe simultaneously adjusted.V This I eect by connecting the arms 85 and 96 of the double arm bell-crank levers by means of a link 107, and b y connecting the operating arms of the bell crank levers 92 and'103by means of a link 108. The connections between the links 107 and 108 and the adjusting levers which 4they Vimite are adjustable, one or both of each set. of the united parts being slotted for the passage of the adjustable connecting bolt or pin, as shown in the drawings. This arrangement permits the individual timing sleeves for each valve to be independently adjusted relative to each other and then set and connected "so that the desired adjustments may bemaintained. So, too, each set of timing devices maybe independently adjusted relative to the ports leading to= the engine cylinder aiter which they may be set and connected. VThe ends yot theconnecting links 107 and 108 are constructed to be connected with adjustingm'echanism,

such as a. hand lever or. connecting rod op- @rated by an automaticV governor, the ends ot such links nearest the inlet valve being, in Fig. 1, represented as formed for such connection. j j rlhe adjustable timing sleeves 74 and 76 are provided respectivelywith lugs 109 'and 110 that extendinto the

ports

113, 115, ot the timing

sleeves

73 and 75.. Vhen the timing sleeves are adjusted so as to bring their ports,-113, 114, for the inlet valve timing sleeves, and 115, 116, for the outlet valve timing sleeves,-into coincident registration, the lugs 109and 110 willbe inlengagement with the

sleeves

73 and 75, at points beyond Ythe spaces 111, 112, Fig. 1, whereby further relative movement of these sleeves is prevented. This is a ready means for determiningthe coincident registration ot' the ports in the timing sleeves. f

In Fig. 3 I have showna diiferent form of the engine, more simple in construction than ,that shown in Fig. 1 and already described, in which I provide adjusting means for advancing and receding the valve registration periods relative to the vcrank angle of the crank sha-ft of the engine. The valve registration period for each valve, inlet and exhaust, may be independently varied and also the adjusting 4meansmay be connected foraeli'ecting simultaneous movementjot the ralreafliustng .f .The.sleeievalves nl'eghlt ein arredato' revolve by the following means. 68 is a chain gear wheel on the engine crank shaft, connected by a chain 7 2 with a wheel 69 connected with the sleeve-valve 19 so as to rotate it. The

gear wheels

68 and 69 are of such sizes that the latter is driven in the ratio of one' to two to the engine crank shaft. Another gear 70 is also carried by the sleeve valve 19, and this is in mesh with and drives a gear wheel 71 of the same size,

v16 and 20, which are timing sleeves, may be independently adjusted? and then set by tightening the connections with the connecting link 67. When the engine is in operation the timing sleeves, after having been adjusted to cause the desired registration respectively between the inlet and outlet valve chambers and the engine cylinder, may be held in fixed position, or they may be oseillated in order to insure a vmore rapid or a slower opening and closing of the ports through the valves, as may be desired; for it will be understood that by making one of the sleeves a timing or governing sleeve, and oscillating it to vary `the timing 'of the valve and to increase or diminish the angle of the valve port opening, the advantage of variable timing by advancing or receding the valveregistering period is attained.

In Figs. 11, 5 and 6 I show'v an arrangement in which the

sleeve valves

15, 16 and 19, 20, are rotated and where there are, arranged between these valves, variable timing or governing valves in the form of sleeve segments. The variable governing means associated with the rotating inlet valves are designated 117, 118, while `those associated with the exhaust valves are 'designated 119, 120.

In the embodiment ofmy invention illustrated in these views'l yshow a different arrangement for rotating the sleeve valves from that illustrated in any of the other views. Referring to Figs. 5 and 6, 121 indicates a gear on the engine crank shaft,

driving, through a "chain 123, -a gear -122fon shaft 125. This shaft carries a gear '124 that in turn drives gears 126, 127, respectively securedy to the youtlet 'sleeve '

valves

16 and 20. The gear 124 also drives intermediate or idler gears 128 'and 129, and these respectively drive gears 130, 131 secured t'o the inner sleeve valves 15 and19. By this arrangement of gearing'the 'concentricV sleeve valves of each set are turned in opposite directions and the ratios of their rotations to that of the crank shaft of the engine are determined by the cycle on which the engine works and controlled by the relative sizes of the gears in the train described, as will be understood by those familiar with engine construction. The means for controlling the ports of the inlet and exhaust valves and for varying their positions for advancing or receding the valve registering periods are, as have been stated, a pair of segments for each valve arranged between the concentric pair of rotating sleeve valves. The two segments of each valve may together be considered an adjustable governing or timing valve with a port adapted to register with the` ports of the sleeve valves -with which such governing and timing device is used, this port being the space between adjacent edges of the segments. The segments are independently adjustable about the axis common to the valve of which they constitute a part. The two segments may be moved toward each other so as to decrease the size of the port through this adjustable valve, or separated-to 'enlarge that port, or the two segments may be correspondingly moved either in one direction or the other between the two rotatable sleeve valves in order to advance or recede the registration period between the valve ports and the port to the engine cylinder. Referring for the moment to the inlet valve, represented in Figs. el and 6, it will be seen that the sleeve segments 117 and 113 are connected with the outer sleeve valve 16 so as to be rotated thereby. To effect this the sleeve valve 16 is provided with

pins

132, 132 and 133, 133', these being arranged, preferably, diametrically opposite to each other. The )ins project inwardly and lie in inclined s ots, 134, 134.-', and 135, 135', formed respectively in the sleeve segments 117, 118. rIhe sleeve segments kare not only rotatable with the sleeve valve 116, but are also each longitudinally movable as a whole; vand since the slots in the sleeve segments are inclined to the center lines respectively of the sleeves, any longitudinal movement of a segment will cause it to be shifted about the central axis of the valve considered as a whole, and such shifting of the segment moves its edge either toward or from the opposite edge of the other segment. To effect this longitudinal movement of the adjustable segments 117, 11S, any suitable mechanism may be employed, for instance, that illustrated in 6u where 142 indicates a shaft on which are supported two concentric.l longitudinal. movable. sleeves 141, 145 carrying grooved collars 1113, 1416. The outer ends of the adjustable segments are turned inwardly and lie in the grooves formed in the said collars. This form of connection allows the sleeves to turn freely to whatever position, longitudiiially, they may be adjusted. Bell crank levers 140, 144 are connected respectively with the sleeves 141 and 145 and serve as the means by which such sleeves may be adjusted along the shaft 142.

AThe ends 149, 150 of the inner sleeve valves and 19, respectively, are closed and their opposite ends are connected to the intake and exhaust pipes of the engine, the showing of the latter being deemed unnecessary.

The adjust-able governing and timing devices for the exhaust vvalve are similar to those that have just been described for the inlet valve. The adjustable segments -foi this Vvalve-are designated, respectively, 119, 120. They are connected with the outer sleeve valve by pins 186, 136" and 187, 137 which, respectively, lie in

slots

138, 138 and139, 139 in the sleeve segments. The

sleeve segments

119, 120 are moved longitudinally by'means of bell crank levers 147, 148. The bell crank levers 140, 14T and 144, 148 may be, respectively, united by connecting links similar to those indicated in Figs. 1 and 3, so that the valves after being once properly adjusted may be maintained in ad#V justed position, and whereby also the correspondingly adjustable parts of the inlet and outlet valves may be simultaneously and correspondingly moved.

The several illustrations of my invention serve to show that the means for operating the valves may be varied without departing from the invention herein presented, and

Vthat the means for timing the port openings and foi' advancing or receding the valve registering' periods may also be varied, without departing from the invent-ion.

I claim-V 1. The combination with an engine cylinder, of a valve mechanism comprising a cas ing with a curved seat and connected with the engine cylinder by a port, a pairy of curved valves concentrically arranged in the said casing, the valves having ports, means for moving the valves to cause their ports to register with each other and with the port leading to the engine cylinder with a frequency required by the cycle on' which the engine operates, and an adjustable curved valve mounted between the said movable valves and arranged to vary the eilective size of the opening to the engine cylinder, the latter valve being normally stationary, and means for adjusting the said normally stationary valve.

2. The combination with an engine cylinder, of a valve mechanism comprising' a casing with a curved seat and connected with `the engine cylinder by a` port, a Vpair of sleeve' valves concentricallyl Jarranged in the said casino', thevalvesihaving i ts-adapted to" 'register witl'il i'eachil` otherv and l with g the port leading to the engine cylinder, and a pair of curved normallystationary valvesV located between thesaid movablevalves and movable with reference to each other to vary theveifective size of the opening to the engine cylinder, .and means for adjusting the said normally stationary valves., j

3. The combination with an engine cylinder, of an inlet valve mechanism therefor, an exhaust valve mechanism therefor, means for operating thesevalve mechanisms with a frequency required bythe cycle on, which the engine operates, a supplementalvalve for each, valvevmechanism arranged to vary the timing at which the valve mechanisms respectively operate, and means foruniting these.-supplementalvalves vto cause them to operate simultaneously.` Y. v

4. The combination VAwith an engine cylin- Y der, of an inlet valvemechanism therefor, an exhaust valve mechanisintherefor, means for operating these valve mechanisms with a frequency required bythe cycle on which the enginev operates, al;.supplemental valve for each valve mechanism arran-ged to varythe timing at which the valve mechanisms, respectivelyy operate, means r for adj usting theV supplemental valves independently of each other, andmeans. for .uniting them Vwhereby after adjustment theyy may be moved and adj usted simultaneously. Y

5. The combination with an engine cylinder, of aninle't valve mechanism therefor, an exhaust valve Vmechanism therefor, means for operating these valve mechanisms with a frequency required bythe cycle on which the engine operates, vmeans byrwhich thev said valves lmay be' adjusted independently to vary the effective sizes respectively of the inlet an'd exhaust openings to the engine cylinder, and meansfor uniting the said supplemental lvalves whereby after .adjustment they are causedjto move together.,Y l

6. The combination with an engine cylinder, of an inlet valve mechanism therefor, an exhaust valve mechanism'therefor, means for operating these valve mechanisms with a frequency requiredby the'cycle on which the engine operatesya ysupplemental valve device for each valve mechanism, comprisinga pair of curved valves movable` with referenceto each other andarranged when c adjusted relatively to more or less cover respectively the inlet vandexhaust openings to the cylinder, means for adjusting the said supplemental valves ask stated, and means for adjust-ing each of the I supplemental v valve devices to vary the timing of admission and exhaust.` y v In testimony whereof I hereunto. :aifnemy signature in the presenceiof twe witnessesf WALLCEM..

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