US1467747A - Valve mechanism for internal-combustion engines - Google Patents

Description

Sept; 11,1923. I fififixwfi R. E. ANDERSON ET AL v VALVE macmmrsm FOR INTERNAL coma us'rxon ENGINES Filed March a. 1922 4 Sheets-Sheet 1 &

w 7 I a 1. chard E. E 5 BR scar @.-arsun Sept. 11, 1923. r I llfifilwl? R. E- ANDERSON ET AL VALVE MECHANISM FOR INTERNAL COMBUSTION EMGINES Filed 7 March 8, 1922 4 Sheet-Sheet 2 sew. H, 1923. 11,467.74?

R. E. ANDERSON ET AL VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES m March a, 1922 4 Sheets Sheet 5 Richard E. Arufler'sun Elscar ELLEISDIL Sept; H, R. E. ANDERSON ET VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed March a. 1922 4 Sheets-Sheet 4 Patented Sept. 11, 1923.

RICHARD E. ANDERSON, OF PORTLAND, AND OSCAR G. LARSON, SILVERTON, ORE- GON, ASSIGNORS, BY DIRECT AND MESNE ASSIGNMENTS, TO A. & L. MOTOR- COR IPORATION, OF ALBANY, OREGON, A CORPORATION OF OREGON.

VALVE MECHANISM FOR INTERNAL-COMBUSTION Enemies.

Application filed March 8, 1922. Serial No. 542,637.

T 0 all "U771 0 m t may con cern Be it known that we, RI HARD E. ANDER- SON and OsoAn Gr. LARSON, citizens of the United States, residing at Portland and Silverton, respectively, in the counties of lvlultnomah and Marion, respectively, and State of Oregon, have invented certain new and useful Improvements in Valve Mechanisms for Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings. I

This invention relates to the valves of internal combustion engines, and particularly to valve in the head motors or engines.

The general object of this invention is to provide an improved valve or valve actuating mechanism for internal combustion engines which will do away with the necessity of using springs, increase the valve opening, reduce the-necessity of valve grinding, resetting, etc, and secure a faster action and operation of the valve.

A further object is to provide a cylinder head adapted to be disposed in place of the heads ordinarily found on certain classes of internal combustion engines, and so form the head as to provide it with the valves of our.

improved construction so that this head with the valves may be substituted for the ordinary head and valves found therewith.

Still another object is to provide a construction of this character comprising an in ternal and an external head, both of these heads being provided with port openings, the heads being so mounted that by suitable mechanism one port opening of one valve may be turned into coincidence with the ex haust port opening of the other valve. and that at another period in the engine operation the inlet port opening of the exterior valve may be turned into coincidence with the inlet port opening of the interior valve, and that on the compression and working strokes the port openings may be turned entirely out of coincidence with each other so as to close exit from and entrance to the cylinder through the port opening.

Another object is to provide improved means for operatingthese valves and comprising a cam shaft mounted upon the head of the engine block andcontinuously rotated in one direction by the crank shaft of the engine, this cam shaft carrying a plurality of cams which, through suitable mechanism, oscillate the several pairs of valves. y

A further object'is to secure the oscillation of the valves by means of a cross head sliding in guides and connected by links to the arms of the pair of valves, the cam being provided with a peripheral cam rib operatively engaging said sliding cross head to thereby shift the valves. Other objects have to do with the details of construction and arrangement of parts as will appear more fully hereinafter.

Our invention is illustrated in the accom panying drawings, wherein Figure I is a. longitudinal vertical section of the upper portion of an engine block showing the valve mechanism therefor, the

cams being in elevation;

Figure 21s atop plan view of the construction illustrated in Figure 1;

Figure 3 is a longitudinal section on the line 38 of Figure 1; p

Figure 4f is a section on the line 44 01 Figure 1, one of the valves 15 and one of the valves 17 being in elevation;

Figure 5 is a fragmentary end elevation of the engine block, the shaft 31' being in sec tion;

Figure 6 is a perspective view of the valve 17;

Figure 7 is a perspective view of the valve 15;

Figure 8 is a projection of the cam track 35;

Figure 9 is a fragmentary top plan view of one of the valve operating mechanisms.

Referring to these drawings. 10 designates vthe engine block of any ordinary internal combustion engine. Above each cylinder 11 the head is formed to provide a circular chamber 12 for the reception of a bushing 1.3. This chamber is smaller than the cylinder 11 and the upper wall 1a of the cylinder 11, therefore. extends beneath the margin of the opening 12. Disposed within the bushing 13 is a cylindrical exterior valve 15 which is cup-shaped or open at its lower end and which is provided with a tubular stem 16. I

Disposed within the cylindrical valve 15 is a cup-shaped or cylindrical valve 17 which is also open at; its lower end. The lower edges of these valves 15 and 17 rest uponthe head 14 of the cylinder. The valve 17 is provided with an upwardly extending stem 18 Which is concentric to and disposed within the tubular stem 16 and projects beyond this tubular stem .16. The recess12 or socket is closed by a head or cap 19 which is held in place by means of the bolts 20, this cap being approximately rectangular in plan view. Y

The valves 15 and 17 are illustrated in Figures 6 and 7. The valve 17 is formed withports 21 and 22, (see Figure 3) the port 21 constituting the intake port and the valve 22 the outlet port or exhaust port, these ports being disposed at about an angle of 120 with relation to each other. The valve 15 is also provided with an intake port 23 and an exhaust port 24, these portsbeing disposed at an angle of approximately 120 with relation to each other. The chamber 12 is formed with the oppositely disposed intake and exhaust ports 25 and 26 respectively. It will'be noted from Figures 1 and 3 that the valves are 30 arranged that upon a suction stroke of the engine the intake p0rts 21 and 23 are in register with the in take port 25 of the cylinder and that upon the exhaust stroke the ports 22, 24 and 26 are in alignment, and that upon the compression and firing strokes of the engine the several ports are out of alignment, and par ticularly that the ports 21 and 22 of valve 17 are entirely out of alignment with the ports 23 and 24 of the valve 15.

'In order. that this result may be accomplished, the valves 17 and 15 must be oscillated in opposite directions and held in their oscillated positions. To this end, we mount above the engine head 10 the longitudinally extending cam shaft 27. This is driven by any suitable driving means, as for instance a sprocket wheel 28 mounted upon the cam shaft and driven by means of sprocket chain 29, in turn gearing with a pulley 30 or sprocket wheel mounted upon the cam shaft 31 of the engine. This shaft 27 is supported at suitable intervals in upwardly extending brackets 32 of any suitable con struction and having bearings within which the cam shaft operates. Mounted upon this camshaft are a plurality of cams, each cam comprisinga wheel-like member 33 having a rim 34, thcperiphery of this rim being provided with a cam rib 35. This cam rib i irregularly sinusoidal with relation to a line a coincident with the middle plane of the rim 34 and the cam track is shown pro jccted in Figure 8. I

Disposed below each cam 33 and above the water space 36 which intervenes between the valve chambers 12, and which water space is connected to the usual water circulating system of the engine, is a cross head. guide comprising a plate 37 having apertures whereby it may be attached to the cylinder head by means of screws, whose heads are counter-sunk and have upwardly extending side walls provided with screw holes. Strips 38 are applied to the upwardly extending side walls of the cross head guide and held in place by means of screws 39, these strips overhanging the. central chan nel 40.

Disposed in this central guide channel 40 is a reciprocating cross head 41 having a central bore through which is disposed the lower end of a shouldered pin 42, the upper end of which carries a head 43, this head, as illustrated in Figure 9, being formed with a diametrically extending notch or recess 44, the opposite walls of which are convexly curved with relation to each other. The cam rib '35 fits between these walls 44, and as the cam revolves the sinuous cam rib will cause the cross head 41 to shift longitudi nally in the cross head guide 37.

Attached to the squared upper end of the stem'flS of valve 17 is an arm 45, and attached to the upper end of the tubular stem 16 is an arm 46, these arms actuating the separate valve cylinders. nected to the pin 42 above the cross head 41 and below the head 43 are links 47, which in turn are pivotally connected to the outer ends of the arms 45 and 46. It will thus be obvious that as the'cross head is reciprocated in one direction or the other that the arms 45 and 46 will be shifted from a position in alignment with each other to a position at an angle to each other and extending toward one end of the engine or into an angular position with relation to each other and extending toward the opposite end of the engine. Three positions of these arms are illustrated in Figure 2 and three positions of the several cams are illustrated in Fig. 1.

The cam track 35 is illustrated as a rib, has one-half of its length in approximate coincidence wit-h the median line a, of the wheel 34 (Figure 8). Onequarter of this cam track bows toward the right, the other quarter bows toward the left. It follows, therefore, that as the cam revolves that for one-half the revolution of the cam the valves will be held in closed position and that this covers the period of the compression stroke and of the firing stroke. During the next succeeding quarter of the rotation of the cam, the exhaust ports will be open and in communication with the inte rior of the cylinder, and during the next succeeding quarter of the travel of the cam the valves will be shifted to a position so that the intake ports are in coincidence with each other and with the intake port of the cylinder. Of course, it will be obvious that each cylinder will be timed differently from any other cylinder so thatwhile one cylinder is firing, another cylinder is exhausting, another cylinder is taking in a charge, and

Pivotally conin another cylinder the charge is being compressed. The exact timing of each pair of valves will, therefore, be controlled by adjusting the appropriate cam with relation to the cam shaft.

Preferably the cam wheels 34 are locked in place upon the cam shaft by means of keys so that there is no necessity of adjustment, but it is obvious that the mechanism may be constructed so as to secure adjustment of the several cams. The timing of the engine is to be the same as any accepted type of four-cycle combustion engine. The: double action of the cam opens and closes the ports on opposite sides of the valves. Opening of the valves for the intake stroke follows the opening of the valves for the exhaust stroke, and the valves stand at rest or closed with relation to each other over the next two strokes, that is the compression and power strokes. The right hand convexity of the cam rib causes the valves to shift to their exhaust position and the left hand curvature or convexity of the rib causes the valves to swing to the intakeposition. The cams may be placed on the cam shaft, of course, in relation to any desired firing order of the cylinder.

Preferably the cam shaft carries a ball race or any efficient thrust bearing at each end to allow for the thrust from the cams. The gland 19 is forced down on the rim of bushing 13 so as to leave a working fit between the gland and the top of the valve 15. This also provides means to take up wear on the valve bottom and top by removing the gland and bushing and dressing the necessary amount from the top of the bushing. The cylinder head is placed over the engine, as in general practice, but preferably sothat the axes of the valves 15 and 17 are coincident with the vertical axis of theeviinder. The cam shaft may be driven ,by either a silent sprocket chain or by miter or bevel gears or any other suitable means provided a reduction of two to one is secured, that is that the cam shaft 27 shall rotate at half the crank shaft speed, and it is obvious that the cam shaft can be driven either from the front or the rear of the engine. Preferably the earns, the slide or cross head, the links. and the arms l5 and 46 are disposed within a housing and run in a bath of oil. The valves are to be lubricated by oil holes extending through the gland and the outer valve. The cylinder head will be bolted on the engine block in the same man-- ner as any other head is bolted.

It will be. seen that the valve for each cylinder comprises two sleeves of cylindrical shape, and operating within each other. Both of. these cylinders are closed at theirupper ends and the inner sleeve, it will be seen, provides a combustion chamber within each valve, and when the sleeves are firstused and are thoroughly clean there is a slight leakage in all probability, but when the engine has been running for about twenty minutes small particles of carbon will collect and will help to seat the valves perfectly. In other words. carbon formation seams the port edges and valve bottoms to prevent leakage.

It is to be understood that engines may 'end, the axis of the port opening being approximately coincident with the axis of the cylinder, the cylinder being formed to provide a cylindrical chamber above the head of the cylinder concentric to the axis of the port opening, said chamber having an in let port and an exhaust port, a pair of concentric sleeves disposed in said chamber axially concentric to the axis of said port, eachs'leeve having a pair of port openings, and crank shaft operated means for oscillating said sleeves to bring their port openings into or out of register with the port openings in the chamber.

2. In an internal combustion engine, a cylinder having a port opening in its upper end and formed to provide a cylindrical chamber concentric to the axis of said port opening and having an inlet port and an exhaust port, a pair of concentric sleeves disposed in said chamber, each sleeve having a pair of port openings, a cam shaft mounted above the cylinder and having a cam thereon, and cam operated means for shifting the sleeves coincidentally in opposite directions to bring their port openings into or out of coincidence with each other and with the port opening of the chamber.

3. In an internal combustion engine, a cylinder. a chamber formed above the inner end of the chamber, concentric hollow sleeves closed at their upper ends, the inner cylinder opening at its inner end into the interior of the cylinder, said sleeves being formed with concentric stems. each of said sleeves having an inlet port and an exhaust port, and the chamber being formed with diametrically disposed inlet and exhaust ports, andengine operated means for oscillating said sleeves to bring their ports into or out of coincidence with each other and into or out of coincidence with the ports of the chamber.

4. In an internal combustion engine, a cylinder, a chamber formed above the inner end of the chamber, concentric hollow sleeves closed at their upper ends, the inner cylinder opening at its inner end into the interior of the cylinder, said sleeves beingtormed with concentric stems, each 01 said sleeves having an inlet port and an exhaust port, and the chamber being formed with diametrically disposed inlet and exhaust ports, the stems of said valves extending beyond the chamber and one of said stems being longer than the other, an arm mounted upon each stem, an engine driven cam mounted above the cylinder, and means operatively engaging the cam and the arms for giving an oscillating movement to said arms to carry the ports of the sleeves into or out oi coincidence with each other and into or out of coincidence with the ports of the chamber.

5. In an internal combustion engine, a cylinder, a chamber it'orn'ied above the inner end of the chamber, sleeves closed at their upper ends, the inner cylinder opening at its inner end. into the interior of the cylinder, said sleeves being termed with concentric stems, each ot said sleeves having an inlet port and an exhaust port, and the chamber being formed with diametrically disposed inlet and exhaust ports, the stems of said valves extending beyond the chamber and one of said .steins being longer than the other, an arm mounted upon each stem, an engine driven cam niounted above the cylinder, a longitudinally movable slide mounted upon the cylinder head, and links connecting said slide with. the extremities oi the arms, said cam opera on the slide to cause its reciprocation and the oscillation of said arms.

6. An internal combustion engine including a cylinder having a port opening in its upper end and a chamber above said port opening, an inner cylindrical sleeve closed at its upper end and opening to said port opening at its lower end, an outer concentric sleeve, the chamber being provided with oppositely disposed intake and exhaust openings and each sleeve being provided with an intake and an exhaust opening, the sleeve being also provided with concentric stems, an arm mounted on each stem, a slide carried upon the engine block and shiftable toward. or from the stems, links pivotally connecting said slide to the arms, the slide having a head and an engine driven cam mounted above the head, the periphery of the cam being provided with a cam track with which the head engages whereby to cause a reciprocation of the slide and an oscillation. of the sleeves in opposite directions to bring their ports into or out of coincidence with each other and with the ports in the chamber.

7 In an engine, a cylinder having a port opening in its upper end and a cylindrical concentric hollow,

chan'iber termed above the cylinder and larger in dian'ieter than the port opening, a bushing disposed within the cylinder, concentric hollow cylindrical sleeves disposed within the bushing, the inner sleeve having an internal diameter approximately equal to the diameter of the port opening into the cylinder, both of said sleeves being closed at their upper ends and being provided with concentric stems, the chamber being formed with diametrically disposed exhaust and inlet ports and with an inlet and exhaust port, a gland clos ing the upper end of the chamber and normally resting upon the upper end of the lmshing, means for adjusting the gland against the bushing, and engine operated means for oscillating said sleeves to bring their ports into or out of coincidence with each other and into or out of coincidence with the ports of the chamber.

8. in an engine of the characterdescribed, a cylinder having an axially disposed port at its upper end and achamber formed above said port, the chamber being cylindrical and concentric to the axis of the cylinder, a bushing disposed within the chamber, concentric cylindrical hollow sleeves disposed within the bushing and resting at their lower ends upon the upper end of the cylinder, the irdernal diameter ot' the inner valve being approinmately equal to the diameter of the opening in the upper end of the cylinder, said sleeves having concentric stems, a gland surrounding the stems and closing the upper end or the clntmber, a cam shaft mounted above the cylinder, a cam carried thereby, and means operated by the cam for oscillating the sleeves in opposite directions to bring their ports into or out o'l coincidence with each other and the ports or the chamher.

9. in an internal combustion engine, a cylinder, rotary sleeve valves controlling the admission to or exhaust from the cylinder, said valves being concentric and having concentric stems, an arm mounted on each stem and extending in opposite directions, cross head guide mounted upon the head of the cylinder, a cross head sliding in. said guide toward or from the stems of the valvesleeves and having a head. links pivotally connected to the head and to the ends oi? said arms, and a cam disposed in a vertical plane and operated by the engine, the cam having a sinuous cam track with which the head of the cross head engages.

l0. In an internal combustion engine, a cylinder, rotary sleeve valves controlling the admission to or exhaust from the cylinder, said valves being concentric and having concentric stems, an arm mounted on each stem and extent ing in opposite directions, a cross head guide mounted upon the head'of the cylinder, a cross head sliding in said guide the sleeves being each r'ormed toward or from the stems of the valve sleeves and having a head, links pivotally connected to the head and to the ends of said arms, and a cam disposed in a vertical plane and oper ated by the engine, the cam having a sinuous cam track with which the head of the cross head engages the cam track for a portion of its length being disposed in a single plane for the entire portion of its length and being outwardly bowed toward one side of the cam and for another portion of its length being oppositely bowed.

11. An internal combustion engine having a plurality of cylinders, each cylinder having a port opening in itsupper end, the cylinder head having chambers formed in it concentric to the axis of each cylinder, a pair of hollow valve sleeves disposed in each chamber and concentric to the axis of the cylinder and having concentric stems, the chamher being formed with inlet and exhaust openings and the valve sleeves being each formed with an inlet and exhaust opening, a gland closing the upper end of each chamber and surrounding the stems, a longitudinally extending cam shaft mounted upon the engine head and carrying a plurality of cams, one for each cylinder, means actuated by the cams for oscillating the valve sleeves of each pair in opposite directions to bring their ports into or out of coincidence with each other and the ports of said chamber, and means for driving the cams from the cam shaft of the engine.

12. In an internal combustion engine, an engine block having a series of cylinders,

each having a port opening at its upper end, a cylinder head adapted to extend over the entire engine block, each head being formed with a cylindrical chamber disposed immediately above the port opening of its corresponding cylinder and larger than said port opening, a bushing disposed in each chamber, hollow, cylindrical, concentric valve sleeves disposed within each bushing, the inner valve sleeve opening into the corresponding cylinder port, each of said valve sleeves being provided with concentric stems, each valve sleeve having an inlet port and an exhaust port and the chamber being formed with inlet and exhaust ports, glands closing the upper ends of the chambers and surrounding the valve stems, a plurality of cross head guides mounted upon the head, one for each cylinder, a cross head slidable in each guide and having an upwardly extending pin formed with a head, arms on the stems of each pair of sleeves, links connecting the ends of each pair of arms with the cone sponding pin on the cross head, a cam shaft extending longitudinally of the engine head, a plurality of cams mounted upon the cam shaft and having peripheral cam tracks engaging the heads of the pins on the several cross heads, and means whereby the cam shaft may be actuated by the crank shaft of the engine.

In testimony whereof we hereunto aflix our signatures.

RICHARD E. ANDERSON. OSCAR Gr. LARSON.

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