US2305787A

US2305787A - Internal combustion engine

Info

Publication number: US2305787A
Application number: US230013A
Authority: US
Inventors: Kales Josef
Original assignee: Individual
Current assignee: Individual
Priority date: 1937-09-18
Filing date: 1938-09-15
Publication date: 1942-12-22
Anticipated expiration: 1959-12-22

Description

De 22, 1942- J. KALES 2,305,787

' INTERNAL COMBUSTION ENGINE Filed Sept. 15, 1958 2 Sheets-Sheet 1 7/: van for: (TOJL'F mus Patented Dec. 22, 1942 INTERNAL COMBUSTION ENGINE Josef Kales, Stuttgart, Germany; vested in the Alien Property Custodian 7 Application September 15, 1938, Serial N 0. 230,013

In Germany September 18, 1937 3 Claims.

This invention relates to internal combustion engines and has for an object the provision of means whereby the valve operating time may be changed as by a movement of the valve operating shaft relative to the crank shaft.

Another object of the invention is to provide such a phase changing device which may be adjusted while the engine is operating.

Another object is to provide such a device actuated by hydraulic, pneumatic, or other power means.

Another object is to provide such a phase changing device operated by lubricant pumped by the usual lubricating pump of the engine or by the usual air pressure pump which provides compressed air for braking.

Another object is to provide such a lubricant operated device so constructed that the minimum pressure necessary for proper lubrication is available independent of the demands of said phase changing device.

Another object is to provide such a device, the setting of which is influenced by the rotation speed of the internal combustion engine as by the use of a centrifugal governor, a pump, an electric generator, or by the vacuum in the intake passage, so that the adjustment of the phase changing device will take place automatically in accordance with the conditions of operation of the engine. 7

Another object is to provide such a device in which not only the setting in one direction but also the return setting is accomplished by power means.

Further objects and advantages of-this invenadjusting means;

Fig. 3 illustrates a furthermodiflcation showing a double acting adjusting means wherein setting in both dlrections'is accomplished by fluid pressure; and

Referring to the form illustrated'in Fig. 1, the internal combustion engine is designated as l; 2 its carburetor whose throttle vane 3 is actuated by the link rod t operated by the fuel controlling foot pedal 5. The driving of the control shaft 6, which may be the valve cam shaft, is brought about from thecrank shaft 1 through the

gear wheels

8, 9, the splined shaft Ill, and the beveled gear pair i I and l 2. The two parts of the splined shaft H] are coupled with one another through the adjustable sleeve member IS in such a man.- ner for example that it interengages in its lower part with straight splines and in its upper part with helical splines so that when sleeve i3 is shifted the phase relationship between shafts l and 6 will be altered.

A gear pump driven by the motor i is designated as it. Its pressure side D is'connected through conduit ll with the cylinder space Iii containing the adjustable piston It. The pressure side D of the pump it is connected with its suction side S through a conduit i8 into which the valve piston ill with its specially formed controlling edges 20 is inserted. The valve piston I9 is coupled with the fuel control lever 5 by means of a link 2|. A relief valve 22 is inserted in parallel with the pump I4. The adjusting piston It works against the pressure of a spring 23 and adjusts the adjusting member i3 by means of the piston rod 24 and the lever 25.

The arrangement, according to this invention, operates in such a manner that starting at idling speed, upon operation of the fuel control lever 5 the controlling edges 20 of the valve piston i9 gradually shuts off the fluid circuit through the conductors ll and i8, which up to now formed a short circuit, so that the pressure from the pressure side D of the pump It now increases. With it also, however, the pressure in the cylinder space I5 rises so that the piston I6 is gradually raised and so adjusts the adjusting member l3 through the piston rod 24 and the lever 25, that the valve openings are advanced relative to the piston position until the forces acting upon the adjusting member are in equilibrium. If re ersely, the driving medium supplyis lessened, i. e., the valve piston is drawn toward the right, the pressure-is reduced and the cam shaft is displaced reversely. In the example shown in Fig. 2, the supply of the pressure medium is maintained by the usual lubricating oil pump 26 whose pressure side D supplies the lubricating points 28 and it by means of the conduit 21; 30 indicates a pressure limiting valve which determines the pressure necespump 55 through the conduit 33. v The velvepiston 53 is linked to the bar I by means of the rod 66, the left end of bar 6| being connected adjustable throttle 34 is inserted afterwhich a conduit 35 branches oil which leads to the valve cylinder '36 in which the slotted valve slide 31 is located. From the valve cylinder 35 the conduit 38 leads to the suction side S of the pump 26 as well as to the sump 39. p The valve slide' 31.- is connected with the adjusting sleeve of the centrifugal governor 42 by means of the link 40 acting through lever 4|. The centrifugal governor has such a characteristic that in the case of increased speed, the valve slide 31 cuts oil the flow of oil through the conduit 35 at first swiftly and then increasingly slower. inserted in the conduit 21 is designated as 43 which permits the maintenance of the pressure for the actuation of the adjusting drive substantially higher than the pressure necessary for lubrication.

The arrangement according to Fig. 2 operates in such a manner that during idling the valve slide 31 opens up the oil path through the conduit 35; the throttling valve 34 in thiscase determines substantially the amount of pressure acting for the lubrication of the

bearings

28 and 29 and is also to be so adjusted that the mini-.

mum pressure necessary for such lubricationis assured. The pressure existing in the cylinder space 32 is, during idling, small for this adjustment, .so that the adjusting member I3 is not moved from its upper position. If now the supply of fuel to the internal combustion engine is increased, theengine and the centrifugal governor 42 connected therewith increases in speed. The valve slide 31 is drawn to the right so that it quickly cuts ofi the flow of oil through the at its upper end with the upper part 1| of the ad- 7 .justing member l3. The hinge 3 3 is iournlled 10.

with the downwardly extending restoring rod 32 and its right end is'connected at the hinge II with the actuating bar 34. The downwardly extending restoring rod 62 is rotatablyv connected between the adjustable abutments ii and", whereas the outer pivotal point 61 is adiusta'bly positioned. At the point 63 is attached the pivotal rod 63 upon which operates the piston II A throttling valve conduit 35. The pressure increases substantially I and through the conduit 3| presses thepiston 33 of the adjusting drive downward1y,and so adiusts the control shaft a substantialamount. If the engine continues to accelerate, the distance moved by the valve piston 31 gradually becomes less, due to the particular characteristics of the centrifugal governor, resulting in gradually smaller adjustments of the valve cam shaft which is also desirable for securing best fuel economy. In the case of a decreasing of the driving medium, the speed of the engine is decreased and therewith also the pressure in the cylinder space 32 decreases, slightly at first. The valve cam shaft will also now be adjusted a slight amount until from approximately double idling speed it falls oif rapidly and'then is quickly positioned for idling speed. 7

In the example according to Fig. 3, the adjust ing member I3 is connected by means of a ball bearing 44 with a double acting annular piston whose upper side is designated as 45 and its lower side as 43. The piston is maintained against rotation and has a sealing relationship inwardly against inwardly directed

extensions

41 or 48 of the upper and lower pressure spaces 43 and 50 respectively. The upper pressure space 49 is connected to the valve cylinder 53 by means of the conduit 5 l the lower pressure space by means of the conduit 52.

Cylinder 53 contains a valve locatedin cylinder space I2 which is connected through the conduit 13 with the intake manifold 14 of the internal combustion engine I. v

In Flgs. 3 and 4, which represent full load'position, the adjusting member I3 and the adjusting

pistons

44 and 46 are shown in their upper-'- If now the drive medium supply to the motor is decreased, that is, the throttling vane I is partially closed, the vacuum in the suction tube 14 and thereby in the cylinder spice 12, will be increased so that the pistonJJl-rises. The actuating rod 64 swings about the' pivotal point 31 in a clockwise manner and carries with it the bar Si by means of the hingepivot 83, which by means of the pivoted rod 83, raisesithe control j piston 59.

Thereby, the fluid located in the. lower pressure space 53 escapes through the con duit 52, the outer side 51 of the controlcylinder,

and the conduit 53, to'the suction side 8, and at the same timeepi'essure fluid is delivered to the upper pressure space 43 "of the adjustable drive cylinder through the conduit 5| the pistons 43 and 46 are thus pressed downwardly and through the'bearing 44 move the adjusting member. l3

which adjusts the two parts of the splined shalt l0 relative to one another by means of the screw operation so that now a less advance otthe cam shafts corresponds to a lower powerdelivery.

' Upon the lowering of the adjusting member-"II,

however, the downwardly extending restoring rod 62 is also moved" and moves the pivotal rod 6| about the pivotal point 63 in such a manner that the control piston 13 is gradually restored to central position closing the canals leading to 'laticnship between the cam shaft adjustment and the intake'ma'nifold vacuum can be produced so that for any" partial load there corre-' sponds a wholly predeterminable position of the adjusting member. In other words, it is hereby brought about that thelvalve times of the motor can be made to correspond to the current load condition with sufficient exactness.v whereby; a

certain fine adjustment can be brought about through the adjustments of theabutments II and 66 and of the pivotal point 61.

The invention makes it possible not onlyto adjust the cam shaft without requiring much power on the part of the operator but furthermore provides the means which can beu'sed tor the automatic adjustment of the same. Through the special formation of the controllin'g edges of the" valve piston, or of the valve cylinder and the member influenced by it, an adaptation of the valve operating times for'every partial load is- V hereby brought about in such a manner that, for

, means of valvesoi by means of slides. Fur- 'thermore,-it is immaterial how the adjusting drive and the ,pressure producer which delivers the pressur medium is formed and positioned and how, furthermore, the pressure producer is connected with its branches. Furthermore, it is without importance; what. type of pressure 'medium is used, for example," whether it be oil, and particularly lubricating oil, or oil used for fluid brakes, oriair. I, 3

It 11 be noted that the constructions shown and escribed will serve admirably to accomplish the objects stated above. It is to be understood, however, that the constructions disclosed above are intended merely as illustrative of the invention and not as limiting as various modifications therein may be made without departing from the invention as defined by a proper interpretation .of the claims which follow.

I claim:

1. In an internal combustion engine, a power shaft, valves, means connected between said power shaft and said valves for operating said valves, said means including a phase changing device and a fluid operated power device for operating said phase changing device, a source of fluid under pressure, a valve for controlling the flow of said fluid to said phase changing device, fuel supply controlling means, manual adjusting means therefor, and means for controlling said valve also actuated by said manual means.

'2. In an internal combustion engine having a carbureter and a throttle, a power shaft, valves for said engine, valve operating means including a cam shaft, means connected between said power shaft and said cam shaft for operating said cam shaft, said means including a' device for changing the rotative phase relationship between the power shaft and the cam shaft, and a fluid operated power device for operating said phase changing device, a source of fluid under pressure,; a valve for controlling the flow of said fiui'd to said phase changing device, and means for controlling said valve in accordance with the position of the throttle whereby the phase relationship between the cam shaft and the power shaft is controlled by the load upon the engine. 7

3. In an internal combustion engine having a carburetor and a throttle, a power shaft, valves for said engine, valve operating means including a cam shaft, means connected between said power shaft and said cam shaft for operating said cam. shaft, said means including a device for changing the 7 rotative phase relationship between the power shaft and the cam shaft, and a fluid operated power device for operating said phase changing device, a source of fluid under pressure, a valve for controlling the flow of said fluid to said phase changing device, and common means for controlling the position of said throttle and sa'idafluid controlling valve.

' JOSEF KALES.