US1435777A - Valve mechanism for internal-combustion engines - Google Patents

Description

1. M. WILLIAMS, JR-

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED JUNE 17, 1919.

1&3537? Patented Nov, I M, 1922.

. 4 SHEETS3HEE] l- I Z2 Z1 4 a; 46 4; $50 47 Y m Qwvewtoz I v v J. M. WILLIAMS, In. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

' APPLICATION FILED JUNE I7, 1919.

Patented. Nov. 14, 1922.

4 SHEETS-SHEEI 2..

J. WILLIAMS, JR. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FIL ED JUNE 17, I919.

Patented Nov. M, 1922.

4 SHEETSSHEE'I 3.

I. M. WILLIAMS, JR. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES,

APPLICATION FILED JUNE I7, 1919.

1,485,??? 9 Patented; Nov. 14, 1922.

4 SHEETSSHEE1 4.

Patented Nov. M, eae.

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JOHN MAXWELL WILLIAMS, It,

OF GREENWICH, CONNECTICUT.

VALVE MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

- Application filed June 17,

To all whom it may concern:

Be it known that I, JOHN MAXWELL VVIL- LIAMS, J r., a citizen of the United States, residing at Greenwich, Fairfield County, Connecticut, have invented certain new and useful Improvements in Valve Mechanism for Internal-Combustion Engines, of which the followingis a specification.

My invention relates to a valve mechanism for use in connection with internal combustion engines, its object beingto provide such a mechanism that is simple in construction, is formed of few parts and these easily manufactured and assembled and in which it is not necessary to employ springs for holding the. valves in place. The valve device for each cylinder of the engine controls the admission of the fuel charges and the discharge ofthe exhaust gases, and comprises a piston and a sleeve, these being operated, as will be described, to efiect the desired communications and cut-oifs between the cylinder of the engine and its combustion chamber on the one hand, and the inlet and exhaust ports on the other. When the invention is applied to a multicylinder engine the parts of the several valves are so coupled together that those of them which move in synchronism may be driven from a single moving part of the engine. The sleeve elements of the several valves, which owing to their shape and construction are the parts of the valve most liable to the destructive action of heat and of exhaust gases when directly exposed thereto as when the gases exhaust through the center of a valve sleeve, are

so mounted as to be little exposed to the direct action of the exhaust gases. These and other objects and advantages ofthe invention will be pointed out as the apparatus is described.

In the accompanying drawings I have illustrated my invention as applied to a four-cylinder, four-cycle internal combustion engine, without, however, intending to limit the invention in its useful applications to an engine of this particular arrangement, for it will be apparent that my valve mechanism may be applied to an engine having but one cylinder, or to multicylinder engines having more or less than four cylinders' In such drawings Fig. 1 is a longitudinal central section of the engine.- Fig. 2 is a horizontal sectional view taken on the line II, II of Fig. 1. Fig. 3 is a longitudinal sectional view taken through the valve mecha- 1919. Serial No. 304,776.

nism and the head and upper part of one of the cylinders of the engine drawn on a larger scale than Figs. 1 and 2. Fig. 4 is a transverse sectional view taken on the line IV, IV of Fig. 3. Fig. 5 is a view illustrating the application of the invention to a six-cylinder engine. Fig. 6 is a view, partly n section and partly in elevation, further lllustrating the arrangement shown in Fig. 5. The last two views are largely diagrammat1c in character. Fig. 7 is a transverse sectional view on the line VII-VII of Fig. 2. Fig. 7 is a vertical section through the head of a single engine cylinder illustrating an embodiment of my invention different from that shown, in the other views. Fig. 8

is a side view of*the adjusting means illustrated in Fig. 7

Referring to the drawings 3, 3 designate the water- ,cooled cylinders which are arranged in line with each other as is usual, belng'fo'rmed en bloc, or individually, as may be desired. The pistons 41; work in the cylinders and are connected by rods 5 with the crank shaft 6 of the en ine, which is housed within the crank case To designate the different cylinders of the engine they are numbered I, II, III, IV, be ginning at the right, these numbers being placed within circles upon the drawings, but in this specification identification is by the said numbers only.

Each cylinder has a removable head, which may be individual, 'or integral with the heads of the other cylinders, and in which is located the combustion chamber 8 where the fuel charges are fired by means of a spark plug 9. 10 indicates the inlet port and. 11 the exhaust port, the pipes leading away from such ports being not shown in the drawings since they form no essential'part of the present invention. The cylinder head is formed with a stationary sleeve 12, preferably integral therewith; and in a multiple cylinder engine these slevees are preferably in line with each other. Through each sleeve is formed a port 15,- or an annular series of such ports.

Working in each cylinder 12 is a piston 13, the inner end of which, that is the end toward the combustion chamber 8 and constituting in effect part of the wall of such chamber, is arranged to be flush with or to conform approximately to the inner peripheral contour of the wall of the combustion chamber when the piston is at the and channel 10 ment that the charge is ignited and until the piston 1 of the engine has begun its work ing stroke, that is at the time when the pres sure within the cylinder and combustion chamber is the greatest, a feature that is of decided advantage in the. operation of the engine. Surrounding the stationary sleeve, and separating it from the inlet and exhaust ports 10, 11, and the annular channels 10. 11 communicating respectively with said ports, is a cylindrical space in which is mounted a movable valve sleeve 14, through which are formed a series of ports 16 corresponding to and adapted to register with the ports 15 through the stationary sleeve 12. The valve sleeve 14 is so formed that when at and approaching its inner limit of movement the ports 16 constitute communicating passages between the intake port 10 and the ports 15 in the stationary sleeve, and when at and approaching its opposite limit of movement it uncovers the exhaust port 11 and channel 11 putting these in direct communication with the ports 15. When the valve piston 13 is at and approaching its inner limit of movement it covers and hence closes the ports 15 in the stationary sleeve and when at and approaching its opposite limits of movement it uncovers these ports. These movements of the valve pistons and sleeves are clearly illustrated in Figs. 1 and 2. -The valve piston 13 is provided with suitable packing rings to have gas-tight contact with the stationary sleeve and preferably one of the rings 17 is so located and is suh'iciently wide to entirely cover the ports 15 when the piston is at .its inner limit of movement as represented at cylinder IV, Figs. 1 and 2. The positions of the valve parts during a cycle in the movements of the engine piston 4: will now be stated. At the beginning of the suction movement of the piston, as represented at cylinder I the valve piston occupies it's outermost position, fully uncovering the por ts 15, while the valve sleeve 14 is begin-' ning its Inward movement and just commencing to put the intake passages into communication with the combustion chamber through ports 15 in order that the fuel charge may be delivered to the combustion chamber and engine cylinder. The end of the suction stroke is represented at cylinder III. The valve sleeve is now putting' the engine cylinder into full and open communication with the intake, but is about ready to begin lts reverse, that is outer movement.

- exposed to the hot gases of 13 of cylinders I and IV At the same time the valve piston is rapidly moving inward and is covering the ports 15 which are closed during the compression stroke, the end of which is represented at cylinder IV. The fuel charge is now fired and the working stroke of the engine piston takes place moving to the position represented at cylinder II, the valve piston meantime maintaining the ports 15 closed. As the engine piston reaches its outward limit of movement the valve piston begins to uncover the ports 15 and since it is now moving at its most rapid rate quickly puts them into full communication with the combustion chamber, permitting the exhaust to take place. During the working stroke of the piston the valve sleeve 14 has moved to uncover the ports 15 and the exhaust, so that during the exhaust stroke of the piston there is free communicationbetween the engine cylinder and combustion chamber, and the exhaust ports, through the ports 15 in the stationary sleeve, and past the end of the valve sleeve. At the moment the exhaust stroke of the engine piston is completed and its suction stroke begins the parts are again in the positions indicated at cylinder I and the cycle of movements just described is repeated.

It will be seen that the valve sleeve 14: is combustion only at its end and as such gases are being dischargedv and hence, since they are expanding, when they are materially reduced in temperature. The sleeve isotherwise protected from the direct action of these hot gases by the valve piston 13 and the sta tionary sleeve 12. This arrangement makes it easy to keep the valve sleeve cool since it is in direct engagement with the water cooled parts of the engine and also is cooled by the passage of the fuel charges through its ports 16. The valve pistons 13, by reason of their shape and size, are not so subject to the deteriorating effects of high heat as are the sleeves 14, but their temperatures are kept reasonably low by reason of their outer ends being subject to the action of the external air as represented in Fig. 1.

In order to operate the parts of the valves I have devised the mechanism that I will now describe.

18 represents a shaft connected with crank shaft 6 through gearing 19 that drives it at one-half crank shaft speed, and since this shaft will ordinarily be disposed vertically just been named. Pitmen 23, 24 and 25 are connected respectively with the wrist pins of the said-cranks. The valve pistons united so as to be operated in synchronism of the engine areby a rod 26, or a pair of such rods, which is the preferable arrangement as shown in Fig. 2, these rods bein connected with the pistons by yokes 27. he rods are parallel and on opposite sides of the engine. The pitman 25 is represented as being connected, y a pin 28, directly with the valve piston 13 of cylinder I and hence this valve piston and that of cylinder IV receive their movements from the crank 22 of the vertical Shaft 18.

Another pair of parallel rods 29 are united by yokes or cross bars 30 with the valve pistons 13 of cylinders II and III and also with the movable sleeves 14 of the cylinders I and IV by yokes 31. The valve sleeve 14 of cylinder I is represented as being connected, by a pin 32, directly with the pitman 24, and hence it is that the series of valve parts just mentioned, to wit the valve pistons of cylinders II and III and the movable valve sleeves of pistons I and IV, are synchronously operated by the crank 21 of the vertical shaft. The movable valve sleeves 14 of the cylinders II and III are united by parallel rods 33 and yokes or cross bars 35.' A yoke 34 uniting the rods 33 at' their ends nearest the vertical shaft 18 has connection with the pitman 23, so that these valve sleeves receive their movements from the crank 20. The various moving parts of the valve apparatus are connected so as to have common movements as just described in order to simplify the apparatus and reduce the number of working parts and this is possible owing to the fact that in a multicylinder four-cycle engine at least two of the cylinders are always working with the difference of one-half cycle between them, and hence when the piston valve of one cylinder, number IV for instance, is at its inner limit of stroke sealing the combustion chamber at the moment the fuel charge is ignited, the piston valve of cylinder number I is at, its outer limit of stroke completely uncovering the ports 15. Now by arranging the valves just referred. to with reference to the combustion chambers 8 on opposite sides thereof the valve pistons may move together and in the same direction and yet be a half cycle of operation apart in their functions and this is the arrangement represented. This particular arrangement is of advantage because it makes it convenient to leave open to the atmosphere the two stationary sleeves 12 of the cylinders I and IV'so that the pistons 13 are subject to cooling by the atmosphere. The arrangement of valve parts is one which I prefer for a four-cycle four-cylinder engine, but is typical; as it is apparent from the disclosure that for a six or more cylinder engine other arrangements for connecting and driving the valve parts will be used to suit the movements of the engine pistons and valve parts of the respective cylinders. Thus in Figs. 5 and 6 I have shown an arrangement for a sixmove freely from inlet ports to the combus tion chamber and from the latter to the exhaust with very little change in direction.

In an arrangement such as shown it is not.

necessary to provide the moving valve sleeve 14 with packin rings since this sleeve is never subjected directly to the heat and pressure from the working cylinder of the engine. The moving parts of the valve device are few in number and small so that the weight of the parts moved is little, while the construction is such that they may be cheaply manufactured and easily assembled. A large port area and positive opening of the valves is secured regardless of engine speed, and these advantages are attained without use of springs.

In connection with the valve of cylinder- IV, Figs. 1 and 2, I have shown means for balancing the valve piston 13 and for also varying the size of the explosion chamber 8 in order that the degree of compression may be varied. These features are shown in connection only with the valve of cylinder IV to save the duplication of many of the parts in the making of the drawing; but it should be understood that these features, which are about to be described, are, when used at all, employed in connection with each cylinder.

36 is a piston movable in a cylinder 37. This piston is preferably of the size of valve piston 13 and is arranged opposite thereto, that is directly across the combustion chamber therefrom, and has the samecentral axis of movement as does the 'valve piston 13. It is connected with the valve piston so as to move therewith. 38 is a cross bar seated in the piston 36 and extending outward through the cylinder head to the opposite sides of the engine, where its opposite ends have engagement with the screw threaded parts 39 of rotatable shafts 42. The shafts 42 are seated in bearings 43, 43, secured fast to the rods 26 through which thevalve piston 13 is moved. While the shafts are free to rotate in their bearings they cannot move longitudinally therein and hence it follows that any longitudinal movements given to the valve piston 13 are likewise given to the piston 36 through the train of connecting parts that have been described. It is apparent that, since the pistons are opposite each other, equal pressures in opposite directions from the explosion chamber are transmitted through surfaces of equal area to the rods 26, and hence there will be no strains upon the crank 22 due to the varying pressures in the engine cylinder. This feature is of particular advantage in those engines Where the area of the end of the valve piston 13 is large.

I utilize the piston 36 also as a means by which the capacity of the firing chamber 8 may be varied in order that the degree of compression may be changed as circumstances dictate. It is well known that when an internal combustion motor is throttled it works on low compression due to the small volume of the explosive charge, and as an engine of this kind has less efliciency vvhen compression is low, and as many of such engines run most of the time throttled, it is of advantage to be able to vary the size of the explosion chamber to vary the compression as may be desired.

In the arrangement shown in F ig. Q the rotary shafts 42 carry gear pinions 40 secured fast thereto, and with thesemesh a gear wheel 41. By turning the gear wheel 41 the shafts 42 are rotated and, they, through their screw thread connections with the cross bar 38 operate to shift the piston 36 either toward or from the piston 13, thus diminishing or enlarging the capacity of the firing chamber 8. The shaft on which the wheel 41 is mounted is provided with an end adapted to receive a crank 43 or other means by which it maybe manually turned to effect the desired permanent adjustment of the piston 36 with reference to piston 13. In order to secure an automatic adjustment or variation of the capacity of the explosion chamber, reducing its size when the engine is throttled and enlarging it when full fuel charges are being delivered, I provide the wheel 41 with a crank 44 to which is connected a pitman 45, having pivotal connection with a lever 46, that in turn is connected with a rod 47 from the manually? controlled throttle ofthe engine. -Through the train of mechanism described the piston will be moved whenever the engine throttle is changed and thus the capacity of the explosion chamberLS automatically varied to suit the volume of the fuel charge.

The latter result may be obtained by other means than those shown, for instance by the mechanism illustrated in Figs. 7 and 8, where a typical arrangement for use in a single cylinder engine is shown. In this view the same reference numerals as are used in the other views are applied to designate corresponding parts with the addition thereto of exponents. In this view the shaft 18 has fixed to it a crank 21 the pin of which is radially adjustable in order that the throw of the crank may be increased or diminished at will. This orank' is represented as being connected directly with the valve piston 13' through a pitman 25. A collar 43" is keyed to the shaft 18, but free to move longitudinally thereon under .the influence'of a manually controlled lever 45. The collar is connected with the crank pin 21 b toggle link 44. The crank pin is mova 1c in a radial slot 46 formed in a disk or wheel 48 on the shaft 18. By moving the free end of the lever) 45 to the left as represented in Fig. 8 the collar 43 is slid upon the shaft 18 toward the disk 48, and

thus by reason of the toggle connection bemoment the fuel charge is ignited. It will be understood that after adjustment of the valve piston as just described it is reciprocated by the rotation of the shaft 18 and the parts of the valve function as do the corresponding parts of the valve shown in the other views. The adjustment of the valve piston 13 to effect a change in the capacity of the combustion chamber does not practically affect the timing of the valve, as the time at which the piston uncovers the intake and exhaust ports, 15 and 15 affected by the stroke length.

The means for working the valve sleeve 14 in the arrangement of Figs. 7 and S are not shown since this view, as has been stated, is largely typical, no attempt. being made to is but little represent all the details of the valve apparatus.

I claim: 1. In a multiple cylinder internal combustion engine 'in which the cylinders are in line with each other side by side, heads for the -engine-cylinders each having inlet and exhaust connections, "and stationary sleeves in line with each other and parallel with the engine shaft, said stationary sleeves communicating interiorly with their respective engine cylinders and they being perforated to permit passage of the inlet and exhaust vapors and gases, a valve piston movable in each stationary sleeve arranged to cover and uncover the openingstherethrough, a movable valve sleeve outside each stationary sleeve arranged to control the inlet and exhaust for its particular engine cylinder, 3.

single operating shaft at the end of the line of cylinders and connections between such shaft and the several valve elements by which they are operated according to the working cycle of the engine.

2. A valve arrangement such as described in claim 1 in which those valve elements that move in synchronism are coupled together and have a common connection with the operating shaft,

3. In a four-cylinder four-cycle internal combustion engine in which the cylinders are in line with each other side by side,a series of stationary sleeves, one for each cylinder,

opening thereto, and axially in line with each other, these sleeves having through driving connections between the said shaft them openings and. bein surrounded by spaces, valve pistons, one in each stationarysleeve arranged to coverand uncover the openings-through the sleeve as the pistons are moved, movable valve sleeves, one for each cylinder, located in the spaces surrounding the stationary sleeves arranged to control and direct the inlet to and the exhaust from the cylinders, means for coupling together in groups those valve el'e ments, meaning pistons and sleeves, that .are moved in synchronism and in the same direction, a shaft at the end of the engine driven at one-half crank shaft speed and cylinder, of a stationary sleeve open to the engine cylinder and perforated to permit the passage of vapors and gases to and from the engine cylinder, apiston operating in the said sleeve to control the perforation therein and co-operating with the said valve devices, another piston arranged directly opposite to the valve piston and means for connecting the pistons together and operating them so they will movein the same direction whereby the valve is balanced.

5. In a valvearrangement such as described in claim 4 means for adjusting the said opposite pistons toward and from each other whereby the capacity of the combustion chamber of the engine may be varied in order to change the degree of compression therein.

' I JOHN MAXWELL WILLIAMS. JR-

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