US1865493A - Internal combustion engine - Google Patents

Description

y 5, 1932- J. E. WHITFIELD 1,865,493

INTERNAL COMBUSTION ENGINE Filed July 24. 1929 I 5 Sheets-Sheet 1 r k l NVEbfTOR I y 1932- J. E. WHITFIELD 1,365,493

INTERNAL COMBUSTION ENGINE Filed July 24, 1929 5 Sheets-Sheet 2 INVENTOR July 5, 1932. J. E. WHITFIELD 1,365,493

INTERNAL COMBUSTION ENGINE Filed July 24, 1929 5 Sheets-Sheet 5 4 301 I cl 0 J L. 30 INVENTOR J y 1932- J. E. WHITFIELD 1,865,493

INTERNAL COMBUSTION ENGINE Filed July 24, 1929 5 Sheets-Sheet 4 INVENTOR July 5, 1932- J. E. WHITFIELD INTERNAL COMBUSTI'ON ENGINE Filed July 24, 1929 5 Sheets-Sheet 5 Patented July 5, 1932 l'lED STATES JOSEPH E. WHITFIELD, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WHITFIELD- JOHNSON MOTOR COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OF DELAWARE INTERNAL COMBUSTION ENGINE Application filed July 24, 1929. Serial No. 380,516.

My invention relates to internal combustion engines of the type wherein the cylinder, or each of the cylinders, is provided with a single-sleeve valve whose movements control the opening and closing of the fuelinlet and exhaust ports of the cylinder, and within which sleeve valve the piston works, the sleeve valve having half the speed of movement of the crank shaft.

The objects which I have in view are, inter alia, as follows The reduction of the working parts and the weight of the engine so as to minimize the dead load. This is important in the case of all mobile internal combustion engines and especially so in the case of those used in aeroplane and airship practice.

The reduction to a minimum of the relative movement between the sleeve valve and the parts in sliding contact therewith, thus reducing friction and wear and simplifying lubrication.

The substantial elimination of rotary or turning movement of the sleeve valve during the periods of greatest pressure between the sleeve valve and the cylinder wall, thus reducing friction and wear and also the absorption of power.

To obviate the troubles incident to the use of poppet valves and their drive mechanism.

To enable the use of higher compression and thus increase the power.

To obtain maximum engine life and re duce servicing.

To provide a combustion chamber which is more nearly leak-proof and which will longer maintain such property.

To reduce carbon troubles.

In general to produce an internal combustion engine of improved mechanical construction and having superior efliciency.

Other objects in view will appear from the following description.

In my improved internal combustion en gine the sleeve valve is given both an oscillatory motion and a longitudinal reciprocating motion by means of an eccentric rotat ably mounted on the crank shaft of the engin-e and driven therefrom at half the speed of the crank shaft. 1 V

I am thus enabled to reduce the number of moving parts, reducing the engine weight per horse power to a minimum. In the case of an'engine provided with a pluralityof cylinders arranged radially of the crank case, I am able to connect up the piston rods of a plurality of the cylinders to the same crank of the main shaft and operatethem from a single eccentric.

In the accompanying drawings wherein I have illustrated practical embodiments of the principlesof my invention, Fig. l is an elevalves and the eccentric and the connections therebetweenfthe view being taken looking from the left in Fig. 2. 1

Fig. 4 is a detail of the driving connection of the sleeve valves.

Fig. 5 is a graphic View showing the path of movement of a sleeve valve during a cycle of such movement.

Fig. 6 is a View similar to Fig. 2 but show ing an internal combustion engine having two series of radially disposed cylinders.

Fig. 7 is a side elevation showing the arrangement of the cylinders and the connections between their sleeve valves and pistons with the eccentrics and the crank shaft re spectively.

Fig. 8 is a vertical section showing my invention applied to a cylinder of an internal combustion engine of the vertical cylinder t 3e.

Fig. 9 is a detail view, looking from the left in Fig. 8, and showing the eccentric which drives the sleeve valve and its connection to the crank shaft and the sleeve valve.

Fig. 10 is a top plan view partially in sec-- tion along the line 1010 in Fig. 9.

Referring first to Figs. 1 to 5, inclusive, 1 represents the circular crank case which is preferably provided with a removable end 2.

! terbalances 5.

The cylinders 6a, 6b and 60, which are shown as three in number, are "disposed in equally spaced relation radially of the-crank shaft and secured to the latter by bolts.

The cylinders are provided with fuel inlet ports 7 and exhaust ports 8. These ports are preferably arranged in pairs as illustrated in the case of the exhaust ports 8 in Fig. 1.

In each of the cylinders there is mounted for both oscillatory movement and longitudinal reciprocation a cylindrical sleeve valve 9 which is provided with fuel inlet ports 10 and exhaust ports 11 whichcorrespond to the ports in the cylinder and with which cylinder ports the sleeve valve ports are periodically brought into and out of registration by the movement of the sleeve valve.

The cylinders are provided with removable heads of the reentrant type shown at 12, which heads form with the cylinder walls annular chambers 13 in which the outer ends of the sleeve valves work, thus maintaining a constant seal for the outer ends of the sleeve valves against the escape of pressure or the products of fuel-combustion.

The cylinder heads are provided with one or more threaded holes 14 for the spark-plugs.

The cylinders are preferably exteriorly provided with circumferentially disposed fins 15 to expedite the radiation of heat for aircooling and the heads 12 are also provided with ribs 16 for the same purpose.

A cup-shaped shield 17 may be attached on the head to better direct the currents of air in contact with the ribs 16 and through the troughs between said ribs.

Working in each of the sleeve valves is a piston 18 which is coupled to the crank 4 of the shaft 3 by means of a piston rod 19.

I show a novel form of connection of the plurality of piston rods to the crank.

Thus the crank shaft is made in two parts and one of the piston rods, that of the cylinder 6a, is provided with a cylindrical hub 20 which is rotatably mounted on the crank 4, and said hub is provided with a central annular rib 21.

The inner ends of the other piston rods are provided with hubs 22 which nest on and rock on the hub 20 on either side of the rib 21, the corresponding piston rods having their inner end portions slightly offset to clear the piston rod connected to the hub 20.

Rotatably mounted on the shaft 3, and at one side of the crank 4,'is the eccentric member 23 provided at one side, the left in Fig. 2, with a circular concentric flange 24 which is provided with an internal ring gear 25 concentric with the shaft 3.

A pinion 26 is fixed on the shaft 3 within the gear 25 and is in mesh with a smaller pinion 27 mounted on the stub shaft 28 journaled in a socket bearing 29 in the adjacent end of the crank case. The pinion also meshes with the ring gear 25, and the ratio of the gear and the pinions is such that the eccentric 23 is rotated in the opposite direction from that of the shaft, that is clockwise in Fig. 1, but at half the speed of the shaft.

Eccentric straps, generally designated by the numeral 30, are mounted in nested relation on the perimetral surface of the eccentric 23. Thus the innermost strap 30a which encircles and rocks the eccentric, is connected to the sleeve valve of the cylinder 6a, while the straps 30b and 300, which encircle and rock on the strap 30a, are connected to the sleeve valves of the cylinders and 60, re spectively.

The connections may be of any type which will permit the corresponding sleeve valve to oscillate.

Thus I have shown the inner end flange 31 of the sleeve valve provided with a pair of spaced apart pierced lugs 32 whose inner ends are joined to the bridge plate 33. A block 34 is provided with a pair of trunnions which are ournaled in socket bearings in the flange 31 and the bridge plate 33. The block is also provided with a second pair of trunnions which are disposed at right angles to the first pair of trunnions.

he second mentioned trunnions are journaled in bearing holes in the yoke end of the arm which is rigid with and extends from the corresponding eccentric strap. These arms are generally designated by the numeral 35, the arms 350., 356 and 350, respectively, connecting the corresponding eccentric straps with the associated sleeve valves.

It is evidentthat as the eccentric 23 revolves the sleeve valves will be reciprocated in their respective cylinders.

To provide a limited rotary or turning movement of the sleeve valves in the cylinder I link the arms 35a, 35b and 350 to fixed points such as blocks 36 on the end wall of the crank case, the links 37 being pivotally connected at one end to such blocks and at their other ends to the respective arms.

A ball or other antifriction bearing 38 is interposed between the eccentric 23 and the innermost strap 30a.

The strap 30a is provided at one side with a flange 39 and at the other side with a detachable keeper plate 39a to hold the straps 30?) and 300 on the strap 30a.

It is thus evident that the sleeve valves will be periodically given a limited rotary tating counterclockwise, the order of firing the cylinders would be 6a, 6b, and 6c. The sleeve valve in the cylinder 6a is in position for the exhaust of the products of combustion, the exhaust ports being open and the piston being at its bottom center. The intake ports of the cylinder 60 are open for the admission of the fuel mixture and the piston is at about one third of its suction stroke moving from the cylinder head, In the case of 6b the sleeve valve is in position to close all of the ports and the piston has moved toward the cylinder head one third of its stroke to compress the charge.

The cycle of movement of a sleeve valve in the cylinder is illustrated in the graph,Fig. 5, the movement being in the direction of the arrows.

The exhaust ports 11 of the sleeve valve or before the sleeve valve has reached the center of its movement toward the crank shaft, and thereafter the sleeve valve is moving at its maximum speed in practically a straight line when the ports register, thus providing a quick opening.

The fuel inlet ports 10 of the sleeve valve pass out of registration with the ports 8 of the cylinder, and thus close, after the sleeve valve has passed the center of its movement toward the cylinder head, or at about the point 41 in Fig. 5. Thus the sleeve valve is moving at substantially its maximum speed when the inlet ports close and the firing'is arranged to take place as the sleeve valve approaches its innermost position, thus providing a complete seal.

Since the sleeve is at its extreme top at the time of explosion the ports in the sleeve are widely separated from the ports in the cylinder making leakage at this point almost impossible. As the piston moves toward the bottom on its power stroke the sleeve has moved about one third of its travel down at which point the exhaust ports move into registration. Since the sleeve is in the middle of its movement at this time quick registration of ports is assured. The ports are long and narrow, depending of course in dimensions on the amount of sleeve movement. The exhaust ports are moving endwise at the'time of opening and close by the side movement or oscillating movement of the sleeve and the intake ports can be so arranged to open at any predetermined time when the exhaust ports are closing by the further side motion of the sleeve while the intake ports are closed I by the endwise movement of the sleeve. Since all the side motion of the sleeve can be utilized in port area, maximum port area is provided with a minimum sleeve movement. A very important feature as effecting mechanical efiiciency, long life, minimum upkeep and sequent less vibration. By using multiple ports the sleeve movement can be further reduced.

It is noted that the curved ends of the ellipsoidal path are on a relatively short axis of the path and are quickly effected. During the greater portion of the longitudinal movements of the sleeve valve the latter moves in practically a straight line.

It is evident that in the case of the form illustrated in the figures above referred all great saving in parts and economy in size and weight is effected, thus reducing the weight per horse power to a minimum.

It is further evident that the engine is well balanced and thus substantially free from vibration.

Referring now to Figs. 6 and 7 I have illustrated the principles of the embodiment of the previous views applied to a radial type engine provided with a plurality of series of" radially disposed cylinders, specifically two sets comprising respectively the cylinders 6d, 66 and 6f in one series and 69, 6k and 62' in the second series.

In this instance the cylinders of each set are disposed in the same plane and the two series are disposed in parallel planes, with the cylinders of one series alternating with the cylinders of the spacing.

The crank shaft 3 is provided with a pair of opposed cranks 4a and 4b, the piston rods of the cylinders 6d, 66 and 6; being connected to the crank 4a while the piston rods of the cylinders 69, 6h and (ii are connected to the crank 46.

A double eccentric, which may comprise two oppositely disposed eccentrics 23a and 23?) connected to rotate in unison are rotatably mounted on the shaft 3 adjacent to the crank 46 and said eccentrics, are rotated at half the speed of the crank shaft and in the opposite direction by means of the pinion 26a fixed on the crank shaft and meshing with the pinion 27a mounted on the stub shaft 28a which last mentioned pinion meshes in turn with the internalring gear 25a of the eccentric.

The straps 30d, 30c and 30; which operate, the sleeve valves of the cylinders 60?, 6c and 6], respectively, are mounted on the eccentric 23a while the straps which operate the sleeve valves of the cylinders 69, 6k and 62', respectively, are mounted 011 the eccentric 23b. The firing order is 6d, 66, 69, 6h, 62' and 6f.

Referring nowto Figs. 8, 9 and 10 of the drawings, inclusive, the cylinder 67' extends upwardly from the crank case 1, and the pishigh speed with small inertia forces and conton 18 which works in the sleeve valve 9 is other series with uniform connected in the usual manner by its red 19 with the crank 4 of the shaft 3.

In this form an internal ring gear 42 is fixed relative to the crank case as by being pinned, as at 43, to the end wall of the case. This gear is concentric with the shaft. The eccentric 230 is rotatably mounted on the shaft 3 and is chambered to provide clearance for the pinion 26b fixed on the crank shaft and also for a small pinion 276 which is mounted on a shaft 44 journaled in bearing holes in the eccentric. The pinion 27b meshes with the pinion 26b and also with the stationary ring gear 42, so that the rotation of the shaft 3 causes the pinion 27b to revolve around the crank shaft carrying with it the eccentric 230, the ratio being such that the eccentric completes a revolution for two revolutions of the crank shaft and the eccentric rotating in the same direction as the crank shaft.

A strap 30 7' encircles the eccentric 23c and is provided with an arm 35 whose outer end is of yoke shape, as at 45, and has journaled therein the ends of a wrist pin 46 which is slidable in the diametric bore of a ball 47 rotatably held in a partible socket member 48 carried by the flange 31 of the sleeve valve 9. The arm 35 is connected to a fixed point at 36 by the link 37.

The details of this form of connection are more fully described in Letters Patent of the United States No. 1,845,734, issued February 16, 1932.

Antifriction bearings 49 are interposed between the eccentric and its strap.

It is evident that this modification applies the principles of my present invention to parallel or vertical cylinder engines, alike economy in parts and in weight per horse power being effected, together with the other advantages above described.

hat I desire to claim is 1. In an internal combustion engine, the combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the corresponding cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which the piston is coupled, of an eccentric rotatably mounted on the shaft, means whereby the eccentric is rotated by said shaft, and operative connection between the eccentric and the sleeve valve whereby the sleeve valve is given both an oscillatory and a reciprocating movement relative to the cylinder.

2. In an internal combustion engine, the combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the correspending cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which the piston is coupled, of an eccentric rotatably mounted on the shaft, gear mechanism connecting the eccentric to the shaft whereby the eccentric is driven at half the speed of the shaft, and operative connection between the eccentric and the sleeve valve whereby the sleeve valve is given both an oscillatory and a reciprocating movement relative to the cylinder.

3. In an internal combustion engine, the combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the corresponding cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which the piston is coupled, of an eccentric rotatably mounted on the shaft, a pinion rotating with the shaft, a second pinion meshing with the first pinion and connected to the eccentric wherebythe eccentric is rotated at half the speed of the shaft, and operative connection between the eccentric and the sleeve valve whereby the sleeve valve is given both an oscillatory and a reciprocating movement relative to the cylinder.

4. In an internal combustion engine, the combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are bronght into registration with the corresponding cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which the piston is coupled, of an eccentric rotatably mounted on the shaft, means whereby the eccentric is rotated at half the speed of the shaft, operative connection between the cocentric and the sleeve valve whereby thesleeve valve is reciprocaed relative to the cylinder, and a link connecting such connection to a fixed point whereby the sleeve valve is caused to oscillate relative to the cylinder.

5. In an internal combustion engine, the

combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the corre-L" 6. In an internal combustion engine, the combination with a cylinder provided with fuel'inlet and exhaust ports, a sleeve valve Working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the corre sponding cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which the piston is coupled, of an eccentric rotatably mounted on the shaft, means whereby the eccentric is rotated at half the speed of the shaft, a strap on the eccentric, and a flexible connection between the strap and the sleeve valve to reciprocate the latter in relation to the cylinder.

7. In an internal combustion engine, the combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the corresponding cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which thg piston is coupled, of an eccentric rotatabl-y mounted on the shaft, means whereby the eccentric is rotated at half the speed of the shaft, a strap on the eccentric, a flexible connection between the strap and the sleeve valve to reciprocate the latter in relation to the cylinder, and means whereby an oscillatory movement is also imparted to the sleeve valve.

8. In an internal combustion engine, the combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the corresponding cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which the piston is coupled, of an eccentric rotatably mounted on the shaft, means whereby the eccentric is rotated at half the speed of the shaft, a strap on the eccentric, a flexible con nection between the strap and the sleeve valve to reciprocate the latter in relation to the cylinder, and a link connecting said connection with a fixed point whereby an oscillatory movement is also imparted to the sleeve valve.

9. In an internal combustion engine, the combination with a cylinder provided with fuel-inlet and exhaust ports, a sleeve valve working in the cylinder and provided with fuel-inlet and exhaust ports which are brought into registration with the corresponding cylinder ports by the movements of the sleeve valve, a piston working in the sleeve valve and a crank shaft to which the piston is coupled, of an eccentric rotatably mounted on the shaft, means for rotating the eccentric at half the speed of the shaft, a

Signed at Pittsburgh, Pa., this 13th day of July, 1929.

JOSEPH E. W'HITFIELD.

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