US1632517A - Internal-combustion engine - Google Patents

Description

June 14, 1927.

B. C. STICKNEY INTERNAL COMBUSTION ENGINE Filed Sept. 12. 1923 4 Sheets-Sheet l 4 sheets-Sheet 2 B. C. STICKNEY Filed Sept. 12, 1923 INTERNAL COMBUSTION ENGINE June 14, 1927.

j I A.

6 ngwqveNToR June 14. 1927. 3 17 B. c. STICKNEY INTERNAL COMBUSTION ENGINE A A File? Sept. 1923 4 Sheets-Sheet 3 mpagsslou v EXPLOSION Q xHAus Q June 14, 1927.

- 1,632,517 B c. STICKNEY INTERNAL comsusnon ENGINE Filled Sept. 12, 1923 4 Sheets-Sheet 4 FIGIQ- l5.

June 14, i

: fA piib-ae n fiIedSe ptember 1.2;1923: serial Niifccaws.

1 This inve ntion' relates to} rotary valve mechanism {for engines more particularly those ofthe internalfcombust on class. i

It is sought to produce an organization which minimizes f or avoids the obj cctions 1 which are, usually inherent inrotary valves,

{including the difficulty of triction, binding and seizing- 0fthe 'valve, which may befdue to the unsupported pressure at the compression and explosion strokes, or to -unequal heating and expansion of the, valve: and the I co-operating ported devices; or; other causes.

Another 1 feature -is the provision of'inn proved means [for it quickly opening and quickly fclo sing intakei and ezihaustports in combustion chamber an'dlvalvc chest, and to provide for amuch enlarged: capacity ofthe ture of shutter comprising complementary ports" as compared. those usualin rotary valve engines; I

The improved rotary valve s in the naoppositely-revolving ported shells or ele ments fitted one Within the other to form a composite shutter 1 or valve which surrounds "V and 'fitsr'thelcylindrical wall 'of a ported eX- 'plosion' chamber; said compositcshutter or ing or valve chest-j the chamber" and the chest ea'ch.provided With both intake and U exhaust ports; all controlledby the one composite' valve.

a The valve 1's pressure-balancedg :and for the purpose of securing such balance, the

intake and exhaustportsin theexplosion chamber are placedat diametrically opposite sides thereof, sothat the outer pressure of the "gasthrough one port. uponi-the valye is balanced j by similar opposite pressure through the opposite port; this result being secured in avalve} composed of oppositelyrevolving complementary nested shells, by placing thecxhaust andintakeport's both on one siderof each shell and makingone of the shells right and the other left; i h

has the characteris- The composite val tic of automatically expanding and contracting its intake and exhaust ports. The intake port in the explosion chamber is opened by the expansion of the composite intakewport in" the valve, ancl itis' closed by thecontrac tion of said composite intake port; andlthe.

exhaust port; inthe vexplosion chamber is thereupon opened by the I expansion 'ot-..'the

exhaust port infithe composite. valve, and" eventually closed by the" contraction of sai'd composite exhaust portin the valve:

e ms $TICKNEY1 F em/ smaelamne iaf ti on. chamber 1 ports,

v- "Ijhe expansion and contraction of the.:co1nposite Y valve ports are rapid. j Mo eover; the? explosionchamberports be "made off double the angular extent'usiial infrotary valve engines. All of the advantages "of ba'l I anced pressure, rapid openingfand closing i and extraordinary capacity L of the conihus simple organization.

are secured V by a single gether andjto the stationary ported memhere. -Since the Water flows betweenthe inner Walls of the explosion chamben and the:

composite valve, the latter is but little ex: posed to heat, and nits temperature may therefore be kept moderate by contact with the cooled alls ofthe explosion chambe and of the valve chest. The latter-is prefer Well beingformed between them'to co nsti tates.

ably integral with the chamber5 an annular in which the composite valve ro- I The detachable head et the engine {Om-j prises preferably a hollow or boX-likebase forming a Wateracket, which isin communication with the-Wateracket or jackets of the engine bloclgandv is also incominuni'cation through the hollow Walls-of tl'ie'ez iplo 'sion chambers wfvith thefradiator, thus" tend-J mg. to secure-uniformly low heat of the valves and associated partsfor the various engine cylinders. tionis the use o't a single casting for the detachable engine head, the row of, valve chestsgsthe. domes Within said chest forming H A feature ott he inven- 7 theexplosion chambersyand preferably also V the v nitake and exhaust manifolds between, i which the rowot valve chests extends, each valve chest opening into both manifolds on,

its opposite sides a f- Other features and advantages will here"- "inafter appear.

; 'In'the accompanying drawings; 1 7

Figure '1" is a sectional elevation of a; valve mechanism-for an internal coinbustionen gine embodyingl the present improvements f inone form;

Figure 2 is a diagrammatic cross-section or plan of the complementary members of the composite valve to illustrate the cycle of operations thereof. I

Figure 3 is a part-sectional longitudinal elevation of the improved detachable engine head with its appurtenances, and Figure 4 is a plan of the same with parts broken away.

Figure 5 is a sectional diagrammatic plan,

showing in the upper row of valve chests a section taken through the fixed intake ports, and showing in the lower row a section taken through the fixed exhaust ports of the same chests, the same valves and the same explosion chambers as in the upper row. The upper row shows the positions of the intake ports in the various complementary valve shells at the middle portions of the strokes of their respectivepistons; and the lower row is a similar showing regarding the exhaust ports in said complementary valve shells or members.

At Figures 6 to 9 are illustrated various positions of the complementary or interdependent inner and outer shells or members of the same valve, illustrating the expanding and contracting characteristics of the valve ports, and showing how the intake and exhaust ports in the explosion chamber are kept closed by the co-operation of the oppositely-revolving complementary members of the composite valve except during the intake and explosion strokes of the piston.

Figures 10 and 11 are diagrammatic sectional plans to show lag and lead of the valve at various points.

Figures 12 and 13 correspond with Fig ures 6 and 8, but illustrate the direction of each member of the valve as opposite from that shown in Figures 6 and 8.

Figure 14 is a perspective view of the inner shell or shutter forming one of the complementary or interdependent members of the composite valve, with one form of driving gear therefor, and Figure 15 shows a similar view of the outer shell forming the other member of said valve.

There is illustrated a conventional engine block containing a multiplicity of vertical cylinders 20 and comprising a water-jacket 21, each cylinder containing a piston (shown diagrammatically at 22 above its true position, which should be midwav of its exhaust stroke). Upon the cylinder block there may be attached, by means of bolts 23 for example, an improved engine head 24, preferably jacketed or containing a water space 25, the latter being a box-like structure and extending throughout the length of the engine head and communicating by numerous passages 26 with water spaces 27 in the engine block, so that the cooling water which is pumped into the engine block may flow up through the passages 26 into the engine head, and thence, in a manner presently described, back to the radiator.

Integral with the engine head 24: is a series of erect ported domes or enclosures forming combustion chambers 528, closed at their upper ends and opening at their lower ends into the respective cylinders 20, one combustion chamber (or gas conduit) for each cylinder. These fixed combustion chambers or devices may be of cylindrical or other suitable interior contour, and may serve to conduct the gases into and out of the engine cylinders, and even if of very small internal diameter (as compared with the engine cylinders) they may still have suflicient capacity for this purpose.

Fitted around each combustion chamber are oppositely rotating turret-like ported complementary valve portions in the form of nested shells 29, 30. Valve shell or portion 29 fits closely to the surface of the outer cylindrical member or dome 32 of the combustion chamber, and valve portion or shell 30 fits closely to the outer cylinddical surface of shell 29. Valve shell 30 also fits closely within a ported enclosure, housing, casing or chest 31, which may be of cylindrieal interior contour and of any suitable exterior form. Neither of these shells or portions by itself (as will presently he evident) serves as a complete valve, but both shells co-operate to open the explosion chamber, and also co-operate to close the same. At two stages the intake port of the explosion chamber is partly closed by one shell and partly closed by the other shell. This situation occurs at the beginning of the compression stroke and at the end of the explosion stroke. The oppositely rotating shells are therefore complementary one to the other to make a single complete rotary valve which is inserted. like av shutter between the ported wall of the explosion chamber and the ported wall of the valve chest. The complete valve therefore is in the nature of a pressure-balanced revolving shutter fitting between the fixed ported outer and inner walls of the chest. and having automatically expanding and contracting ports for rapidly opening and rapidly closing the double-size or capacious inner and outer fixed ports. Owing to such port expansion and contraction, each fixed port in chest and chamber is opened or closed at twice the angular speed of either valve shell. The complementary shells therefore fitdown in a ported annular well 40, which is formed in the general casting, Figures 1 and a.

The inner wall 28 of the explosion chamber mavrise directly from the floor plate 25 of the engine head, while the outer wall 32 may rise from the top plate 25 of the engine head, the spaces between said inner andi jonter walls, togetherwiththe space nseam bet-ween;the lower;plate, 25? of the hollow top of tl e; flame chamberand the, upper plate 34} thereof, forming'i a waterfl course, which opens into uptake; or discharge 35.

a, VIiiother==words,*the combustion chamber ,28"may"be formedwith a .waterejacket-25,

or, may be "double-walled and double 'topped,

forming the water spaces33, 33*, fall "of which are in open communication: with one another and with the main waterspace p in; the engine head; and from the :waterjacket, which includes the chest 31 With its top 3t, there may rise thecentral discharge Tpipe 3'5, attached-at its: top by a nipple 36 to a {main 37, i or disch'ang'ingv the heated water*fromtheqengme into the usual radiator; (not shown), Thus the water passing upfrom theengineblock may flow along the engine head," and. pass 1 up; through the hollowwalled combustion;chamberand es- T hence the extent: of relative expansion of the 1111161 and outer revolving shells, aswell as of the, enploslonchamber walls and the valve chest '31, being minimized or practi-' cally eliminated, sothat liability of binding or'jfriction of the nested; complementary valve, shells is reduced to l a negligible point.

.Gne of the advantagesvof the invention,

v of portsat the points where it joins into the "as to certain of its features, is that a-single .inexpens ve' and compact castingmay '1nclnde the double-walled combustion cham; here 29, 32,25", 34:,the valve chests or casings 31, andythe-hollow or box-likeengine head 25,v as? well as an intake manifold 38. and

anexhanst m'anifoldSS); the line of upstand-l ingvalve chests 31 extending between these top 5070f the outer valve shellBO, where-by manifolds, each ofwhichhas a multiplicity valve chests. The exhaust manifold may be spaced from the'engine head,to favor rzidla- 'tion of heat. -Althongh' .each combustion chamber is hollow w'alled and lienceof relativelylarg'e "eXterior-- diameter, Eitstill may accommodate valves oftrelativelyl small diameter, as compared wlththe engine cylinders, and thecomposite valves may turn in stationary bearings, and. may "befsimple,

light and inexpensive, and capable otbeing readily assembled and disassembled, and'the bearings as wellias' the "valve shells themselves may. beclosely and smoothly fitted; Alljof the inlet and exhaust ports, of which details are presently given, may be of relatively. lar 'e capacity, to -00, a, a I i I .Theinvention may be also practiced by reversing the flowlof water, that is, the main maycbe connected to receive water through: the pump '(not shown)v from the I give maximum efficiency to theehglne.

lower end offtheradiator; while the bottom heat or may: be connected to discharge into'the top.

water-may be downward fromthemainB'Z,

firstrthrough-fthe valve chests "and then throughlthe cylinderblockm By this method bftheiradiator, so that the how of cooled the heatofthe valve chest and composite siredi'h" closelywithin the other. Certain featniwes of the invention maybe practiced by using forms other than cylinders for the nested valve shells surrounding the "explosion valves maybe ,stillgfnrth-er 'reducedlif dei chamber within, the valve chest; but, where cylinders are employed, they may'comprise p disk-like tops 47 and eOi-ntegral resp-ectively with the valve shells These tops iay serve tosupport the shells-and prevent the lower, gas-tight edges thereof from wear ing away; and they may also aid in prevent:

1 The complementary V pfiair may be rotated iniopposlte dlf:

rections y means of any suitable gear train,

as, for example, by the use of a sprocket chainl, connected to the crank shatt (not shown) a of 'theengine and running over a sprocket wheel 42, which may revolve once to each revolutionof the crank shaft: '7 This sprocket wheel maybe placed'iipon adrivling shaftxl ,working in a bearing provided in an end of gearbox 62, and having a beveled pinion 4A. to mesh with a beveledgear 45, the

.nigfl-lealiage, and also serveto'connect the valve shellswlth bearmgliubs of relatively 7 small diameters; V V 9 valve shells each.

latter fixednpona vertical hollowhub 46 V rising "from thestop 47 of the inner vvalve 1 shell 29, and also meshing with a vbeveled gear veElfixed upon a hub 49 rising fromthe thecomplementary shells are revolvedinop a posit-e directions simultaneously atu niform angular speed. A; driving train of similar gearsel may connect all'of the hubs 46 of "tliefinner' valve shells; andga similar'train 52umayconnect allof the hubs 49 of the outerfvalve shells, so that all of the shells f may revolve constantly at uniform speed,

those in each assemblagelrevolvlng one, op-

thecrank'shaft, and it is also obvious that ifdesired the outer shells may all revolve in the one direction, while the, inner shells ma all revolve in the opposite; direction; r

The water vent which preferably sur; 1' 5 mounts-the explosion chamber-may serve (not 7 only; to-conduct the waterifro'm. the conrse' 7 between the: walls: of said chamber, lbut zmay also serve as a bearing: of. relatively small diameter vfor the hubi46 r of the. inner valve shell, and thus permit the use of a hub 49 of relatively small diameter for the outer valve shell; these hubs being adjacent to the gears, so that operating friction may be minimized. The invention, however, is not limited to timing gears at these points.

The inlet manifold 38 is ported at 53, and from these ports passages 54 lead into the combustion chambers 28. The exhaust manifold 39 is also ported at 55, and from these ports passages 56 lead into the combustion chambers.

The ports 54, 56 where they open into the explosion chamber or gas conduit 28 are il lustrated at lower levels than where they open into the manifolds, these passages being inclined outwardly and upwardly. This permits the vertical capacity of the explosion chamber to be reduced, while permitting the valves to set up above spark plugs 57, and also above the top of'the hollow engine head.

The spark plugs 57 may be of any suitable construction, and may, for example, be inserted in sockets 58 formed in the side of the engine head below the intake manifold, and opening into pockets 59, of which one is provided for each cylinder; the pockets opening into the explosion chambers 28 near their lower ends.

To close the tops of all the valve chests there may be arranged a cover plate 60, detachably secured by screws 61, this plate forming the bottom of a box 62, to contain the valve gearing. The box may have a re movable lid 63. a

The inner rotary complementary shell 29 in each valve may be pressurebalanced, that is to say, provision is made whereby outward gas-pressure produced thereon through ports 54 and 56 at both the compression and explosion strokes is sustained by said complementary shell in a manner to minimize or obviate the tendency of the shell to bind or grip because of such pressure of the gas.

To this end several steps are taken, one of which is to form the inlet and outlet ports or passages upon opposite sides of the gaschamber 28, as at 54, 56, so that pressure within either passage outwardly in one direction against inner valve shell 29 is balanced by like outward pressure in the 0pposite passage 54 or 56. Another step is to make the area of the inlet port 54 in the explosion chamber substantially equal to the area of the outlet port 56. so that the outward pressure at either side upon the inner valve shell balances the pressure at the other side. Another step is to divide one of the passages or ports (preferably the intake) into equal upper and lower portions 54, while at the opposite side of the explosion chamber the passage 56 occupies a midway 130$!- tion between these intake portions 54. There is therefore little or no tendency to skew the inner complementary valve shell in its bearings, or to cause it to press more at one point than at another, or to wear unevenly.

Referring to Figures 1 and 14, the inner complementary turret-valve shell 29 has upper and lower inlet ports 64 for opening and closing the fixed intake ports at 5?), 54. The valve shell 29 at its side has a midway single port 65 for opening and closing the fixed exhaust ports 55, 56 of the valve chest and explosion chamber. The combined area of valve shell ports 64 may be approximately equal to the area of 65, to agree with the ports in the valve chest, whose position and area have just been described; the port 65 (considered vertically) being midway 01" the ports 64. The outer con'iplementary turretvalve shell 30 may have inlet ports 66 corresponding with 64 and a midway outlet port 67 corresponding with 65.

The exhaust port is in a different zone from the upper and lower intake ports, so that no exhaust port in a composite valve can open an intake port in the combustion chamber. Moreover, no intake port in a valve can open an exhaust port in the combustion chamber.

The combustion chamber 28 is closed at the compression and explosion strokes, while it is open at the exhaust and intake strokes. lVhile the intake stroke immediately follows the exhaust stroke of the engine, but for pressure-balancing purposes, still the inlet ports in the combustion chamber are formed diametrically opposite from the combustion ports (in place of being in juxtaposition thereto, as is the usual practice), so that the internal pressure against one wall of said inner valve shell may be balanced by the in ternal pressure against the opposite wall thereof. The combustion chamber is opened at one side immediately following the explosion stroke, and at the opposite side immedi tely following the exhaust stroke.

At Figure 15 a similar description applies, except that this outer shell of the composite valve turns to the left, and the arrangement of its exhaust port is opposite from the arrangement at Figure 14. Throughout all the valve shells each exhaust port immediately follows the intake port as the shell is revolved. There are illustrated both right and left-hand inner valve shells, and both right and left-hand outer valve shells; although, by using other trains of gearing, the inner shells may, if desired, be all right-hand and the outer shells all lefthand.

A feature of the invention is the ample capacity of the ports in the chest and explosion chamber (each port may extend about 90 degrees around the chamber) and the great speed with which each of such ports is opened and closed. Owing to the doubled capacity of these ports, the outward pressure ot-th exploding charge upon the inner against the inner valve shell.

"Byplacing the ports in angular ju xtapo sitionin each valve shell, With the exhaust port immediately following the intake port," it" follows that at'theconclusion of the operative eXhaust-closing-fmovement of the rotary shells at one side. of "the exploslon' *Chafiiber, there begins the co-operative intake-opening"inovenient of the ysainef at the opposite side otthe explosion chamber. {It 1 1 1119111101 the explosion chamber ports secured;- resulting in balance of gas-pressure will therefore be seerithat oppositearrangeu-pon the inner valve shell-,wvhich therefore I" revolves freely notwithstanding its exposure to pressure through bothexhaust and intake ports'ottheexplosion chamber, these ports the drawing apart off'the vertical I valve edges as the latter occupy positions nndway 0t {doubled area :or capacity as'coinports 1n the complementary outerand inner val'veshells complete the closing of the com pared ithusual explosionehaniber ports.

Any; explosion chand er-port lsopened by of the'lixed port openingsTThe fixed port I is likewise: closed by the valve edges "ap-- proaching each otherat the lnldCllB Q f'llh fined ports. Eachport in thecngine head may be about 90 degrees in extentyanclt-hesame may true ofieach port in eachvalve shell. At

Figurele the valve shell'ports are illustrated 'i as each Q O-degreesin extent; and itivill'be seen that the eXhaust-port immediately tollowsj'theintal e1por't or ports 64 around the shell 29: Inasmuch as theexhaust port 56fis diametrically oppositefrom theintake ports 54' inthe explosion "chamber 28,it follOWs that when the: following edgesoffthe exhaust ports in the oppositely revolving valve shells 29 and 30-approach andiinally' reachl the middle of theexhaus't port 56in; the explosion chamber 28 I (thereby ce-operatively "closing the same), the leading edges of the intake ports 64 and 66 -"begin to sepa f rate, and hence co-operate to'o'pen the intake ports Sa intheexplosion'chainber. The exhaust andintake ports are an on the same i side of the valve shell,; andltaken togetherf may occupy one-half of the-circumference' thereof, whereby the following edge" of the exhaust port is diametrically-opposite' froin the leadingedges dime intake ports. Hence said edgesinay simultaneously occupyelos'ed i operation of the complementary inner and outer valve-shells; and that} simultaneously the nop'eningbf thezi ports fon the opposite positions on line M M, Figure 2; midway of the exhaustand intake ports in the explosioncha nber. It will beeun derstood that the closing ofah-explosion-chamberported. curs "at the middle 11116 thereof by the'coside-of the explosion 'charnber "occurat operation of said valve, shells.-

niatieally the operation of coinpleting the losing of the exhaustports "55, 56 in a valve' At Figure 2 there is i-illustrated,diagramv a chest and explosion *chamber, and atthe same 4 time beginning the'opening of the opposite intake ports 52%,"54 in the sa1ne;.it being borne in mind that the closingiis completed and the openin is begun along the middle line MM'ot the chest ports. It Will be the middleline M'M of the chest ports The exhaust port 65 in the inner valve shell, which is turning to the right, is indicated by dotted lines; and it 'xvill-beseen that this port 65 has 3' ust completed its movement past q said niiddle 'line MM of the chest port.

Hence the following edges of these exhaust I bustion-chamber port 56, andtheichestport 55. In other words, the intake opening-of the coinposite valve has rapidly contracted and finally olosed up over-the exhaust port 56 offthe explosion cha1nber,at-line MM.

At this time the intake-port 5% of the ex plosion chamber beginsto open inasmuch as the leading edge of the intake .port G l of the rotating inner valve shell 29 passes said middle lineMM of the port 54, and the leading edge of the intake port 66 (shownby dotted lines) in the oppositely"revolving outer valve shell 30 is just movingtothe left" from said middle linaM Mi ,Hence said leading edges ot the inneraneenter" valves re'cede rapidly from each other over the intake port 54, to open the sarne.

"In the diagrammatic plan at Figure 5, the line otupstanding valve chests 31 is shown in z section through the fixed lnta-ke'p'orts 53,5 1. Q

The fourchests aremarked A, B, C, D. At:

A the fixed- intake ports 53, 54; are elosed'by the body oftheinner valveshell 29,that is the portions of the shell which are innne-I dia'tely above and below-"then idw'ay port"- 65 3 Each valve shell may'tol' some p'ur poses be considered: ascompo'singthree zones, namely, a narroWnppeninletzone, a broad midway exhaust Zone, and a narrow lower-in 7 let zone and each of these-zones is provided Witha port; In each of the engine cylii'iders it will beunderstood that the pistons Q-Q are supposed to be about midway of their strokes the piston associated with chest A being midway of its explosion stroke.

The piston associated with chest s is a understood to a be about midway of its corn pressi'onst'roke In 'this the fixed inlet ports r closed, the piston being midway of the exhaust stroke; the order for firing being A, B, D, C. p

In chest D all of the intake ports 53, 54:, 64;, 66 are fully open, the piston being midway of its intake stroke.

Figure 5 also, in a. lower row, shows diagrammatically a plan of the chests A, B, C, D, in section, taken through the exhaust ports 55, 56 about midway of the valve chests. In the lower row the valve shells are seen in their identical positions as in the upper row of chests. The upper row shows the intake ports, and the lower row the exhaust ports of the same valve shells and chests. In the lower row it will be seen that at A, B and D the exhaust ports 55, 56 are closed, while at C the exhaust ports 55, 56 are open; exhaust taking place through chest 0 while chest D is taking in a new charge.

Figure 6 shows diagrammatically successive positions of the intake ports (54: and 66in the oppositely revolving inner and outer valve shells or elements 28, 29. .The stationary ported explosion chamber is indicated by an are 29 ported at the top at 54. Two arcs 28 and 29 indicate the inner and outer valve shells. There are shown successively the positions of the same valve shells at the beginnings of the piston strokes for intake, compression, explosion and exhaust. In every case the intake port 54: is closed; said port being shown as about to be opened at the first diagram in this figure, and as having just closed in the second diagram, and as remaining closed in the last two diagrams.

In Figure 7 the positions of the same revolving valve shells or elements correspond with those at Figure 6, except that in Figure 7 the valve elements are shown in the positions that they occupy when the piston is midway of its respective strokes. The explosion-chamber intake port 54 is fully opened in the first diagram, and closed in the remaining diagrams.

In all of Figures 6 to .9, the same complementary valve shells are shown, Figures 6 and 7 showing the intake ports in said valve shells, and FiguresS and 9 showing the exhaust ports in the same valve shells. Figures 8 and 9 also show the exhaust port 56 in the same explosion chamber 28 that is seen at Figures 6 and 7. Said exhaust port is shown at Figure 8 (which shows positions at the beginnings of the strokes of the pis ton) as always closed; the oppositely revolving valve shells 29 and 30 having just reached their closing positions is the first diagram, and being just about to open said port 56 in the bottom diagram.

In Figure 9 the positions of the same parts are the same as at Figure 8, except that Figure 9 shows the valve shells midway of the respective strokes of the piston; the exhaust port 56 of the explosion chamber 28 being fully opened in the bottom diagram, and closed in the remaining diagrams.

In Figures 6 to 9 the same explosion chamber 28 is shown, and the inner valve shell 29 is understood to be revolving always to the right, and the outer valve shell 30 always to the left. These figures therefore correspond to chests A and C at Figure 5. Figure 1:2 corresponds to Figure (3, except that the outer valve shell 30 is understood to be revolving to the right, while the inner valve shell 29 revolves to the left; and the same is also true of Figure 13, as compared with Figure 8, so that these Figures 12 and 13 correspond to chests at B and D of Figure 5, in engines in which the valve shells of one chest are directly geared to the valve shells in the adjoining chests, as at Figure l. In other words, the inner and outer complementary valve shells in each chest may not only be made right and left, as in the perspectives at Figures 14.- and 15, but they may also be right and left as compared with the valve shells in the adjoining chests; the four valve shells in the chests A and B being therefore all dissimilar, but resembling those in C and D, respectively.

Suitable lag and lead may be provided, if desired, at the beginnings or terminations of various piston strokes in a four-cycle engine, as, for example, a valve lag may be provided at the intake-valve opening (by shortening ports 64 and 66 at their leading ends) of an extent equal to degrees of motion of the crank shaft, as at Figure 10. This figure also shows provision (by lengthening ports 64: and 66 at their following ends) of a valve lag at the closing of the intake stroke of the piston equal to degrees of crank-shaft motion.

At Figure 11 (which shows the same valve sections as Figure 10), there is also shown as an illustration a lag at the closing movement of the exhaust port (by lengthening ports and 67 at their following ends) of 10 degrees of crank-shaft motion; and there is also shown at this figure an exhaust-port lead at the opening of the exhaust (by lengthening ports (35 and (37 at their leading ends) equal to 30 degrees of the crank-shaft motion.

Variations may be resorted to within the scope of the invention, and portions of the improvements may be used without others.

Having thus described my invention, I claim:

1. The combination with an engine-cylinder, of a head detachably mounted thereon, an explosion-chamber in said head and having intake and exhaust ports, valve means fitting around said explosion-chamber, means for continuously revolving said valve means, a chest within which said valve means is said shells and turning upon said bearing, a driving gear upon said hub, and a hearing for the other shell upon said hub.

9. The combination with an engine-cylinder, of an explosion chamber having intake and exhaust ports, opposite to each other, of complementary ported shells fitted one within the other to form a composite valve fitting around said explosion chamber, means for continuously revolving said shells in opposite directions, a chest within which said composite valve is fitted, said chest having intake and exhaust ports opposite to each other, the area of the inlet port in the explosion chamber being substantially equal to the area of its outlet port, and one 01" said ports being divided into two equal portions spaced apart so as to occupy difierent zones one above and one below the other port, securing balance of gas-pressure.

10. The combination with an engine-cylinder, of an explosion chamber having intake and exhaust ports, complementary ported shells fitted one within the other to form a composite valve fitting around said explosion chamber, and means for continuously revolving said shells in opposite directions, the ports being placed substantially in angular juxtaposition in each valve shell, with its exhaust port immediately following its intake port, and the explosion chamber having its intake and exhaust ports diametrically opposite each other, and one of them divided into two portions, one portion above and the other below the opposite port, giving pressure-balance.

11. The combination with a set of enginecylinders, of a detachable head therefor provided with a water-compartment, a series of explosion-chambers in said head, each provided with a hollow wall communicating with said water-compartment, means for effecting a circulation of water through said water-compartment and the hollow walls of said chambers, each explosion-chamber having completely pressure-balanced ports, pairs of complementary ported shells fitted one within. the other forming composite valves fitting around said explosion-chambers, ported chests in said head in which said valves are fitted, and means for continuuosly revolving the shells in opposite directions in each of said valves.

12. The combination with a set of enginecylinders, of a detachable head therefor provided with a water-compartment, a series of explosion-chambers in said head, each provided with a hollow wall communicating with said water-compartment, means for effecting a circulation of water through said water-compartment and the hollow walls of said chambers, each explosion-chamber having completely pressure-balanced ports, pairs of complementary ported shells fitted one within the other forming composite valves fitting around said explosion-chambers, ported chests in said head in which said valves are fitted, means for continuously revolving the shells in opposite directions in each of said valves, and spark-plugs in said detachable head communicating with the interiors of said explosion-chambers and extending to the exteriors of said detachable head.

13. The combination with a set of enginecylinders, of a detachable head therefor provided with a water-compartn'ient, a series of explosion-chambers in said head, each provided with a hollow wall comn'iunicating with said water-compartment, means for cfi'ecting a circulation of water through said water-compartment and the hollow walls of said chambers, each explosion-chamber having an intake-port and an opposite exhaustport, pairs of complementary ported shells fitted one within the other forming composite valves fitting around said explosionchambers, and means for continuously revolving said shells in opposite directions in each of said valves; one of the ports in each chamber being divided into upper and lower portions, one of said portions above and the other of said portions below the opposite port, evenly balancing the gas-pressure upon the inner of said shells.

14. The combination with a set of enginecylinders, of a detachable head therefor provided with a compartment for cooling fluid, a series of explosion-chambers in said head provided with a hollow wall communicating with said compartment, means for causing cooling fluid to flow through said compartment'and said hollow walls, each explosionchamber having an intake-port and an exhaust-port. said parts opposite each other in said chamber, sets of complementary ported shells fitted one within the other forming a composite valve fitting around said explosion-chambers, said ports being completely gas-pressure balanced, preventing the valves from being subjected to friction during the compression and explosion strokes of the engine, and means for continuously revolving the shells in opposite directions in each of said valves.

15. The combination with a set of enginecylinders, of a detachable head therefor provided with awater-con1partment, a series of explosion-chambers in said head, each provided with a hollow wall communicating with said water-compartment, means for effecting a circulation of water through said water-compartment and the hollow walls of said chambers, each explosion-chamber having completely pressure-balanced ports, pairs of complementary ported shells fitted one within the other forming composite valves fitting around said explosion-chambers, ported chests in said head in which said valves are fitted, and means for continuously re- Hit c e ts r sin therefr m 1;

cylii cl s' ifa e a h l ne di e r ri videdwith'Lafluid conipartnient, aqsenes -;or x ladenha ers waidahea each" P -J vi ed with" a hollow wallicommunicatin =with said fluid-compartment, means for e fecting a circulation ofcooling fluid through 7 said fluid-com artlnent and'the hollow walls "of said cham ers, each explosion-chamber having completely pressure-balanced intake and exhaust ports, pairs of complementary ported" shells fitted one within the other forming composite valves fitting around said 7 explosionachambers a row of ported'chests in said head inwhich said valves are fitted,

V-said fluid-com artment being inthe' baseit portion of sai engine-head, and said explof sion-chambers and said" chests rising there-.

so i

from, and intake and exhaustmanifolds in ;-tegral with saidrchests, the row of chests extending between said manifolds, means being. provided abovesaid' explosionechambers and ,ichests for-revolving the shells 1 in each pair inopposite directions.

17.3The. combination with aset tr ngine "cylinders, of a detachablehead therefor prowater-compartmentand the hollowwalls of 3 said chambers, each exp nh mg completely pressure-balanced ports, pairs of" complementary ported shells fitted one within the other forming composite valvesf "fitting around a said explos1on-chambers, port.-

ed chests'in said, head'in which said valves outer shell '50 are fitted,- s'aidshells in the form of turrets, each havinga top'and a relatively small bearing-hub at said top, one hub within the other, means uponthe inner hub to'drive the inner shell, and; means: at thefhub of the tion.

"18, The" combination i an ienginei cylinder, of 'aY hollow-walled ported valve- ,seat having acentralexplosion-chamber for 4 said engine-cylinder, a rotary "valve-shell fitted around said valve-seat, ports in said "valve-seat opening inwardly into said exf l plosion-chamber and outwardly throughthe valve to intake and exhaust conduits, said v valve-seat having inner and outer walls, and

awater-conduit, and means to cause water from said conduit at one end of the valve to circulate between said inner and outer walls within said valve, and to flow out of f said seat at the same} end of thevalve. '19. The combination with anengine-cylino resited reeti as ii r empartme a fport p Q f ai' s am 11%. J; a d said:QXPb Q -Q amber f and Sa tlo lwl a tQ ng -"1 'tdintake and exhaust tenants; saidval ve-j t sjeatlhaving inner an outerwal'ls, and-am, f tier-conduit having separated wal ls froni-"one of which said outer wall ext ends; and' from another. of which said-inner wall extends, I, saidinner Wall protruding beyond the outer wall, and means to cause -waterfrom said to driveit inthe opposite direcder, of a. hollow-walled, ported valve-seat en i e: y1iade1-,a rotary valve-shell ama chamber and outwardly throu h *tlie valve haying a central eXplos'ion-jchamber{for 1 said o conduit at oneend of the valve to circulate between said inner and outer walls Within vsaid valve, and tofiow out of said seat at (the same end of the valve. i

20. The combination with an englne-cylin 'der, of a hollow-walled ported valve-seat 7 having a central explosion-chamber for said engine-cylinder, a rotary valve-shelL fitted around said Valve-seat, ports in said valve-' seatopening inwardly into said explosion-- chamber and outwardly throughthe valve to intake and exhaust conduits, the ports being on! opposite sides of said seat and the ['uortsarea on one. side being equal'tothatlon 1 theop'posite side and evenlyldistributing the pressure upon the revolving valve to balance the pressure at all portions of the length of the; valve, said valve-seat having inner and outer Walls, and awater-conduit, and means to. cause water from said conduit at one end of "the valve to circulate between said inner and outer-walls Within said valve, imam 1m 7 V fio'wout'of sa'idaseat at the same end of the;

21 The Icombinationwith an 'enginej-cylinder, of la hollow-walled ported valve-seat having a central explosion-chamber for said engine cylinder, a rotary valve-shell fitted around said valve-seat, ports in said valveseat opening inwardly into said'explosi'om' chamber and outwardly through the valve to'jl V V intake and exhaustconduits, the ports being on opposite sides of said: seat and the portarea on one side being equal to that on the opposite side and evenly distributing the pressure upon the revolving valve to balance I 7 thelval've, said valve-seat having inner and 1 outer walls, and a water-conduiuandmeans the pressure at all portions of thelength of to cause water from said cond uit at one end of the valve to circulate between-said inner and" outer walls within said :valve, and to flow out'of said seatat the same end of the valve, said s'eat-porting com rising "a large port upon oneside, and'two ractional ports upon the opposite side pressure-balancing the large port. i

22. The combinationwith an enginecylinder, of a valveeseathavin a central explosion-chamber and 'porte upon-opposite sides, and a rotatable porte valve fitted around said seat ;"one of the ports in said not ' fseat being divided into upper and lower 1 portions, one of said portion-s above and the other below the opposite port, evenly balancing the gas-pressure upon said valve.

23. The combination with an engine-cylinder, of a valve-seat having a central explosion-chamber and ported upon opposite sides, and a rotatable ported valve fitted around said seat; one of the ports in said seat being divided into upper and lower portions, one of said portions above and the other below the opposite port, evenly balancing the gas-pressure upon said valve, said valve having correspondingly divided separate intake and exhaust ports, the ports in said seat being common to the intake and exhaust ports in the valve.

BURNHAM C. STICKNEY.

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