US1730594A

US1730594A - Internal-combustion engine

Info

Publication number: US1730594A
Application number: US132066A
Authority: US
Inventors: Storle Garfield
Original assignee: Individual
Current assignee: Individual
Priority date: 1926-08-28
Filing date: 1926-08-28
Publication date: 1929-10-08
Anticipated expiration: 1946-10-08

Description

0613811929. SITORLJE INTERNAL COMBUSTION I ENGINE Fil ed Aug. 2a, 1926 4 sheets sneet .2

Jam TOR. Mm

Oct. 8, 1929. G. STORLE INTERNAL COMBUSTIQN ENGINE Filed Aug. 28. 1926 4 Sheets-Sheet l; I I INVENTOR.

Oct. 8, 1929. G. STORLE INTERNAL COMBUSTION ENGINE Filed Aug. 28, 1926 4 Sheets-Sheet 4 1y through two revolutions.

Patented Oct. 8, 1929 UNITED STATES GARFIELD STORLE, oi? TAGOMA, wAsHInc-ir'on INTERNAL-COMBUSTION ENGINE,

Application filed August 28, 1925. Serial Nb. 132,086.

This invention relates to improvements in internal combustion engines, and more particularly to the valve-operating mechanism therefor. I

In internal combustion. engines having sleeve valves, such asin the so-called Knight motor, there are two sleeves for each cylinder, one slidably fitted within the other. While use of the double sleeve valve for each cylinder considerably increases the frictional resistance of the working parts of the engine, use of this double sleeve valve has been found to be necessary in the construction used heretofore in order to obtain sufficient v rapidity of opening and closing of the intake and exhaust ports for efiicient operation, the sleeves being moved in opposite directions by the valve-operating mechanism therefor to open or close the ports, as the case may be. By means of this construction or arrangement, each sleeve need move only a distance equal to one-half the height of a port to close or open the same, since the sleeves slide one Within the other in opposite directions.

The present invention contemplates the provision of an internal combustion engine having-a single sleeve valve for each cylinder, and wherein the valve-operating mechanism imparts reciprocatory movement to each sleeve valve at alternating retarded and accelerated rates, each of the single sleeves being accelerated in its movement and being moved at the greater velocities during its operation to open and close the exhaust and intake ports during the respective exhaust and intake strokes of the piston, the valve movement then being retarded a very substantial amount so that during the subsequent compression and power strokes of the piston the valve closes the exhaust and in take ports and moves at the lesser velocities,

each of the sleeve valves being driven from and synchronized with the crank shaft of the engine whereby each valvegoes through a complete cycle of movement during the time elapsing for completion by the associated piston of its complete cycle of movement, dur ing which timethe crank shaft rotates exact- One of the objects of the present inven tion is to provide an improved engine of the character referred to wherein the valve-oper ating mechanism is driven from the crank shaft and operates to impart alternating retarded and accelerating movements to the valves, the acceleration of each valve taking place during its operation to-open and close the exhaust and intake ports and the retardation. of'the valve taking place during its operation to close both the exhaust and intake ports.

Another object is to provide, in an engine of the character referred to, improved means for connecting the sleeve valve to the operating connecting rod therefor and wherein such means operates to hold the valve from turning about its longitudinal axis.

Another object is to provide an improved engine of the character referred to having a single sleeve valve for each cylinder and mechanism for operating the valves in such wise that the single sleeve valves have the same efficiency ofthe double sleeve valves used heretofore as regards rapidity of opening and closing of the ports while reducing to a large degree the frictionalv resistance present in engines of this type constructed heretofore and employing the double sleeve valves for each cylinder.

Another object is to provide an improved engine of the character referred to which is simple in construction and manner of operation, and which may be readily adjusted and assembled. I

Other objects and advantages will hereinafter appear. 7 7

For the purpose of illustrating the invention one embodiment thereof is shown in-the drawings, in which Figure 1 is a side elevational view partly in section, some of the parts being removed for the sake of clearness, the section being taken on the line 1 1 in Fig. 2; v

Fig. 2 is an enlarged sectional view, partly broken away, the section being taken on the line 22 in Fig. 1;

Fig. 3 is a sectional view taken on the line Figs. 4 to 9 are diagrammatical 'views.

partly in section, illustrating the various respective positions of the working parts of one cylinder for different phases of operation thereof, the relative positions of the connecting rod, crank and journals being shown in dotted lines as they would appear if viewed looking towards the left in each figure, the true positions of the connecting rod, crank and journals, however, being shown in full lines, the section being taken on the line 2--2 in Fig.1;

Fig. 10 is a diagrammatic side elevational view, showing a modification; and

Fig. 11 is an enlarged sectional view, the section being taken on the line 1l--11-1n Fig. 10.

The engine includes the crank case 10 and the cylinder block 11 secured thereto by bolts 12 and provided with the four cylinders 13,

'14, 15 and 16, the

pistons

17, 18, 19 and 20 operating in the cylinders, respectively, and the usual connecting

rods

21, 22, 23 and '24. The cylinder block 11 is provided with the exhaust port 25 for cylinder 13, the intake port 26 common to cylinders 13 and 14, the exhaust port 27 common to cylinders 14 and 15, the intake port 28 common to cylinders 15 and 16, and the exhaust port 29 for cylinder 16.

The connecting rods are mounted at their lower ends in the usual manner on the crank shaft 30 journaled in the crank case for rotation about an axis extending longitudinally of the latter. The cylinders are each provided with the

single sleeve valves

31, 32, 33

and 34, respectively, connected to and driven from the valve-operating

shafts

35, 36, 37 and 38 in the manner hereinafter more fully explained, the valve-operating shafts being interposed between the connecting rods and supported for rotation about axes extending transversely of the crank case. The single sleeve valve 31 for cylinder 13 is provided with the exhaust ports 39 and the intake ports 40 arranged to move into and out of registration with the exhaust and intake ports 25 and 26, respectively, upon reciprocatory movement of the valve in the manner hereinafter explained. The valve 31 is connected to its operating shaft 35 through the connecting rod 41 pivotally connected at its lower end to the crank arm 42 with which the adj acent end of this shaft is provided, the upper end of rod 41 fitting loosely between spaced lugs 43 which may be formed integrally with the valve and being provided with an opening registering with similar openings in the lugs for receiving the pin or bolt 44 having the square head 45.

The bracket 46, which may be fixed to the crank case by one of the bolts 12, as shown in Fig. 2, is provided with the depending channel-shaped portion 47 loosely receiving the head 45 of the bolt or pin 44 for holding V the latter in place and against rotation about bolt head 45 with bracket 46 also holds the valve against turning or rotary movement about its own longitudinal axis. It will, therefore, be seen that upon rotation of the valve-operating shaft 35, vertical reciprocatory movement will be imparted to the sleeve valve 31 whereby the latter operates to open and close the exhaust and intake ports 25 and 26 of cylinder 13.

The means or mechanism for rotating the valve-operating shaft 35 includes the worm drive shaft 48 journaled in the cover plate of the crank case for rotation about an axis extending longitudinally of the latter, plate 49 being secured to the crank case by the bolts 50. A rotatable member or worm gearv 51 provided with the boss or collar 52 is loosely mounted on a pin 53 extending in wardiy from the cover plate parallel to the shaft 35 and which may have at one end a press fit in the cover plate or which may be formedintegrally with the latter. Gear 51 is arranged to mesh with the worm shaft 48 for operation thereby with its teeth angularly disposed, as shown in Fig. 2, so that upon operative rotary movement of shaft 48 in the direction of the arrow the coaction of the worm shaft with the teeth of gear 51 will drive the latter and also urge the same axially of pin 53' toward cover plate 49, whereby the gear is held in position on pin 53. The pin 53 is eccentric to shaft 35 and thus supports gear 51 for rotation about a fixed axis eccentric and parallel to the axis of rotation of shaft 35. A pair of spaced arms 53 are formed integrally with boss 52 for rotation with gear 51 and loosely receive a roller 54 loosely mounted on a pin 55 having ahead 56 countersunk in one end of the roller, as shown, and a reduced end 57 extending through the crank arm 58 fixed on shaft 35, pin 55 being held in assembled relation with respect to arm 58 by the nut 59 threaded on the reduced end 57, as shown in Fig. 2. The reduced end'of pin 55 provides a shoulder engaging the outer face of arm 58 and preventing roller 54 becoming jammed and held againstfree rotary movement upon tightening of nut 59, the head 56 holding the roller against outward axial movement along the pm.

The ratio between worm shaft 48 and gear 51 is one to two so thatfor every two revolutions of shaft 48 gear 51 will complete one revolution. The drive shaft 48 may be operated from and synchronized with crank shaft 30 through

suitable gears

60 and 61 fixed on these shafts at adjacent ends thereof and connected by the chain 62, the ratio between

gears

60 and 61 being one to one so that upon rotation of crank shaft 30 in the direction of the arrow through one revolution shaft48 will be rotated in the samedirection through one revolution.

Upon every two revolutions o f shaft and the accompanying four strokesof pistons IT to complete the cycle, the valve-open ati n-g shaft andgear will therefore rotate tl irough one complete revolution, gear 51 rotating'at a uniform rateequal to one-half the rate of rotation of crank shaft 30. The rate of rotation of shaft 35, however, d ue'to the eccentricity of the axis of rotation of gear 51 with respect to that of shaft 3'5, and the pin-and-slot driving connection between gear 5f and shaft 35, will vary between relatively wide limits, shaft 35- being rotated through approximately one-fourth of a revolution d n-ring the first one-half revolution of gear 51 and being rotated throu'gn the remainingthree-fourths of a revolution upon completion of" the remaining one-half revolution of gear 51 Crank shaft 80 and gear 5f connected to the latter therefore rotate at a uniform rate to impart alternating retarded and accelerated movements tothe valve-operating shaft 35. p

The single sleeve valve 32' for cylinder 14 is also driven from the Worm shaft 48through mechanismidentical to that just described for valve 3 1 and including a worm gear similar to gear 51 and mounted ona pin 68 fixed in or formed integrally with cover plate 49 and being similar in construction and arrangement topin 53-. Likewise, the valve 33 for cylinder 16 is driven from shaft 48 through similar mechanismincluding a worm gear similar to gear 51 and loosely mounted on a pin 64 similar in construction and arrangement to pin 53" and carried by or fixed in cover plate 49; T he valve 34 for cylinder 16 is also driven from shaft 48 through similar mechanism including a worm gear similar to gear 51 and mounted on a pin 65 similar in construction and arrangement topin- 53 and fixed in plate 49. As indicated by'the arrows in Fig. I, the worm gears for

operating valves

31 and 33 may be arranged to rotate in a counterclockwi e direction, while the gears for operating valves 32' and 34 may be arranged to rotate in the reverse or clockwise direction whereby axial thrust on worm shaft 48 is equalized.

Referring now to Figs. 4 to 9, the valveoperating mechanism operates as follows:

Assuming'that the crank shaft 30'is rotatingin the usual manner at a uniform rate in the direction of the arrows in these figures, wherein the dotted line 66' represents the top of the piston when the same is in itsuppermost position in the cylinder and the dottedline 67 representsthe top of the piston when the same is in its lowermost position, worm gear 51: and the spaced. parallel arms 53 fixed for rotation therewith will. be driven at a uniform. rate equal to: onehalf the rate of rotation: of the crank: shaft, as. explained: above.

]in- Fig.4 the piston 17 is moving downat the end of crank arm 58 is at itsinnermost t position with respect to the spaced arms 53 so that upon. subsequent and continued rota,- ti'onorf arms 5.3 at the uniform rate and in the direction of the arrow, roller moves or slides outwardlywiith: respect to arms 53 due. f

to the eccentricity between pin 5.8 and shaft 35 whereby the latter is operated with. an accelerating movement increasing roller 54 approaches'the outer freeends of'arms 53.. As shown in Fig 5, when piston 17 has started upwardly on itsexhaust stroke andthe crank on the crank shaft is about 70 degrees beyond bottom dead center, the valve 81 is its lowermost position and the exhaust port 25 fully open, the roller 54 being-relatively closeto. the i outer free ends of arms 53 whereby the valveoperating shaft 35 is being rotated at a much greater rate than when the parts are in their respective positions as shown niFi'g. 4. I It is to be noted that in Fig. 5 the crank arm 42 is 1 in its bottom dead center position so that at this instant, when exhaust port 25 is fully open, thereis no movement of sleeve: valve 31;

In Fig. Gthe piston 17 is just about to complete its exhaust stroke, the crank on crank shaft 30 being about 30 degrees before top dead center and valve 31 being in position to just complete the closing of exhaust port 25.

In this position of the-ports the roller 54 is between the extreme outer ends of arms 53 whereby valve-operating shaft 35 is rotating at the maximum velocity, so that bythe time piston 1'? begins to move downwardly on its intake stroke in the direction of the arrow, as shown in Fig, 7, and the crank on crank shaft 30 is about 3.0 degreesbeyondtop dead center, shaft 35 will have been rotated: sufficiently to place valve 31 in position with its ports 40 about to register with intake port 26 to open the same, Upon continued rotation of gear 51 shaft 35 will be rotated at a retarding rate since roller 54 will now begin to move inwardly with respect to arms 53,. the arrange ment being such that when piston 17 is intheposition shown in Fig. 8 and about to complete its intake stroke, valve 81 will be in posit-ion where its ports 40 register with intake port 26 to fully open the same, the crank arm 42 at this instant being in its upper dead center position: so that there is no movement of valve 3'1. w

lVhen thepi'ston 1 7 has completed its intake stroke and; starts to move upwardly on its compression stroke, asshown in Fig. 9,.wherethe crank on the crank shaft is about 30" ron degrees past bottom dead center, valve 31 is in position to close both the exhaust and intake ports 25 and 26 and is moving downwardly in the direction of the arrow at the minimum velocity since roller 54 is at this time in its innermost position with respect to arms 53. During the remaining part of the compression stroke of piston 17 and the great er part of its following power stroke, gear 51 will rotate to move arms 53 from the position thereof shown in Fig. 9 to the position thereof shown in Fig. 4, during which movement of these arms roller 54 is in its innermostposition with respect thereto to cause downward movement of valve 31at the retarded rate and at the lesser velocities, thereby completing the cycle.'

In Fig. 1 piston 17 is beginning its upward exhaust stroke and the single sleeve valve 31 is beginning to move with an accelerated movement and is'in position to partly pen exhaust port 25. The cylinder 14 is about to explode and the piston 18 operating therein about to move downwardly on its power stroke, the sleeve valve 32 moving downwardly with a retarded movement and closing both the intake port 26 and the exhaust port 27. The piston 19 operating in cylinder 15 is about to begin its intake stroke, the single sleeve valve 38 moving upwardly with an acceleratec movement and about to open the intake port 28. The piston 20, operating in cylinder 16, is about to begin its compression stroke, the sleeve valve 34 beginning to move with a retarded movement in a downward direction as shown by the arrow and about to close intake port 28.

From the foregoing it will be seen that the improved valve-actuating mechanism pro Vides for alternating retarded and accelerated rotary movement of the valve-operating shaft 35, the latter being rotated at an accelerated rate and at the greater velocities during movement of valve 31 to open and close the exhaust and intake ports, while the shaft is rotated at a retarded rate and at the minimum velocities when the valve is in position to close both ports. The

valves

32, 33 and 34 and the operating shafts therefor also operate in like manner, as explained, with the same relative movements. By means of the present construction, therefore, a single sleeve is made to operatewith the same efficiency as the double sleeves heretofore as regards the rapidity of opening and closing of the ports, the single sleeve having the advantage overthe double sleeves, however, in that it offers a substantially less amount of resistance to movement than the latter. It will further be seen that in the improved valve-operating mechanism the crank arm 42 is in its respective dead center positions when the exhaust and intake ports are fully opened, this arrangement providing for a maximum area of port opening during the exhaust and intake strokes of the 1 iston.

It will further be seen that the worm shaft 48 is common to the valve-operating shafts, and that the mechanism or means of which it is a part and which provides a driving connection between

shafts

30 and 35, is carried and supported by the cover plate 49, and that upon removal of bolts 50 and chain 62 plate 49 and the connecting means or unit carried thereby may be readily removed for adjustment or for other purposes.

The junk-head 68 may be of any suitable construction and screwed into place as shown in Figs. 1 and 2, a suitable gasket 69 being interposed between this head and the cylinder top piece 70 to provide a water tight fit at this point, the top piece T0 being secured in place by the bolts 71. As shown in Fig. 8, the threads on the junk-head may be omitted to permit the same to be slipped into place and a washer 72 interposed between the junkhead and the cylinder top piece 78 to cover the joint at 74 corresponding to the thread joint in Figs. 1 and 2.

In the modified construction shown in Figs. 1 0 and 11, beveled gears 75 are substituted for the worm gear 51 and the other similar worm gr s referred to, and similar beveled gears 76 arranged in mesh with gears 75 and fixed on a shaft 77 corresponding to the worm shaft 48 and journaled in the cover plate 79, spaced iarallel arms 82 similar in construction and arrangement to arms 53 being fixed with gears 75 on pins 80 ournaled in a wall or partition 81 cast integrally with plate 79 and corresponding to

pins

53', 63, 64 and 65 in Fig. 1. In other respects, the construction in Figs. 10 and 11 is identical to that shown in Figs. 1 and 2, shaft 77 being driven from and synchronized with the crank shaft through a chain and pair of gears such as the chain 62 and gears 60 and 61 in Fig. 2.

One embodiment of the invention has been shown and described but of course various changes may be made such as in the size, shape and arrangement of the parts without departing from the spirit of the invention or the scope of the claims.

The invention claimed is:

1. The combination with the crank shaft and valve-operating shaft of an internal comating shaft through one complete revolution and to cause the rate of such movement to vary between predetermined limits during said revolution of the valve-operating shaft;

3. The combination with the crank shaft and valve-operating shaft of an internal combustion ("a gine, of a third shaft, means providing a driving connection between the crank shaft and said third shaft for causing rotation of the latter at a substantially uniform rate, and means providing a driving connection between the third shaft and said valve-operating shaft for imparting to the latter alternating retarded and accelerated rotary movements.

4. The combination with the crank shaft and valve-operating shaft of an internal combustion engine, of a crank fixed on the valve-operating shaft, a member supported for rotation about a relatively fixed axis eccentric and parallel to the axis of rotation of the valve-operating shaft, means for imparting rotary movement to said member, and means fixed for movement with said member and engaging said crank to drive the valve-operating shaft upon said movement of said member.

5. In an internal combustion engine having a valve-operating shaft, a crank fixed on I said shaft and provided at its end with a pin extending laterally therefrom, a gear supported for rotation about a relatively fixed axis eccentric and parallel to the axis of rotation of said shaft, means providing a driving connection between said gear andshaft and including an arm fixed for rotation with said gear and for coaction with said pin, and means for rotating said gear.

6. In an internal combustion engine having a valve-operating shaft, a crank fixed on said shaft and provided at its end with a pin extending laterally therefrom, a gear supported for rotation about a relatively fixed axis eccentric and parallel to the axis of rotation of said shaft, means providing a driving connection between said gear and shaft and including a pair of spaced arms fixed for rotation with said gear and receiving and coacting with said pin, and means for rotating said gear.

7. In an internal combustion engine including a crank case having a cover plate and a crank shaft and valve-operating shaft journaled in said crank case, means carried by said plate and providing a driving connection between said shafts.

8. In an internal combustion engine including a crank case having a cover plate, and a crank shaft and valve-operating sh aft ournaled in said crank case, means carried by said plate and providing a driving connection between said shafts, said means including a gear supported for rotation about an axis eccentric and parallel to the axis of rotation of the valve-operating shaft, a shaft journaled in said plate and connected to the crank shaft, and a gear fixed on said last-named shaft and meshing with said first-named gear.

9. In an internal combustion engine including a crank case having a cover plate, and a crank shaft and valve-operating shaft journaled in said crank case, a gear carried by said plate for rotation about an axis eccentric movement about its own longitudinal axis.-

11. In an internal combustion engine of the sleeve-valve type, the combinationwith the valve and operating rod therefor, of a bolt connecting'sa-id rod to said valve, and a relatively fixed bracket engaging the head of said bolt to prevent rotary movement of said valve about its longitudinal'axis while permitting of operative reciprocator 1 move ment of said bolt with said valve.

1 An internal combustion engine having a single sleeve valve for each cylinder, an operating shaft for each sleeve valve, each shaft having crank pins at itsends, a connecting rod between one crank pin and each sleeve valve, and a gear wheel for each operating shaft, each gear wheel being driven at a uniform rate and in synchronism with the engine and having spaced arms receiving the other crank pin of the associated shaft, whereiy the shaft is driven with alternate accelerated and retarded motion to provide for rapid opening and closing of the valve and also for slowvalve movements during the compression and explosion strokes, the connecting rod and crank p n of each valve being on dead center when the valve is open for intake and exhaust thereby permitting the valve to remain momentarily stationary at such times.

13. An internal combustion engine having a single sleeve valve for each cylinder, an operating shaft for each sleeve valve, a driving connection between each operating shaft and its valve, a crank pin on each operating shaft, a rotatable element driven ata uniform rate and in synchronism with the'engine, and means rotating with said rotatable element and having a sliding driving connection with the crank pin whereby the crank pin is driven at different distances from the center of rotation of the rotatable element during different phases of its motion so as to drive the operating shaft and consequently the valve with alternate accelerated and retarded motion.

14;. An internal combustion engine having a single sleeve valve provided with angularly and axially spaced intake and exhaust ports adapted for coaction with corresponding ports of its cylinder an operating shaft for each sleeve valve, a driving connection between each shaft and its valve, a rotatable i 10 element driven in synchronism with the enl gine and at a uniform rate, a crank pin on said shaft and a radial guide carried by the rotatable element and receiving the crank pin for imparting alternate accelerated and retarded movements to the shaft and consequently to the valve.

15. In an internal combustion engine of the type having a plurality of cylinders and a common crank shaft for the cylinders having connecting rod bearings thereon, the

combination of a fixed main bearing interposed between two of said connecting rod bearings of the crank shaft, a valve operating shaft extending transversely of the axis 5 of the crank shaft and a bearing for the valve operating shaft mounted on said main bearing.

In wltness whereof, I hereto afiix my s1gnature.

GARFIELD sroennw