US1389505A - Engine - Google Patents

Description

E. C. HAY.

ENGINE.

APPLICATION FILED JUNE 14, 1919. I

- Patented Aug. 30, 1921.

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WWW M1 56 E. C. HAY.

ENGINE.

APPLICATION FILED JUNE I4, 1919.

Patented Aug. 30, 1921.

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- Patented Aug.

4 S H E E T S 1 I N VEN TOR.

ATTORNEY.

E. C. HAY.

' ENGINE- APPLICATION FILED JUNE 14, m9.

W a a JIW WITNESSES WWW ErC. HAY.

ENGINE.

APPLICATION FILED JUNE 14, 1919.

Patented Aug. 30, 1921.

4 SHEETS-SHEET 4.

I INVENIOR. BY E Cffiay A TTORNE Y.

UNITED STATES PATENT OFFICE.

EDWIN C. HAY, OF MONTGOMERY, ALABAMA.

ENGINE.

Application filed June 14,

T 0 all whom it may concern.

Be it known that I, EDWIN C. HAY, a citizen of the United States, residing at Montgomery, in the county of Montgomery and State of Alabama, have invented new and useful Improvements in Engines, of which the following is a specification.

This invention relates to internal combustion engines, and the broad object in view, generally stated, is to eliminate many of the working parts 110w employed in conjunction with the valve mechanism now commonly employed in connection with internal combustion engines, at the same time eliminating the friction due thereto and correspondingly increasing the efficiency of the engine as a whole.

A further object of the invention is to provide an internal combustion engine which, by reason of dispensing with many of the working parts of the valve mechanism, will be light, cheap to manufacture, and economical to run.

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

In the-accompanying drawings V Figure 1 is a'fragmentary side elevatio of a multiple'cylinder internalcombustion engine embodying the present invention.

Fig. 2 is a fragmentary vertical longitudinal sectionthrough the same taken in line with'the rotary combined valve and timer shaft. 1

Fig; 3 is a vertical transverse section taken through the engine in line with one of the timer Fig. 4 is a fragmentary plan view of the combined valve and timer shaft.

Fig; 5 isa fragmentary plan view of the engine showing the slots to provide for advancing and retarding the spark.

Figs. 6, 7, 8 and 9 are vertical transverse sections taken in line with one of the valves, showing the different positions of the valve adjacent to the four principal cycles thereof, in each complete revolution of the crank shaft,

In the drawings whereinfor the purpose of illustration isshown a preferred embodiment of the'invention, the numeral 1 generally indicates an internal combustion engine provided as usual with a plurality of cylinders 2, having pistons (not .shown) slidably mounted therein and having con- Specification of Letters Patent.

Patented Aug. 30, 1921.

1919. Serial 2 No. 304,205.

nection with the usual crank shaft through .the medium of aplurality of piston rods.

illustrated in Figs. 6 to 8 the elongated cap or plate 3 and the adjacent portions of the cylinder heads are formed with semicircular channels arranged in opposed relation for forming acylindrical bearing opening which rotatably receives ashaft 9. z

The shaft 9 is operated at one-half the speed of the engine crank shaft through the medium of a sprocket chain 10 engaged with a sprocket wheel on the crank shaft and a sprocket Wheel 11 secured upon the shaft 9.

The timing mechanism for the ignition of the engine is provided for as follows: The shaft 9 is provided at each cylinder with a circumferential groove 12 having a cam shaped or spiral floor 13. The groove 12 terminates at one end in an abrupt radially disposed shoulder 14* and as shown in Fig. 4;, saidshoulder extends upwardly or at an angle to 'the longitudinal axis of the shaft 9, the'purpose of which will hereinafterappear. Each cylinder is provided with a plunger 15 having oneend portionarranged in the adjacent groove 14: as-shown in Fig. 8,;said plunger being, pressed outwardly or upwardly by contact with thecam face floor 13 of the groove 12 and thereafter dropping quickly off the shoulder 14 in order to actuate the igniter hereinafter referred to. It will also be observed that the groove 14 is much wider than the co-acti'ng end of the plunger 15 thereby adapting said plunger 15 to be adjusted longitudinally of the shaft 9 for the purpose of varying the time of the spark as will appear. The plunger 15 is connected at its outer end preferably by a ball and socket joint 16 with a rocker arm 17, the latter being pivoted between its ends by means of aball and socket joint 18 on a supporting post 19 which is securely fastened to the body of the engine. Connected to the outer extremityof the rocker arm 17 by means of another ball and socket joint 20 is a trip rod orpush rod 21 which in turnis connected bya ball and socket joint 22 to the arm 23 of the respective rocking element or electrode 2& of the igniter desig nated at 25 and comprising the other fixed electrode 26, said igniter being of the make and break type. It will now be apparent that the rocking member of the igniter is actuated by the shaft 9 in cooperation with the plunger 15. The upper portion of each plunger 15 passes through a slidable cap or guiding member 27 having a dovetailed sliding connection at 28 with an extension 29 on top of the plate or cap 6 hereinaboye referred to. The opening in the cap 6'1n which the upper portion of the plunger 15 is received, is in the form of a longitudinal slot 30 as shown in Fig. 2. This permits the plunger 15 to be moved lengthwise of the slot 30 or longitudinally of the motor for the purpose of changing the position of the inner end of the plunger 15 with relation to the groove 12 in the shaft 9. By reason of this adjustment of the plunger 15, the inner end of the same is permitted to drop or move inwardly toward the center of the shaft 9 at an earlier or later period in the rotation of saidshaft thereby correspondingly retarding or advancing the spark or time of ignition. It will be observed that the radial side of the lobe of each cam thus formed extends obliquely for its entire length with relation to the axis of the shaft and the plunger 15 may be regulated at any desired point along the shoulder lL for retarding or advancing the spark accurately to the desired extent. All of the sliding caps 27 are connected by a common operating rod 31 which enables all of the plungers 15 to be simultaneously shifted lengthwise of the engine for correspondingly and uniformly advancing or re tarding the spark in each and all of the cylinders.

The shaft 9 also constitutes a valve shaft and for that purpose is provided at intervals in the length thereof with enlarged cylindrical portions 33 each of which is formed in the face thereof with a port 34 having an arcuate wall or floor 35. The shaft 9 as a whole is preferably journaled in a casing sleeve 36 placed in the head of the engine, said casing being provided with enlarged portions 37 to receive the enlarged cylindrical valve forming portion 33 described. The enlarged portions 33 are arranged within corresponding enlargements 7 and 8'. Figs. 6, 7, 8 and 9 illustrate sev eral positions of the valve with relation to the respective cylinders, the direction of rotation of the shaft 9 being indicated by arrows in said figures. In Fig. 6, the valve is shown as beginning its intake stroke, the post of the valve being about to register with the intake port 38, the exhaust port 39 being closed. In Fig. 7, the valve has moved through a quarter of circle and the port at of the cylinder is closed and cut off from communication with the intake port 38 and also the exhaust port 39. Fig. 8 shows the valve advanced another quarter of a revolution, all of the ports above referred to being closed. The position of the valve in Fig. 8 is the position assumed thereby during the explosion or working stroke of the piston. Fig. 9 illustrates the position of the valve at the beginning of the exhaust stroke, the valve being just about to open the exhaust port 39 and place the same in communication with the combined intake and exhaust port of the cylinder, in the head of the latter. It will thus be seen that each cylinder comprises a combined intake and exhaust port while itand the in take and exhaust passages are controlled by a single rotary valve. This greatly simplifies the construction and operation of the engine, imparts reliability thereto and eliminates considerable waste and friction, thereby increasing the efiiciency of the engine. I

By means of the construction described use of the ordinary timing mechanism is dispensed'with and no spark distributer is required. Each cylinder is timed separately from the remaining cylinder but the proper timing of allthese cylinders is insured.

' The construction described also reduces the cost of manufacture, and the cost Of'upkeep. The wiring system is also greatly simplified as compared with the present day ignition system used for automobile and motor vehicle traffic. A large number of working parts are also eliminated and a corresponding amount of friction. The valve mechanism'above described does away with the'usual cam shaft and other parts incident to the use thereof and the construction also results in a comparatively silent and smoothly operating engine.

I claim V v 1. An internal combustion engine including' a plurality of cylinders having combined intake and exhaustports, a shaft having a plurality of spaced ports adapted for registration with the combined intake and exhaust ports of said cylinders, said shaft being provided with a plurality of grooves having spiral bottom walls thereby forming a plurality of caries, having lobes provided with radial shoulders, said shoulders being disposed obliquely with relation to'the axis of said shaft, plungers engaged with the spiral bottom walls of said grooves, igniting devices associated with said plungers, and means whereby said plungers may be moved together longitudinally of said shaft whereby the spark of said igniting device may be retarded or advanced to the desired extent. 2. An internal combustion engine including a plurality of cylinders having heads, an elongated cap arranged upon said cylinder heads, said cylinders being provided with combined intake and exhaust ports, a shaft arranged between said elongated cap and, said cylinder heads and provided with ports? adapted for registration with the ports of said cylinders as the shaft rotates, said shaft being provided with a plurality of grooves having spiral bottom walls and radial shoulders, a plurality of plungers engaging the spiral bottom walls of said grooves, said elongated cap being provided with spaced enlargements having elongated slots receiving said plungers, heads slidably mounted on said enlargements and connectedto said plungers, means for moving said heads longitudinally of the engine for adjusting said plungers with relation to the radial shoulders of said grooves, said radial shoulders being extended obliquely with relation to the axis of said shaft whereby the plungers may be positioned longitudinally of said shoulders, and an igniting device operated by said plungers. Y

3. In an internal combustion engine, the

combination of a cylinder, a combined valve and timer shaft extending at a right angle both an inlet and an exhaust port and adapt ed to register with a corresponding port in the cylinder, said shaft being further formed with a groove extending around the same and having a cam shaped floor, a make and break igniter connected to said cylinder, and igniter actuating means comprising a plunger having its inner end working against the cam faced floor of said groove, a rocker arm having a ball and socket connection with said plunger, a rocker arm having a ball and socket connection with the latter, and a push rod having a ball and socket connection at one end with said rocker arm and a corresponding connection at the other end with a movable element of said igniter.

In testimony whereof I aflix my si nature.

' EDWIN o. i IAY.

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