US2444083A - Hydraulic motor means for actuating nested distributing valves - Google Patents

Description

.Je 29, 19 c K. v. ANDERSON 2,444,083

' HYDRAULIC MOTOR MEANS FOR ACTUATING NESTED DISTRIBUTING VALVES Filed Feb. 10, 1947 3 Sheets-Sheet l Fisl 51 13 12 Zhweutor 18 16 Karl VAnder'son (I ttotnegs ul}? 2 1948- I K. v. ANDERSON 2,444,083

HYDRAULIC MOTOR MEANS FOR ACTUATING NESTED DISTRIBUTING VALVES Filed Feb. 10, 1947 3 Sheets-Sheet 2 FiaZ Clttomegs June 29, 1948. v, ANDERSON 2,444,083

HYDRAULIC MOTOR MEANS FOR ACTUATING NESTED DISTRIBUTING VALVES Filed Feb. 10, 1947 3 Sheets-Sheet 3 (99 Qttornegs Patented June 29, 1948 HYDRAULIC MOTOR MEANS FOR ACTUAT- ING NESTED DISTRIBUTING VALVES Karl V. Anderson, Milwaukee, Wis., assignor to Nordberg Manufacturing 00., Milwaukee, Wis., a corporation of Wisconsin Application February 10, 1947, Serial No.727532 This invention relates to inlet and exhaust invention was developed to provide a simple hydraulic mechanism for use in actuating valves arranged according to said prior application, and

will be described as so used. The invention is, however, of wider possible application, and certain of its novel features may be adapted to any engine where inlet and exhaust functions are controlled by nested valves of any form.

According to the preferred embodiment the outer of two coaxial, nested, poppet valves con-- trols the admission of scavenging air through a passage leading through the cylinder head to the working space. The outer valve has an exhaust passage extending axially through it and is provided with a seat for the inner valve. The two valves are positively actuated to open and close by double-acting hydraulicpiston motors, one of which reacts between the outer valve and the cylinder head, and the other between the two valves.

Flow connections for the inner motor pass through the body of the outer valve and both motors are controlled by a rotary pilot valve driven by the engine. If reversal of the engine 'is desired the rotary pilot valve is arranged to beshiftable axially to bring either of two sets of differently timed ports into coactive relation with the motor connections. 1

The liquid discharged from one or both of said motors may be used to cool the outer valve. To do so the valve is made hollow and its interior is suitably connected for the passage of discharg ing liquid. i The invention will now be described by reference to the accompanying drawings, in which:

Fig. 1 is an axial section through the head portion of one cylinder of a multi-cylinder in line engine equipped with valves according to the in vention. The plane of section is transverse to the axis of the crank shaft. The piston is shown at the head-end dead point.

Fig. 2, drawn on a slightly smaller scale than Fig. 1, is a side view of said one cylinder with hydraulic connections and fuel pump shown in elevation and the. pilot valve and the enclosing casing in section.

Figs. 3 and 4 are sections on the lines 3--3 and i- -llof Fig. 2. l

9 Claims. (Cl. 123-90) Fig. 5 is a view similar to a portion of Fig. l, but showing the pilot valve arranged to afford engine reversal, and located closely adjacent the cylinder head. 1

Fig. 6 is a section on the line 6-6 of Fig. 5.

Fig. 7 is a development of the pilot valve, Sh-OW ing the port arrangement.

The crank, connecting rod, and related parts are of usual construction and consequently it is deemed unnecessary to illustrate them. They differ in no respect from those shown in the prior application above identified, and are not involved in any feature of novelty to be claimed.

A portion of the engine frame or housing appears at H and supports cylinder liners, one of which is shown at I2. This is mounted so as to afford a Water jacket I3. Working in each cylinder liner I2 is a piston II, with rings l5 and wrist pin It. The tubes ll are part of a helical coil cast in the. piston head and used to circulate lubricating oil for cooling the piston. This oil is fed by means known in the art and not here material.

Each piston has in its top a central concavity and a marginal annular cove separated by an annular rim l9.

When the piston is at the head-end dead point, as shown in Fig. 1, the centra1 concavity is nearly filled by the head of the {exhaust valve 2| and the marginal cove merges into a complementary annular cove 22 formed in the cylinder head 23 so as to afford a toric chamber 24 into which the fuel injector 25, of any suitable typ discharges.

The air inlet valve or scavenging valve is of the poppet type and comprises a cored sleeve 26 and head 21 which seats at 28 in a portion of cylinder head 23 at the top of toric chamber, 24. Valve head 21 has a seat 29 for exhaust valve 2| and an axial exhaust passage 30 leading therefrom. The cored spaces in the valve head and sleeve appear at 3|. 7 l

The stem 32 of the exhaust valve 2| is guided in a bushing 33 fixed in the sleeve 26 of the air valve. The purpose of the cor-ed construction of sleeve 26 and head 21 is to permit the air valve and the. seat for the exhaust valve to be cooled by liquid circulated through the cores 3|.

Each cylinder head 23 has an annular exhaust chamber .34 which surrounds the sleeve portion of the air valve, the sleeve being there formed with ports 35 between cored webs 36. Theseconnect axial exhaust passage 30 with annularexhaust f chamber 34. From the latter, exhaust flow 00- curs through passage 31 in the head 23, to a manifold (not shown).

suitable'means, not shown.

Between chambers 34 and 35 sleeve 25 works in a guide 43 and above chamber 34 it Works in a guide 44 and seals thereinby rings 45.

The parts so far described are essentially identical with the construction disclosed in my prior application.

The cylinder head 23 is cast in one piece and is cored to form Water passages 4fi'which' com-' municate with one another, and, as shown at 41, with jacket I3, so that the entire head is watercooled. Thewater connections are conventional and not.completelyillustrated.

Above guide. 44 is; a concentric counterbore which fornis an annular cylinder 48, A'sleeve 49 is locked on the reduced upper end of sleeve 26 by anut. i and carries an outwardextending flange52 which acts as a piston in' cylinder 48. A secondsleeve. 53 encircles sleeve 49 and has a fiange54 bolted to cylinder head 23" and serv-- ing to close the upper end of motor'cylinder 48. Ports, 55 and 56. communicate with respective ends of cylinder 48. Piston flange 52 and cylin deli 45jcoinprise the motor which shifts sleeve 26 and air valve head 21'. e

. The. guide; bushing. 33 makes a close fit in hub 57 above vanes3i5 and at itsupp'erend seats on a shoulder 58 in: the bore of the reduced upper end of sleeve 26. It forms the lower head of "a cylinder 55. The. upper head of thiscyli'nder is means of piston an annular member 6! held jinplace by threaded ring 62; The motor piston in'cylinder 59 is the flange 63 on sleeve '64. This sleevefits over the reduced upper end of stem 32' and is locked against the shoulder thereon by nut 65. 1

Registering ports 55' and 31" in sleeve 26 and sleeve 49" lead from opposite endsof cylinder 59 totwo wide grooves 68 and 69 which encircle Sleeve iand are so dimensioned as always to communicate respectively with ports .II and T2 in. sleeve 53. In addition, a port 'I 3'leads from the core 3L in sleeve 26' through sleeve 491 to a wide. groovel l" encircling sleeve 49' and'so dimensi'one'd asv always tobe'i'n communication with port 'l5. There are also port It in. sleeve 28 and port lli'ri headfEI through which oil escapes fror'ncore 3I and drains over the cylinder head back to the crankcase.

Refer to FigsI'Z' and 3'. Alay-shaft 18 extends parallel with the engine crankshaft along the entire row of Cylinders and isdriven at the same angular velocity as' the crankshaft; This shaft has cams, one of which appears at 19." There is onecam for each cylinder. and each cam operates a corresponding fuel" pump ill connected with the fuel injector: of the corresponding cylinder. e I In addition to serving as the fuel-'pump'cam shaft, lay-shaft 18' functions as a distributing valve. Ithas a longitudinal port 32 to which oil is delivered, under appropriate pressure and a longitudinal discharge port 83. At each cylinder it turns in the seats 84:85.

Seat 84 hastwo' ports Stand 8'! connected by pipes 88-, $53, respectively, with ports Hand II. The shaft has, in positions-- to engage'fpo'rt '86 alternatively, an arcuate supply g-roovefl I andan arcuate exhaust groove 92 (see Fig. 3). In position to engage port 87 the shaft has an arcuate supply groove 93 and an arcuate exhaust groove 34 (see Fig. 4). It follows that valve 2I is held closed by hydraulic pressure when the ports are in the position shown in Figs. 1-4. The relative perio'dsof valve. opening and closing are determined by proportioning the arcuate grooves 92, 93 relatively to grooves -SI and 94. Obviously the valve will move full stroke between open and closed positions.

The scavenging valve motor is controlled by a valve portion coacting with seat 85. Ports '95, 96

connect via pipes 9-7, 98 with ports 55, 56. The 15.-

shaft, 13 has coacting arcuate ports similar in type to those shown in Figs. 3 and 4 but differently timed. A satisfactory timing is one in which the exhaust valve opens toward the end of the piston out-stroke; then the air valve opens, thenthe exhaust valve closes and finally theair valve closes. n

The pipe conducts oil to port 75 and thence through theint'ernal core of the air valve. This cooling oil may bederived from any source, for example port 83' in shaft I8. This connection is not illustrated in Figs. 1-4.

Such a connection is however included in Figs. 5-7 which shows a modified construction of 'pilot valve. In Fig. 5 allthe parts numbered II to I1 are essentially identical with parts so numbered in Figs. 1-4 except that for part 53 and 54 a different housing I53 with attaching flange I54 is substituted. In this housing the ports 55, 56, II, 72 and I5 assume slightly different configurations, but without change of function.

In Fig. 5 the cam shaft is shown at IIII and could be used to drive the fuel'puinps as in Fig. 1, but these are not illustrated. Shaft IIII turns at crankshaft speed and drives at the same speed a jack shaft I03 through miter gears I02. Bearings for the jack shaft are not illustrated. There is a jack shaft for each cylinder in the engine. The shaft I03 is splined at I 04 to a rotary valve I35 which turns in seat sleet/e106 formed in housing I53. The valve is axially shiftable by a fork I01 engaging collar I08 and actuated by hand lever I09 through link III. The shift is of such range as to interchange two sets. of ports, one timed for forward and the'oth'er for reverse running of the engine. M v

The ports in seat I06 are.numbered 86, 81, 95 and'96 to correspond with functionally identical ports in Fig. 1. Oil under pressure is supplied to connection I I2 and flows from there to groove I I3. As shown in Fig. 7, groove I I 3 connects with a network of arcuat'e groove ports on the cylindrical surface of valve. I05. Interspersed in this network are arcuate ports each with a drilled passage I I4 leading to'the hollow bore I. I5 of the valve. To. avoid obscuring Fig. 7 with reference numerals the drilled-ports II4 will be relied upon to identify exhaust ports and distinguish them from supply ports.

At the upper'end of bore I I5 a drilled port IIB leads to wide groove I I1 which'a-lways communicates with port I5, so that discharging oil is passed through the core of the'air-valve.

The construction shown in Figs. 5-7 is functionally similar to that shown in Figs. 14. It has the "advantage that'liquid flow connections are short and gives the added function of reversing the engine events. Brief consideration of the arcuate port grooves in Fig. 7 will make the matter of reversal clear. Take thefii'stand second sets of grooves below groove H1. The two sets of grooves are ofiset circumferentially but are otherwise identical. The same is true of the third and fourth and so on. The scheme affords a valve that can be manufactured at reasonable cost.

The construction shown in Figs. 1-4 has the advantage that a single valve rotor extends the entire length of the engine. Two sets of ports could be provided on the same principle as that used in Figs. 57. Selection will turn on details of the design of particular engines.

A number of other pilot valve arrangements could readily be developed to avail of the important inventive principles which center about hydraulic actuation in both directions, particularly as applied to poppet valves, the location of the valve motors directly on the valves and the operation of the inner one of two nested valves by a motor which reacts between the valves. The illustrated embodiments are intended as practical examples, offering a basis for explaining principles which are novel.

What is claimed is:

l. The combination of an engine having a working space, a passage communicating therewith and a valve seat for controlling said passage; nested inlet and exhaust valves for said working space, the outer one of said nested valves coacting with said seat to control said passage, and being formed with a distinct passage and seat with which the inner valve coacts; two double acting expansible chamber motors one of which is arranged to actuate the outer valve and the other of which reacts between the outer and inner valves to actuate the inner valve; a source of pressure fluid for said motors; and a pilot valve mechanism driven by said engine and controlling the admission and exhaust of pressure fluid to and from said motors.

2. The combination defined in claim 1 in which the nested valves are poppet valves and the motors include piston-like collars moving with the valves.

3. The combination defined in claim 1 in which the nested valves are poppet valves, the outer one is hollow to afford a jacket space, and connections are provided to pass exhaust fiuid from at least one of said motors through said jacket space.

4. The combination defined in claim 1 in which the pilot valve is of the rotary type and has two sets of ports rendered effective selectively by axial shifting of the valve, and timed for running the engine in relatively reverse directions.

5. In an engine of the expansiblechamber type, the combination of a housin enclosing a working space, a passage communicating therewith and a valve seat for controlling flow through said passage; inlet and exhaust valve means comprising two valves one nested and guided within the other, the outer of said valves coacting with said seat to control fiow through said passage, and being itself formed to afford a seat for the inner valve and a flow passage controlled thereby; a double acting expansible chamber motor arranged to react between the housing and the outer valve to shift the latter; a second double acting motor reacting between said valves to shift the inner relatively to the outer valve; connections for said motors those for the second named motor leading through the outer valve; and pilot valve means operated by the engine and controlling said connections to cause the motors to operate said valves in timed relation,

6. The combination of an engine having means enclosing a working space, a flow passage communicating therewith, a valve seat for controlling flow through said passage, and a first annular motor cylinder; a first poppet valve guided in said enclosing means, coacting with said seat, and itself having a guidin sleeve, a second flow passage communicating with said working space, a valve seat for controlling fiow through said second passage and a second annular motor cylinder; a second poppet valve guided in the first poppet valve and coacting with the seat therein to control fiow through said second passage; an annular motor piston mounted on the first valve and working in the first motor cylinder; an annular motor piston mounted on said second valve and working in the second motor cylinder; connections to opposite ends of each motor cylinder; those to the second cylinder leading through the guiding sleeve of the first valve; a source of pressure fluid; and an admission and exhaust pilot valve operated by the engine, and so coacting with said connections and said source of pressure fluid as to subject said pistons to pressure-difierentials which reverse direction in definite timed relations.

7. The combination defined in claim 6 in which the motor pistons are each in the form of a flange formed on a sleeve which is clamped on a stem portion of the corresponding valve,

8. The combination defined in claim 6 in which the first named flow passage and first motor cylinder are formed in a cylinder head of the engine and the pilot valve is a rotary valve mounted in a seat in said cylinder head, from which seat the connections to both motor cylinders lead.

9. The combination defined in claim 6 in which the first named fiow passage and first motor cylinder are formed in a cylinder head of the engine, and the pilot valve is a rotary valve having two sets of difierently timed ports, said valve being rotated by the engine in a seat formed in said cylinder head and from which seat the connections to both motor cylinders lead, the valve being axially shiftable in the seat to render either set of its ports effective to control said passages.

KARL V. ANDERSON.

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