US1697931A - Internal-combustion engine - Google Patents

Description

Jan. s, 1929. 1,697,931

H. A. SCHMIDT INTERNAL. COMBUSTION ENGINE Filed Oct 14, 1926 I ATTORNEY Patented Jan. 8, 1929.

HENRY ALBERT SCHMIDT, OF COMINS, MIGHIGAN.

T 'FFIC mrnnnAL-corr ausrron ENGINE.

Application filed October 14, 1926. s mi No. 141,503.

bustion engines which is of simple and cheap construction and which will operate more efiiciently than the valving methods now used. Another ob ect or my invention 18 to pro,

" vide a valving mechanism for internal combustion engines which will simplify the construction of cylinders and which will require the use of very few mechanical parts as compared with the valvingmechanisms now commonly used.

Another object of my invention is to provide valving mechanism of the sliding type, wherein the various intake and exhaust port openings are operated in unison.

With these and other objects in View, my invention consists in the arrangement, combination and construction of the various parts of my improved device, as described in the specification, claimed in my claims and shown in the accompanying drawings, in

which Fig. 1 is a longitudinal cross section, taken on line 11 of Fig. 3, of an internal combustion engine having my invention embodied therein.

2 is a plan View of the head and manifolds of an internal combustion engine embodying my invention, the valve ports being shown in dotted lines.

Fig. 3 is a view taken on line 33 of Fig. 1.

Fig. 4 is a view taken on line 4-4 of Fig. 1.

I have shown an internal combustion engine 10 having a crankcase 11 with a crankshaft 12 positioned therein, and a cylinder block 13 having the cylinders 14, 15, 16 and 17 therein. The cylinder block 13 is provided with water spaces 18. Within the cylinders 14, 15, 16 and 17 are pistons 19, 20, 21 and 22 which are respectively secured to the crankshaft 12 by connecting rods. 23,24, 25 and 26, and by the bearings 27, 28, 29 and 30. Positioned upon the heads of cylinders 14, 15, 16 and 17 is a casting 31 having ports 32, 33, 34 and 35 therein which are positioned directly over the upper ends of cylinders 14, 15, 16 and 17 respectively. The casting 31 is also formed with water spaces 36 which are connected with water spaces 18 by the ports 37.

Positioned upon casting 31 is a plate 40 having apertures 41, 42, 43 and 44 thereimas designated in Fig. 4, which apertures are so spaced as to align, when desired, with ports 32, 33, 34 and 35 respectively. A second casting having apertures 51, 52, 53 and 54. therein is positioned upon plate 40 with its apertures 51, 52, 53 and 54 adaptedto coordinate or align with ports 32, 33,34 and 35 respectively. I Casting 50 is also formed with water spaces 55 therein which are suitably connected with water spaces 18 and 36,.-

Positioned upon casting 50 is a plate .60

which has apertures 61, 62, 63 and 64 therein, 1

as shown in Fig. 3, positionedto align,when desired, with apertures 51, 52, 53, and 54 in casting 50, and ports 32, 33, 34 and 35 respectively in casting 31. Positioned upon plate '60 is another casting which has apertures 71, 72, 73, 74, 75, 76, 7.7 and 78, as shown in Fig. 2, whichare positioned in pairs so that (1 and 7 2 may coordinate with aperture 51 and port 32,73 and 74 with aperture 52 and port 33,-7 5 and 7 6Wltll aperture 53and port 34, 77 and 7 8 with aperture 54 and port 35. Casting 70 is also provided with water spaces 79 which may be suitably connected, as will be readily understood, with water spaces 55, v

36 and l The paired apertures 71-72, 7 374, 7 5 I 76, and 7778 are provided with housings 86. Intake manifold 81 is connected throu h the housings 8O withthe apertures 71, 73, 5 and 77; and the exhaust manifold 82 is connected through housings with apertures 72, 74, 76 and 78 as shown in Fig. 2.

Casting 50 is provided at each end with apertured tongues 56 and 57 which carry crankslia fts 91 and 92 in suitable bearings. Crankshaft 91 has horizontallyextending cranha-rm 93, which in turn has securedto its end a spindle or shaft 94. Crankarm 95 issecured to the upper end of crankshaft 91 and extends horizontally at right angles therefrom, and at an angle of from the direction of crankarm'93L Secured to the end of crankarm is an upwardly extending spindle 96. Spindle 94 is movably secured in a suitable bearing in the end of plate 40, and spindle 96 is movably secured in a suitable bearing in'the end of plate 60. I

Secured to theupper end of crankshaft 92 is a horizontally extending crankarm 101,.

secured to lower end a.

and secured to theend of crankarm 101 is an arm 103 which extends at an angle of 90 shaft 92 is from the direction of crankarm 101 andhas secured to its end a downwardly extending spindle 104 which is movably secured in a bearing in the end of plate 40. The crankdriven by the camshaft 110 which has secured to its upper end a cam 111 which is also secured to the lower end of spindle 104.

- Camshaft 110 has secured to its lower end a bevelled gear 112 which is operatively engaged with bevelled gear 113 on crankshaft 12. The camshaft 110 is supported in suitable bearings in crankcase extension 11.5 and" cylinder block extension 116..

Castings 31, '50 and 70 are constructed and positioned to permit plates 40 and 60 respectively to slide with a circular motion be tween them, as shown. The apertures 41, 42, 43 and 44 in plate 40 are dispo ed at an angle to each other as are the apertures 61, 62, 63 and 64 in plate 60, apertures 51., 52, 53 and 54in casting and ports 32, 33, 34 and 35 incasting 31, which is determined by the firing order of ,the cylinders 14, 15, 16 and 17. Apertures 71 and 72,7 3 and 74,75 and 7 6, and 77 and 78 in casting 70 are likewise arranged at the same angle to each other as the apertures in plates 40 and and castings 31 and 50, for the same reason. Bevel gear 113 on crankshaft 12 is so related to bevel gear 112 on camshaft 110 that camshaft 110 will rotate once while crankshaft 12 rotates twice. For the purposes of illustration, the firing order of cylinders 14, 15, 16 and 17 in the four cylinder four cycle engine shown in Fig. 1 has been designated as 14, 16, 17 and 15. The piston 19 in cylinder 14 is shown at the upper end of its compression stroke, the piston 21- in cylinder 16 is shown beginning its compression stroke, the piston 22 in cylinder 17 is shown beginning its intake. stroke and the piston 20in cylinder 15 is shown beginning its exhaust stroke. The crankarms 95 and 101 extend in the same plane and direction from crankshafts 91 and 92, while the crankarms 93 and 103 extend in the same plane and direction from crankshafts'91 and 92 but at an angle of 90 to the direction of the crankarins 95 and 101 so that a clockwise rotation'of crankshafts 91 and 92 will cause the apertures 61-, 62, 63 and 64 in plate 60 to move in a circle and will also cause the apertures 41, 42, 43 and 44 in plate 40 to move in a circle thus causing theapertures 61, 62, 63and 64 in plate 60 to follow 90 behind the apertures 41, 42, 43 and 44 in plate 40 as the crankshafts 91 and 92 are rotated. The casting is stationary and the apertures 71 and 72 therein are so positioned that the partition 120 between the apertures 71 and 72 is direct partition 121. between apertures 73 ly above the aperture 51 in casting 50 and the port 32 in casting 31. This is also true of the and 74, partition 122 between apertures 75 and 7 6, and a-rtition123 between apertures 77 and 78 with relation to apertures 52-, port 33, aperture 53, port 34, and aperture 54, port 35 respectively.

The length and width of each of the apex turcs 71 and 72 and the partition 120 are respectively equal to each other, and the apertures 7 37 4, 7 576, 7 77 8, and the partitions 121, 122, 123, and the apertures 61, 62,

63, 64 of plate f) are of thesame dimensions. The center to center length of the crankarnis 95 and 101 are each equal or slightly greater than the width of each ofthe apertures? 1, etc. as above stated. 1t willbenoted that the aper tures51, 52, 53 and 54 are somewhat funnel shaped as thcirupper ends are each of sunicient size and shape to cover the area of the apert-ures71, 72 and partition 120, while their 10 *er ends are smaller and each of a size and shape siulicient only to cover the area of ports 32, 33, 34 and The ports 32, 33, 34 and 35 each of a size not greater than each of the apertures 71, etc. in casting 70,apertures 61, etc. in plate 60, and the lower of apertures 51., etc. in plate 50; and the apertures 41,42, 43 and 44 in plate 40 are of the same size and shape as the ports 32, etc. The center to center length of each of the crankarms 93 and 103 is equal to or slightly greater than the width of either of the apertures 51,

etc, 41, etc, or ports 32, etc. The plate 60 is. so positioned that when crankarins 95 and crankarms 93 and 103 driving the plate 40 are positioned to move in advance of crankarms and 101 and are therefore at three oclock, and the aperture 41 in plate 40 is to the right of port 32 and aperture 51', as shown in 4, and the other apertures in plates 60 and 40 are in the relative positions shown in Figs. 3 and 4. It will thus be seen that the rotation of plates 40 and 60 clockwisefroin the position above described will first cause apertures 71, 51 and port 32 to be closedto each other,a further quarter rotation will pro duce an open passage through apertures 72, 61, 51,41 and port 32,a half rotation'will close both apertures 71 and 72,-a threequarter rotation will produce an open passage through apertures 71, 61, 51, 41 and port 32, and a complete rotation will again close apertures 71 and 7 2, and 51and port 32. The same result is obtained with reference to the ther cylinders 15, 16, 17 although at different intervals as a result of the different angles of the apertures which lead to the various cylinders, the degree of inclination of which depends upon the number of cylinders and their iring order. In Fig; 1 the firing order VIC of the four cylinders is 14-16-1" -15, thus the apertures for cylinder 14, the first to fire, may be taken as the standard of comparison,the apertures for cylinder 16, the second firer, are inclined 15 to the right of the apertures of cylinder 14E,'the apertures of cylinder 17, the third firer, are inclined to the right of the apertures of cylinder 16, the apertures of cylinder 15, the fourth firer, are inclined 45 to the right of aperturesof cylinder 17.

As an illustration, I designate apertures 71, 73, 75 and 77 as intake ports by connection with the intake manifold 81,and apertures 72, 7e, 76 and 78 as exhaust ports by connection with the exhaust manifold 82. Then assuming that piston 19 in cylinder 1a is at the top of its compression stroke, as illustrated in Fig. 1, it will be observed that the aperture 61 in plate is directly beneath the partition 120, thus closing both of the apertures 71 and 72, and that aperture 41 inplate lO'is to the right of the lower end of aperture 51, and the port 32, thus sealing the cylinder 14 for the explosion which occursat the top of the compression stroke. Itwi'll then be observed that piston 21 in cylinder 16, which is next in the firing order, is just starting its compression stroke; aperture 63 in plate 60 is moving across aperture toward aperture 76, and is partly beneath partition 1:22,

and aperture 43 is to the right of port 34 and the lower end of aperture 53, thus sealing the cylinder 16 for the compression stroke. It will then be noted that piston 22 in cylinder 17, which is third in firing order, is just beginning its downward intake stroke, and that aperture 64 is coordinating with intake aperture 77, and that aperture 4 1 in plate 40 iscoordinating with port 35 and the lower end of aperture 54, thus providing a free passage through the intake manifold 81 and the intake aperture 77 into the cylinder 17. It will then be noted that piston 20 in cylinder 15, which is the fourth in firing order, is just beginning its upward exhaust stroke, and that aperture 62 in plate 60 is just moving from under partition 121 toward exhaust aperture 74, and that aperture 42 in plate 40 is beginning to coordinate with port 33 thus moving toward a free passage from cylinder 15 through exhaust aperture 74 into the exhaust manifold 82. A further quarter rotation of plates 60 and 40 will move the apertures therein to hold cylinder 16 sealed for firing, and to close cylinder 17 for compression, to open cylinder 15 for intake and to open cylinder 14 for exhaust. As the rotation continues, the relative action with reference to the different cylinders will take place in the order described. It will be un derstood that my device may be readily adapted to operate upon engines having any given number of cylinders and that the only alterations required would be in the change fuel feeding mechanism, such as the engines of pleasure and commercial ears now in common use, in order that there may be no overlap between the opening of the intake passages and the closing of the exhaust passages as the apertures 6.1, etc. swing from exhaust apertures 72, etc. to intake apertures 71, etc.

This construction is not necessary iii-racing engines and such other engines as are pro vided with a forced fuel feeding mechanism, as the pressure under which the fuel is 1ntroduced into the intake apertures will effectually prevent any trailing exhaust gases from slowin.

of fuel into the cylinders.

up or interfering withthe passage I It will also be understood that several pairs I of sliding plates may be used instead of the single pair shown in the drawings, by disposing each pair of plates used over the particular cylinder or cylinders they are designed to control, and that the number of plate driving mechanismsmay be accordingly increased and suitably positioned for operation.

It will also be understood that the apertures 71, etc. 61, etc. 51, etc. 451, etc. and ports 32, etc. may be of any desired shape or size so'long as apertures 61, etc. correspond in size, shape and position with apertures 71',-

etc. and partitions 120, etc, and apertures l1, etc. correspond in size, shape and position with the ports 32', etc. and the lower ends of apertures 51, etc. and the length of the crankarms operati-ng the plates are equal to the width or diameter ofthe apertures in their respective plates.

It will be obvious that various changes may be madein the arrangement, combination and construction of the various parts of my improved device without departing from the spirit of my invention, and it is my intention to cover by my claims such changes as may be reasonably included within the scope thereof.

What I claim is 1. A valving mechanism for an internal combustion engine having an apertured' combustion chamber and a reciprocating member operable therein, comprising a header member for said combustion chamber having a passage there-through aligned with the aperture in said combustion chamber through which explosive and exhaust gases pass into and out of said combustion chamber, apertured plates slidable in said header member for opening and cl'osin'g'the passage there- Inn through into said combustion chamber whereby the passage of explosive gases into and the passage of exhaust gases from bustion chamber is coordinated with the movement of the reciprocating member therein.

2. A valving mechanism for an internal combustion enginehaving a plurality of combustion chambers with a single aperture in each and reciprocating members operable in said chambers, comprising a header. member for said combustion chambers having passages there-through each aligned with the V ber for said combustion chan'iber having a passage there-through aligned with the aperture in said combustion chamber through which explosive and exhaust gases pass into and out of said combustion chamber, apertured plates rotarily slidable in said header member for opening and closing the passage P there-through into said combustion cham ber whereby the passage of explosive gases into and the passage of exhaust gases from said combustion chamber is coordinated with the movement of the reciprocating member therein.

4. A valving mechanism for an internal combustion engine having a plurality of apertured combustion chambers and reciprocating members operable in said chambers, comprising a header member for said combustion chambers having passages therethrough aligned with the apertures in said combustion chambers through which explosive and ex.

haust gases pass into and out of said combustion chambers, apertured plates rotarily slidable in said header member for open ing and closing the passages there-through into said combustion chambers, whereby the passage of explosive gases into and the passage of exhaust gases from said combustion j chambers is coordinated with the movement of the reciprocamg members herein.

5. A, valving mechanism for an internal combustion engine having an apertured combustion chamber and a reciprocating member operable therein, comprising a header member for said combustion chamber having a passage therethrough aligned with the a erture in said combustion chamber throu h which explosive and exhaust gases pass into and out of said combustion chamber, apertured plates slidable in said header member, driving means for said plates operatively connected with said reciprocating member whereby said plates are moved to open and close'thepassage from'said combustion chamber through said header member in coordination with the movement of said reciprocating member.

61A valving mechanism for an internal combustion engine having a plurality of combustion chambers and reciprocating members operable therein, comprising a header member for said combustion chambers ha"- ing passages there-through each aligned with the'sole aperture in each of said combustion chambers through which explosive and exhaust gases pass into and out of said con bustion chambers, apertured plates slidable in said header member, driving means for said plates operatively connected with said reciprocating members whereby said plates are moved to open and close the passages from said combustion chambers through said header member in coordination with the movement of said reciprocatingmembers.

7. A valving mechanism for an internal combustion engine having an apertured combustion chamber and a reciprocating member operable therein, comprising aheader member for said combustion chamber having a passage there-through aligned with the aperture in said combustion chamber through which explosive and exhaust gases pass into and out of said combustion chamber, apertured plates rotarily slidable in said header member, driving means for said plates operatively connected with said reciprocating member whereby said plates are moved to open and close the passage from said com-' bustion chamber through said header memher in coordination with the movement of said reciprocating member.

8. A valving mechanism for an lnternal combustion engine having a plurality of combustion chambers and reciprocating members operable therein, comprising a header member for said combustion chambers having passages therethrough aligned with the apertures in said combustion chambers through i which explosive and exhaust gases pass into and out of said combustion chambers, apertured plates rotarily slidable in said header member, driving means for said plates operatively connected with said reciprocating members whereby said plates are moved to open and close the passages from said comits,

bust-ion chambers through said header memv ber in coordination with the movement of said reciprocating members,

9. An internal combustion engine having a combustion chamber and a reciprocating member operable therein, said chamber having a common intake and exhaust port, a valving mechanism comprising a header exhaust openings at one end thereof and hav ing a single opening at the opposite end thereof aligned with said combustion chamber port a pair of apertured plates slidable in said header member in parallel planes and adapted upon movement to open and close said passage through said header member in timed relation to the movement of said reciprocating member in said combustion chamber.

10. An internal combustion engine having a plurality of combustion chambers and reciprocating members operable therein, said chambers each having a common intake and exhaust port, a valving mechanism comprising a header member for said combustion chambers, having a number of passages equal to the number of combustion chambers, each of said passages having intake and exhaust openings at one end and a single opening at the opposite end aligned with a combustion chamber port, a pair of apertured plates slidable in said header member in parallel planes, and adapted upon movement to open and close said passages through said header member in time-d relation to the movement of said reciprocating members in said combustion chambers.

11. In an internal combustion engine having a combustion chamber and a reciprocating member operable therein, said combustion chamber having a common intake and exhaust passage leading therefrom provided with an intake and an exhaust port at its outer end, an apertured member movable across said passage for opening and closing said combustion chamber in coordination with the cyclic action of the reciprocating member therein, and a second apertured member movable across said passage in coordination with said first apertured member for controlling the passage of fuel and exhaust gases to and from said combustion chamber in coordination with the cyclic action of the reciprocating member therein.

12. In an internal combustion engine having a plurality of combustion chambers and reciprocating members operable therein, said combustion chambers each having a' common intake and exhaust passage leading therefrom which are each provided with an intake and an exhaust port at its outer end, an apertured member or members movable across said passages for opening and closing said combustion chambers in coordination with the cyclic action of the reciprocating members therein, and another apertured member or members movable across said passages in coordination with. said first apertured mem her or members for contolling the passage of fuel and exhaust gases to and from said combustion chambers in coordination with the cyclic action of the reciprocating members therein.

HENRY ALBERT SCHMIDT.

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