US1596069A - Internal-combustion motor - Google Patents

Description

Aug.- 17, 1926. 1,596,069

F. c. sKlLEs INTERNAL COMBUSTION MOTOR F1166 March 19,l 1921 2 sheets-sheet 1 'B' www@ A TTHNEYS Aug. 17 1926.

F.C.SKHES INTERNAL COMBUSTI ON MOTOR 19, 1921 2 Sheets-Sheet 2 B'mr..

A TTRNEYS in the Combinations,

Patented Aug. 17, 1926.

UNITED STATES PATENT OFFICE.

FRANK c. sxILEs, or cHIcAGo, ILLINOIS.

IN TEBNAL-COMBUSTION MOTOR. t

Application yinea umh 1a, 1921. semi 1ro. 45am My invention relates to improvements in internal combustion engines, and it consists constructions, and arrangementsherein described and claimed.

An object of my invention is to provide an internal combustion engine which makes use of a single rotary intake valve for all of the cylinders, and which makes use ofcl rotary exhaust valve for all of the cylinders, these valves having a partition therein which assures a uniform feed and exhaust to the cylinders.

A further object of my invention is to provide a device of the type described which has a novel gear mechanism for operating the valves.

A further object of my invention is to provide a device'o'f the type described which is relatively simple in construction, durable, and elicient :for the purpose intended.

Other objects and advantages will appear in the following specification, and the novel features of the invention will be particularly pointed out in the appended claim.

My invention is illustrated in the accompanying drawings forming part of this application, in which- Figure 1 is a transverse section through the motor,

Figure 2 is a Side elevation of the device, portions thereof being shown in section,

Figure 3 is a detail view of a portion of "the valve gear mechanism,

Figure 4 is a diagrammatic view of the intake side of the engine, and Figure 5 is a side elevation ofone of the valves.

In carrying out my invention I provide an engine which consists of an engine block 1,-

a crank shaft 2, pistons" 3, and connecting 'rods 4. In the drawings I have shown the yengine as comprising' six cylinders. The cylinders 5 have a head 6 from which an intake passageway 7 and an exhaust passageway 8 lead. ln Figure 2 I have shown the six exhaust ports 8 to 13 inclusive, and in Figure 4 I'have shown six intake ports, 7, and 14 to 18 inclusive.

The engine block is provided with a semicylindrical valve seat 19 which is adapted to receive the intake valve 20. In like manner, the block 1 is provided with a semicylindrical valve 'seat 21 that is adapted to receive the exhaust valve 22. Caps 23 and 24 cover the exposed portions of the valves 2O and 22 respectively. The capsare secured to the engine block by any means, such as by bolts 25.

The mechanism for connecting the valves with the crank shaft is clearly shown in Figures 2 and 3. A vertical shaft 26 is connected to a crank shaft 27' by miter gears 28', the gears giving a one to one ratio between the shaft 26 and the crank shaft 27. A horizontal stub shaft 28 is rovided with helical gears 29 and 30, an with a large helical gear 31 that is 'in mesh with a helical gear 32 on the shaft 26. The gears 31 and 32 are of such size as to cause the shaft 28 to rotate through one revolution during each two revolutions of the shaft 26. The valves 20 and 22 are provided with helical gears 33 and 34 that are mounted upon integral pins 35 and 36 that are carried by valves. The ratio between the gears 29 and 34 and 30 and 33 is one to one.

The construction of the gearing mechanism permits the valves to be moved longitudinally and permits the shaft 26 to be moved vertically when necessary to take up wear. VIt will be noted that the shait 26 is mounted in a housing. The shaft is carried by a bushing. 37 that is threaded into a bore 38 to the desired distance, so as to Krause the mter gears 28 to mesh. A set screw 39 locks the bushing in place. The bushin carries a duplex ball bearing 40. A stu ing box 41 is provided above the ball bearing 40. It will be noted that the shaft 26 is also connected to a stub shaft 42 by means of helical gears 43. The shaft 42 operates a water pump and magneto (not shown).

A. radial thrust bearing 44 is mounted on each of the pins 35 and 36, and bears against a collar 45. The collars 45 limit the Inove-l ment of the valves 20 and 22 toward the front of the engine. ShimsI 46 are dispo ed between the caps 23 and 24 and the edge of theblock 1 so as to provide a novel means for taking up wear. The shims are very thin, and when any wear is desired to be taken up, one or more shims are removed, whereupon the cap will fitmore closely to the valve.

'From the forego' descri tion of the various parts of thbnlevice, t e operation thereof may be readily understood. vEach of the valves 20 and 22 is provided with six openings, these o nings' registering with the intake and ex.. .aast ports of the cy1n- -vvide as ders at the required moments. The rotary valve port openings are made of areas large enough to insure efiicient operation.. The exhaust Orts are larger than the intake ports. he exhaust ports may be made as 87 degrees, and a port connection between one of the exhaust orts of the valve and the exhaust port o the engine may persist over 200 degrees of the crank shaft motion. The firing order ofthe cylinders, counting from ront to rear, and representine the first by the number l, the second by the number 2, etc., is as follows: l, 5, 3, 6, 2, et. rl`he openings in .the valves and. the port openings in the cylinders are so as to have the communications oer-Ween 'the valves and the cylinders overlap. For example, the intake cylinder l closes just after the intake of the cylinder opens. The ports in the cylinders are as large as the diameters of the cylinders will permit. lhe openings in the valves are the same length, but the openings in the valves entend through a greater number of de rees 'than do the openings in the cylinder bock. rthe communication between the valve and the cylinder is full open during the greater part of the movement between the opened and closed position. rlhis permits great volume of gas to pass into the cylindex' in s relatively short time. Fur-then more, it provide a very quick shut orf at the proper moment. The engine is constructed so as to have a long gas intake for each cylinder, 'the intake being open from a pointI when the piston is at the top of its stroke to a point when the piston is just past the bottom of its stroke or lo7 dead center. 7The exhaust port-s are open from the time the piston is at a point just before bottom dead. center to a point when the piston is et the top of 'the stroke. rlhe cranks are disposed l2@ degrees apart, and the ports in the valves are disposed degrees apart,

since the valves rotate at one-half the speedl of the crank shaft. A

rThe partitions 'fl-i' are disposed 1n the centers of the valves, and divide thevalves into two compartments, three of the ports communicating with one of the compartments, and three of the ports communicating with the other compartment. ln addition Vto the six ports, each valve is provided with a plurality of openings 48 that are disposed on one side of the partition 47',

and plurality of openings 49 that are disposed on the other side of the partition 47. The openings ars such as to always place the two compartments of the valve in communication with the exhaust passagevvays 50 (see Figure 2)., or with the intake passage- 'ways 5l (see Figure el). Both the valves 23 and 22 are identical, with the exception that the ports in the valve 22 are slightly larger than the ports of the valve `2O, and

that the valve 22 is an exhaust valve. It Will be noted that the intake passa eways are cast in the engine block l and ranch from an opening 52. This construction warms the gas as it passes into the intake valve. The carburetor, (not shown) is placed in communication with the opening 52.

When the engine is started, the crank shaft 27 rotates the valves 20 and 22 toward each other by means of the shaft 26. The

gports in the intake valve register with the intake ports of the engine at the right time, the ports of the intake valve -being large enough to permit the intake ports of the engine to remain full open the greater part of the time the ports are open. In like manner, the ports in the exhaust valve remain full open and readily ermit the exhaust gas to flow from the cylinders into the passageways 50 and exhaust pipe 53.

Assume that the piston in the cylinder 1 is on its intake stroke. The gas from the carburetor, gnot shown) will flow through the branch o the intake passageway 5l that communicates with the compartment in the intake valve 2O that is in communication with the cylinder 1. As heretofore stated, the intake port 7 in the cylinder l is full open for the greater art of its` intake stroke, so as to permit all) of the gas that'is needed to pass from the valve into the cylinder. Just before the port in communica tion with the port 7 passes out of alignment with the port 7, the port in the other cornpartment of the intake valve which corn.- municates with the port 17 of the cylinder 5 will be in alignment With the port l?. f

it were not for the partition 47, all of the as in. the entire valve would tend to pass into the cylinder 5, es soon as there is communication between the cylinder 5 and. the valve. lt might also hap en that the suc tion in the cylinder 5 Wou d be vs'uflicient to draw a portion ozt the gas from the cylinder that had already entered from the cylinder l before the valve closed communication to the cylinder l. The partition prevents this. 'lihe gas flowing from the front art of the valve to the cylinder 5 would ave to o through the passageway 5l before it co d pass into the cylinder. This passageway is relatively long, and the port to the cylinder l would be closed before the gas would have time to take this course. ln like manner, the exhaust side of the en ine is provided with an exhaust valve, an has a partition therein (see Figure 2). This partition prevents the gases entering the valve at one end thereof and the gases entering the lvalve at the other end thereof from striking lll@ out of the cylinders is assured from the provision of the partitions 47 in both valves. The engine is provided with standard spark plugs 54, and with an ignition circuit, (not shown). The engine 1s also provided with a water jacket and with an oiling system. Since the novel type of valve and valve actuating mechanism forms the subject of this application, it is not necessary to describe or show the specific water cooling means and oiling means.

It will be noted from Fi ure 2 that the valves and 22 and the saft 26 may be moved so as to take up wear. In case wear occurs between the gears 28, the bushing 37 is rotated so as to lower the shaft 26 to the desired position, where it is again locked in place by means of the set screw 39. It

'will be noted that a downward movement of the shaft 26 will not interfere with the timing mechanism, since this downward movement merely moves the gear 32 with respect to the gear 31, but not a sullicient distance to cause the gear 32 to be moved out of 'engagement with the gear 31. The wear between the gears 2 8 is very slight and therefore a very slight downward movement of the shaft 26 is sufficient to take up this wear.

The valves 2O and 22 are so connected to the shaft 28 as to cause the valves to tend to move toward the gears 34 when they are rotated. The collars 45 receive the entire thrust of the valves and the valves will always bear against the collars even though they become slightly worn. When the valves are slightly worn they will cause 'the gears 33 and 34 to move slightly with respectto the gears 30 and 29. This however will not interfere with the timing mechanism of the engine.

In Figure 2 I have also shown how the moving parts between the valves andthe` crank shaft 27 are entirely enclosed by a housing. When the engine is in operation, the oil is fed to the valves by a force feed oil system (not shown) and the oil will flow from the valves through the bearin s 44, the gears 33 to 36 inclusive, then t e gears 31 and 32, down along the shaft 26, through the bearing 40, and then to gears 28. In this way all of the moving parts are kept bathed in oil.

I claim:-

In an internal combustion engine, a valve casing adapted to receive a cylindrical valve, a helical gear carried by said valve, a driving shaft extending at right angles to the longitudinal axis of said valve and said gear, a helical gear carried by said driving shaft and being in mesh with said first named gear, the teeth in said gears being inclined so as to cause said valve to move to ward said driving shaft, and a thrust bearin adapted to bear against the end of said va ve, said valve being adapted to moveY toward said thrust bearin as the end of said valve is worn, whereby t e wear upon said valve is automatically taken up during the operation of the device.

In witness whereof I have hereunto signed my name this 14th day of March,v i

FRANK C. SKILES..

Images