US1732911A - Valve mechanism for internal-combustion engines - Google Patents

Description

R. RAGAN Oct. 22, 1929.

VALVE MECHANISM 4FOR INTERNAL COMBUSTION AENGINES Filed Aug. 5, 1924 3 Sheets-Sheet ll l l Qwwntoz Malaya/w,

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VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 5, 1924 3 Sheets-Sheet 2 3 Sheets-Sheet 3 0 www 6 R. RAGAN Filed Augg, 1924 VALVE MECHANISM FOR INTERNAL COMBUSTON` NGINES Oct. 22, 19.29.`

atlfozmg Patented Get. 22, i929 illlE STATES ATENT OFFICE RALPH RAGAN, 0F ATLANTA, GEORGIA Application filed August 5, 1924. Serial No. 730,317.

llhis invention is an improvement in valve mechanisms, ot the oscillating type, and one ot then principal objects ther-eet is to materially increase the etiiciency ot the motor, by arranging the inlet and exhaust ports tor each cylinder, and the single ported valve which controls them, substantially in alignment with the axis of the cylinder, so `that on the suction stroke no retardation ot the combustible mixture will be experienced by appreciable changes in direction oi the incom ing gases or obstruction ot its passage, and, on the other hand, on the exhaust stroke, thorough scavengin,5wT et the cylinder will be attained iler the like reason that no material change in direction, and no obstruction ot the path, ot the exploded gases will be necessitated.

Another object of the invention is to improve the etliciency of the motor by utilizing` the valve bore or chamber as the combustion chamber ot the cylinder, and by allowing the use of inlet and exhaust ports et much larger area than ordinarily, and 'further by so shaping the valve that the rate el' combustion ot the compressed gases, on the working strolre, is increased.

t further object et the invention is to provide an oscillatino valve in which the presupon the valve, tending to seat and to unseat it are equalized, so that the work required to operate the valve remains constantly the same, irrespective oi the load on the motor so iar as the pressure is concerned, so that no more power will be required, as concerns the pressures, to actuate the alve when the engine is under heavy load, than when it is running idle.

A further object of the invention is to provide an oscillating1 valve structure in which the wear between the valve parts and their seats is automatically taken up, and in which the expansion and contraction et the parts due toA temperature changes is automatically compensated for.

A further object ot the invention is to provide an improved means for actuating` the valve.

lVith these and other objects in view, which will become more apparent as the description proceeds, the invention resides in the construction, combination and arrangen'ient of parts, hereinafter more fully described and clain'ied, and illustrated in the accompanying drawings, in which like characters of reference indicate like parts throughout the several ligures, and in which Fig. 1 represents a vertical transverse sectional view taken through one cylinder et a multiple cylinder engine equipped with valves and associated parts, constructed according to my invention.

Fig. 2 represents a sectional view at right angles to Fig. l, taken on the line 2 2 thereof.

Fig. 3 represents a horizontal sectional view on the line 3 3 et Fig. l.

Fig. l represents a view taken on the :line L -lc of Fig. l showing` a portion ot the upper face of the cylinder block, the valve being removed, and illust-rating the contiguration of the valve seat.

Fig. 5 :epresents a plan view oi the upper halt of the valve. l

Referring` more particularly to the drawing the cylinder block ot' the engine, which may be of the usual four-cycle type usually used in automobiles, is indicated at 5, the cylinder walls being indicated at 6, and at 7 is indicated the space tor the water circulation around the cylinders, as is usual.

The cylinder head of the engine, which is likewise provided with water circulation spaces 7', is indicated generally at 8, such head beine removably secured to the block by means oit studs 9.

On one side ot the cylinder bleek is an integral supportingl shelt or base 10 en which the bearings 1l tor the cam shaft l2 are mounted. The cylinder head has a lateral extension 13, which together with the shelf, over which it is located, forms a housing for the cam shaft and the associated mechanism for operating the valves. The shelf or base 10, is in eflect a widened portion of a flange 14, which encircles. the cylinder block in a horizontal plane, and upon which the cylinder head rests throughout its lower perimeter. Thus the cylinder head, acts as a complete housing for the valves, to be hereinafter described, and the valve operating mechanism, it being understood that a tight joint is maintained between the cylinder head and the flange, so that the oil for lubricating the various parts, as. will become more apparent hereinafter, will be maintained against escape. Further this structure is advantageous in that when the cylinder head is removed the valves, cam shaft, and associated parts are fully exposed and accessible for removal, adjustmentor repair. Hard metallic spacing washers il, surrounding the studs 9, or equivalent means, are used to accurately space the cylinder head with respect to the cylinder block, a compressible gasket 3 being positioned between these parts as is usual.

The inletport 15, and the exhaust port 16 lfor each cylinder, is formed in the cylinder head above the cylinder, and intermediate these ports is provided a threaded opening 17 for the reception of the spark plug 18.

Above the cylinder head on opposite sides of the medial line of the motor are arranged the intake and exhaust manifolds 19 and 20,'

respectively, as clearly indicated in F 1.

The inner ends of the inlet and exhaust ports 15 and 16 are arranged substantially close together, and these ports depart only at a small angle with the axis of the cylinder.

The valve, indicated generally at 21, is interposed between the cylinder head and the cylinder block in 'alignment with the cylinder, and hence it will be observed from this structure, that the combustible gases en the intake stroke, and the burned gases on the exhaust stroke, have a clear and free passage, without material change in direction, into and out of the cylinder, hence tending towards an increased eliiciency of the motor by reason of the drawing of a full charge on the intake stroke and a complete scavenging of the cylinder on the exhaust stroke. This by reason of the fact that the paths traversed by the incoming and the outgoing gases are substantially in alignment with the axis of the cylinf der, are free of any material changes in direction, and are perfectly unobstructed.

The single oscillating valve, for each cylinder, which controls the inlet and the exhaust port thereof, includes a lower half 22, and an upper half 23. The lower half has a bearing seat 26 in the cylinder block immediately above the cylinder, and centered with respect to the axis thereof, and the upper half has a similarly situated bearing seat in the lower side of the cylinder head. The lower half of the valve has a cylindrical body portion 24, and a base or bearing portion 25 which at any horizontal section is rectangular in outline. In vertical section transversely of the cylinder block the bearing 25 is semicircular in shape, being struck from the point 0, about which the valve oscillates, and the valve seat 26 in the cylinder block, similarly struck from the point O, receives the bearing 25 at the lower end of the valve. It will be observed that the shoulders 27 at the ends, longitudinally of the cylinder block, of the valve seat 26, confines the valve to a pure oscillatory movement, and prevents any twisting of the valve in its seat.

Longitudinally of the motor the cylindrical portion 24 of the lower half of the valve is provided with diametrically opposed lugs 23 which are engaged by the bearings Q9 of a yoke 30, actuated, as will be hereinafter described, froin the cam shaft, for oscillating the valve.

The upper half 23 of the valve has a cylindrical portion 31, which is slidably received in the cylindrical portion Q4 of the lower valve half, and is provided with rings 32 for maintaining a gas tight joint between the valve halves.

T he valve, as shown is provided with a bore or chamber extending therethrough which forms the combustion chamber for the cylinder and the area of the cylindrical opening in the lower portion of the upper valve half, is equal to the area of the opening 33 in the head of the cylinder, and likewise is equal to the area of the opening or port 3l at the upper end of the valve half. As indicated in Fig. 5 the opening or port at the upper end of the valve is oblong in shape, being longer longitudinally of the cylinder block than transversely thereof, and this opening correspoiuls in area with the opening of each of the inlet and exhaust ports 15 and 1G, respectively. Further the area of the ports is much larger than that used in ordinary construction.

Transversely of the valve the inner walls 35 of the upper valve half iiare inwardly and upwardly toward the valve opening 34, from the cylindrical opening in the center of the valve, and the walls .36 longitudinally of the, valve flare upwardly and outwardly to the valve opening- 34 from the cylindrical opening at the center of the valve. The a ngles at which the walls 35 and 3G are disposed, and the areas of these respective walls, are so designed that the pressures which, acting upon the walls 36 tend to unseat the upper hal l of the valve, and acting upon the walls 35 tend to seat the upper end of the valve, are equalized, so that irrespective of whether the engine, is idle, or whether it is under load, the power necessary to operate the valve remains constant in so far as the pressure is concerned.

It will be noted that the combustion chainber is substantially in the shape of a cylinder situated centrally over the piston, and of a smaller cross-sectional area than the cylinder proper, and that the upper portion -of this combustion chamber flares outwardly on opposite sides and inwardly on the other two sides. The result of this construction is that on ignition, eddies and disturbances in the propagation of combustion takes place so that maximum combustion of the compressed gases is effected. Further the velocity of combustion is materially increased over that in the ordinary construction, wherein the diameter of the combustion chamber equals or is greater than the diameter of the cylinder. rlhis rapidity of combustion effects a much quicker' action on the head of the piston. Further the direction of combustion is centralized and immediately over the piston. It is also to be observed that the exhaust gases in passing through the valve raise the temperature of the body portion thereof to a high degree. The parts of the valve in contact with and adjacent to the valve bearings, however, are kept suciently cool by reason of the water-cooled valve seats. This high heating of the body portion of the valve is advantageous in that on the intake stroke the gases are raised in temperature and are more highly volatilized, so that at the end of the compression stroke the charge is in a highly heated state. Moreover, the incoming gases in taking heat from the valve body keeps the temperature thereof within safe limits.

llhe locationof the spark plug opening or pocket adjacent to the inlet port, effects a cleaning or clearing action of the pocket by reason of the fact that on the beginning of opening of the inlet port, the inrushing gases in attempting to occupy the partial vacuum rush and swirl through this pocket and carry away any deposits which may have been left therein at the end of the exhaust stroke.

From Fig. l it will be observed that the bearing 87 for the upper half of the valve is struck with a greater radius and from the same center that the bearing and seat for the lower valve half are struck, and that the set 38 for the upper valve half, on the under-face of the cylinder head, is similarly struck from the same center, and with a radius equal to the radius of the upper valve bearing. The bearing of the upper valve half is extended transversely of the engine to provide the skirts 39 for closing both the inlet and exhaust ports when thevalve is in compression and firing position. The extent of the skirts is such that when the valve is in intake position the exhaust port is closed, and on the other hand when the valve is in exhaust position the intake port is closed. rlhe skirts are reinforced by integral webs which connect them with the body portion of the upper valve half. i

The sliding contact between the upper and lower valve halves and the clearance 2 between them allows relative movement .of these portions to compensate for expansion and contraction due to temperature changes, and also allows for the valve halves to constantly 'follow their seats as wear takes place, and

lower valve halves against their seats, and

automatically takes up any wear which may occur between the valve halves and their seats, and also maintains a sealed contact between the moving valve bearings and their seats.

The metal of the upper valve seat 38, located between the inlet and exhaust ports 15 and 16 respectively, and. corresponding in ar'ea to the valve port 34, is cut away slightly as at 43, so that no replacement of oil on this portion will be necessary. Otherwise, when the valve is in firing position the oil on the portion of the seat exposed through the valve port would be constantly burned away and hence require constant replenishment. Further, due to this construction, no part of the seat, against which the upper valve bearing moves, will be subjected to corrosion or carbon deposits, it being observed that the cut away portion 43 is of sufficient depth that pitting or corrosion, or carbon deposits on it, can take place to great extent, without danger of the valve bearing coming in contact therewith in the oscillating movements of the valve. rlhe cut away portion also reduces the surface contact of the valve and hence reduces friction. It is against this portion of the cylinder head that the force of the explosion comes.

Each of the yokes 30, for operating the engine valves, heretofore referred to, at the outer end of its arm 44,`is pivoted as at 45 to a slide, indicated generally at 46, which slide is reciprocated through the operation of the cam shaft, for oscillating the valve. The slide includes a base portion 47 on which uprights 48 and 49, on opposite sides of the cam shaft, are carried, the uprights being connected together at their upper ends as at 50 and 51 respectively. The uprights 48 are provided with the straps 52 which at their adjacent ends are provided with ears or lugs 53 between which the outer end of the yoke arm 44 is pivoted by the pin 45. The uprights 48 are provided with aligned bosses 54 in which a shaft 55 is carried. On this shaft in alignment transversely with the axis of the valve is a cam follower in the form of a roller 56. This roller cooperates with a cam 57, carried by the cam shaft 12, Vfor moving the valve in one direction. A shaft 58 is similarly carried in the uprights 49 on the opposite sides of the cam shaft, and on this shaft 58 are mounted a.l pair of cam followers 59 intheform of rollers. These followers cooperate with reversed curve cams 60, which flank the cam 57, for actuating the valve in the opposite direction.

The configurations of the cams 57 `and 60 yare such that when the valve has moved to compression position it remains stationary during the compression and firing strokes. The cams are lso cut and positioned on the shaft, that the portions of the cam or cams which vrnove the valve in one direction are set opposite the portions of the cam or cams which move the valve in the opposite direction, the rollers, during the compression and working strokes riding on the portions of the cam surfaces which are concentric with the cam shaft, hence keepingrthe valve stationary during these strokes.

i Between the straps 50 and 51, which connect the respective uprights 48 and 49 at their upper ends, is mounted an adjustingstud 6l, such stud passing through bosses carried 'on the straps, and a sleeve or sleeves G2 encircles this stud and is clamped between the Vbosses -on the straps 50 and 5l. To take upwear between the cams and the followers Y. rllhe slide reciprocates on the guide bars 63, which pass through bearings 64 mounted in bosses onthe base 47 of the slide, and are threaded into bosses on the cylinder block as at 65. The outer ends ofthe bars or rods 63 are supported kby the centering pins G5y carried in the side wall ofthe cylinder head and equipped with lock nuts 66.

Freni the foregoing it will be observed thatthe slides are conlinedtoreciprocating motion transversely of the engine and that the action of the camsin oscillating the valves -is positive in both directions, there being no play between the camsand their followers. This insures of a silent operation of the valves, as well as a positive operation of them in' both'directions. Furthermore by the use of a central and a pair of flanking cams, together with the central and the spaced cam followers, the thrust in bot-h directions is in the same straight line transversely of the motor, and any tendency of the slide to cock in one direction or the other is eliminated.

For lubricating the cam shaft and its associated parts, oil under pressure may be introduced through the line leading through the cam shaft bearings, indicated generally Y at G7. rlhis line communicating with a bore 68 in the cam shaft, and thence through ducts 69 to the surface of the cams, being thrown olf and sprayed in all directions by the centrifugal action due to the rotation of the cam shaft, as well as to the pressure supplied by an oil pump (not shown). The interior of the housing, will thus of course be con stantly filled with the oil spray, and oil will collect in the oil channel 68 (see Fig. 2) which is provided longitudinally of the cylinder block at the top thereof. The lower portions of the valves, being in alignment with this oil channel, will thus be constantly bathed in oil. The supply of oil being constant, the channel of course will overflow, the excess oil finding its way back to the oil sump to be recirculated in the usual way, so that the supply ofK oil for the lower valve bearings is in circulation.

Due to the constant particles of oil sprayed and thrown off by the moving parts, the bearing surface of the upper valve skirt, on the side toward the cam shaft, and to some extent on the opposite side also, is kept bathed in oil during the oscillation of the valve.

For additionally insuring a supply of oil to the side of the upper valve bearing, away from the cam shaft, a pressure line, indicated generally at 70 connects as at 7l with an oil line 72 on the inside of the cylinder head and running longitudinally thereof and near the valves. As the valve skirts on the side adjacent the oil line 72 reciprocates past this oil line, oil under pressure passing through ducts 73 in the oil line spray upon this side of the valve bearings. It will be noted that the position in the oil line 72 is such that the skirts of the valves in moving to intake position pass into alignment with the ducts 73 and hence receive the oil spray on their bearing faces. In moving away from the intake position, the skirts move upwardly beyond the ducts 73, and the oil issuing therefrom is sprayed towards the lower valve bearings, acting as an additional source of oil supply for these bearings.

I have found that an engine constructed according to my invention is capable of being operated at high compression pressures, and at the same time is free from danger of detonation, and hence the power and eflieiency of the engine is very high.

The foregoing description has been given for purposes of illustration only, and no limitations should be deduced therefrom, but the appended claims should be construed as broadly as possible in view of the prior art. And I do not intend to be limited by the use of the valve and operating mechanism in the particular engine shown, but intend to'apply it to all engines susceptible of the advantages of its use.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is,-

l. In an internal combustion engine, op-

posed arcuate valve seats having a single center of curvature and having radii ot ditiierent lengths, one of said seats having a single port communicating with the cylinder and the other having two spaced ports, and a valve oscillating around the single center of curvature of the two valve `seats and hav ing opposed bearings resting against said seats, said valve having a bore in constant registration with the single port and adapted to be placed in registration with either of the spaced ports or to be closed by the 1naterial therebetween.

2. In an internal combustion engine, the combination of a cylinder having a single port, a removable cylinder head provided with intake and exhaust ports in substantial alignment with the cylinder port, opposed arcuate bearing seats in the cylinder and cylinder head struck with different radii from a single center, and a valve oscillating around the center of curvaturel of the valve seats and having opposed bearings seating against said seats, said valve being provided with a bore in constant registration with the cylinder port and adapted to be placed in registration with either the intake or exhaust ports or to be closed by the material therebetween, and means for oscillating the valve.

3. In an internal combustion engine, the combination of acylinder having a single port, a cylinder head provided with intake and exhaust ports in substantial alignment with the axis of the cylinder, an oscillating valve having a bore in constant registration with the cylinder port and adapted to be placed in registration with either the intake or exhaust ports, said valve being interposed between and bearing against the cylinder and its head and having a center ot oscillation unequidistant from itsJends and means tor oscillating the valve.

ll. In an internal combustion engine, the combination of a cylinder having a single port, a cylinder head provided with intake and exhaust ports, an oscillating valve having a bore in constant registration with the cylinder port and j forming the combustion chamber of the cylinder and adapted to be placed in registration with either the intake or exhaust ports, said valve having upper and lower sections movable with respect to cach other interposed between and bearing against the cylinder and the cylinder head and having a center of oscillation uneqnidistant from its ends and means 'for oscillating the valve.

5. In an internal combustion engine, the combination ol a cylinder', a cylinder head, there being a space between the cylinder and cylinder head subject to oil spray, an oscillating valve interposed between and bearing against the cylinderl and cylinder head and having upper and lower sections movable with respect to each other, and `resilient means on the outside of the valve and subject to the temperature of said space and tending to separate the valve sections.

6. In an internal combustion engine, the combination of a cylinder, a cylinder head, an oscillating valve having seats of dillerent radii ot' curvature and having upper and lower sections movable with respect to each other and provided with a bore forming the combustion chamber oiithe cylinder, interposed between and bearing against the cylinder and cylinder head, and means tor operating the valve.

7. In an internal combustion engine, the combination of a Cylinder, a cylinder head, there being a space between the cylinder and cylinder head subject to oil spray, an oscillating valve interposed between the cylinder and cylinder head and having' sections movable with respect to each other, and a ring like spring means on the outside ot the valve and subject to the temperature of said space interposed between the sections and tending to separate them.

8. In an internal combustion engine, opposed arcuate valve seats, one of which has a singleport and the other of which has two ports, and a valve interposed between the seats and having a center of oscillation un.- equidistant from such seats, said valve having a bore one end of which is in constant communication with the single port in one valve seat, and the other end of which is formed into an elongated port adapted to be placed alternately in communication with each o'll the two ports in the other valve seat.

9. In an internal combustion engine, a cylinder having an arcuate valve seat in the end thereof provided with a single port, a cylinder head having an opposed arcuate valve seat provided with two ports, an ignition device in the' cylinder head between the two ports, and an oscillating valve interposed between the seats and having a bore one end of which is in constant communication with the single port and the other end of which is adapted to be placed alternately in communication with either of the two ports, such bore when in intermediate position being in registration with the ignition device.

l0. In an internal combustion engine, a cylinder having a port, a cylinder' head having a plurality of ports, an oscillating valve interposed between the cylinder and cylinder head and having a bore in constant communication with the port in the cylinder and adapted to be placed in registration with eitherI of the plurality of ports in the cylinder head, and an ignition device with which the bore is in registration when out of registration with either of the plurality of ports in the cylinder head.

11. In an internal combustion engine, a cylinder, an oscillating valve having a bore centralized. with respect to the cylinder and of smaller cross sectional area than said cylin- Y der, said bore constantly communicating with the cylinder, inlet and outlet ports in communication with which the bore of the valveis adapted to be alternately placed, and

an ignition device from which communication to the cylinder is established only by the bore of the valve.

12. In an internal combustion engine, a cylinder, a valve for establishing both intake and exhaust means for the cylinder, said tional area than said cylinder, means for igniting the charge in the cylinder through the bore of the valve, said bore adjacent the ignition means being of different cross sectional configuration than the remainder of the bore.

14. In an internal combustion engine, a cylinder head having an arcuate valve seat provided-with spaced ports, an oscillating valve having a bearing seated against said seat and Y provided with a port adapted to be alternately placed'in communication with said spacedY ports, the valve 'seat between the' spaced ports, corresponding in area substantially with the area of the valve port being cut away.

15. In an internal combustion engine, opposed arcuate valve seats of different radii of curvature, a valve interposed between the seats and oscillating around the center of curvature thereof, a slide confined to a recipfrocating movement, articulated connecting means between the slide and the valve at a point offset from the center of oscillation of the valve, and cam means for positively mov- Aing the slide in both directions.

16. In an internal combustion engine, opposed arcuatevalve seats, a valve interposed between the seats and oscillating around the center of curvature thereof, a slide conlined to a reciprocating movement, a yoke operated by the slide and pivotally connected to the valve at a point offset from the center of oscillation of the valve, vcam means for positively vmoving `the slide in both direct-ions, and

to the cam means. Y

17.-In`an internal combustion engine, opposed water-cooled arcuate valve seats, an oscillating valve having bearing surfaces in means for adjusting the slide with respect constant `contact with'said seats and cooled thereby, said valve having a body portion uncooled save by conduction, said valve providing both the exhaust and intake means for the engine cylinder, whereby the body portion of the valve will be highly heated by the exhaust gases, and the incoming gases will be heated in turn by said valve body.

18. In an internal combustion engine, opposed valve seats cooled by a circulating medium, an oscillating valve having sections movable with respect to each other and bearing at its ends against said valve seats and being cooled at its ends thereby, said valve having a body portion uncooled save by conduction, said valve providing both the exhaust and intake means for the engine cylinder, whereby the body portion of the valve will be highly heated by the exhaust gases, and the incoming gases will be in turn heated by said valve body.

19. An oscillating valve for internal combustion engines comprising a plurality of parts slidable with respect to each other one of such parts having outwardly fiared walls, packing means maintaining a gas-tight joint between the valve parts, and a resilient ring surrounding one of the parts and bearing against the flared walls thereof and abutting an end of the other part.

20. In an internal combustion engine, opposed valve seats in the cylinder and cylinder head, an oscillating valve interposed between and bearing against said seats. the interior of the valve having surfaces inclined in opposite directions and so proportioned that pressures tending to unseat the valve in either direction are counterbalanced by pressures tending to seat the valve in that direction.

21. In an internal combustion engine, opposed valve seats, a valve interposed between the seats and subjected to the compression developed in the engine cylinder, said valve being provided with surfaces subjected to the pressure and tending to seat the valve in one direct-ion, said valve having other surfaces subjected to the pressure and tending to seat the valve in a like degree in an opposite direction.

22. In an internal combustion engine, the combination with a cylinder and piston, ot a valve casing having intake and exhaust ports and a port open to said cylinder, a valve mounted for oscillation in said casing and having a passage therethrough forming a part of the combustion space of' the cylinder, said passage being connected continuously to said cylinder port, during intake, compression, power and exhaust strokes ol said piston.

23. In an internal combustion engine, the combination with a cylinder of a communicating valve casing having intake, ignition, and exhaust ports, of an oscillatable valve journaled in said casing and provided with a single passage for establishing communication successively between the intake port and cylinder, the ignition port and cylindei1 and the Cylinder' and exhaust port.

24. In an internal combustion engine, the combination With a Cylindei1 of a communi eating valve easing having intake, ignition, and exhaust ports, of an osoillatable valve joui'naled in said casing and provided With a single passage for establishing communication successively between the intake port and cylinder, the ignition port and cylinder` and the cylinder and exhaust port, said passage in said valve being shaped to conform to onehalf oithe length of a venturi.

In testimony whereof I hereunto aiiix my sign ature.

RALPH RAGAN.

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