US2788777A - Internal combustion engines - Google Patents

Description

April 16, 1957 T. H. CLARK 2,783,777

INTERNAL cousus'rxou ENGINES Filed Dec. 20, 1954 4 Sheets-She et 1 INVEN TOR.

ATTHEHEY April 16, 1957 T. H. CLARK 2,788,777

INTERNAL COMBUSTION ENGINES Filed Dec. 20, 1954 4 Sheets-Sheet 2 INVENTOR.

A TTUEH E Y THuMAs H. CLARK April 6, 1957 T. H. CLARK INTERNAL CQMBUSTION ENGINES Filed D60. 20, 1954 4 Sheets-Sheet 3 IN V EN TOR.

THnMAs H. CLARK ATTORNEY April 16, 1957 T. H. CLARK 2,788,777

INTERNAL COMBUSTION ENGINES Filed Dec. 20, 1954 4 Sheets-Sheet 4 INVENTOR. THuMAs H. CLARK A TTDRNEY United States Patent INTERNAL CGNBUSTIGN ENGINES Thomas H. Clark, Syracuse, N. Y., assignor of one-fourth each to Henry S. Bartosiewicz and Richard L. Clark, both of Syracuse, N. Y.

Application December 20, 1954, Serial No. 476,275

12 Claims. (Cl. 123-59) This invention relates to multi-cylinder internal combustion engines, and more particularly to engine utilizing time controlled fluid pressure valve actuating mechanism.

In the usual four cycle internal combustion engine, there is provided a cam shaft for operating the inlet and exhaust valves in proper sequence, which shaft is driven at one-half the crankshaft speed. In such engines, the cam shaft controls the firing order and sets the direction of rotation for the engine. Such cam shafts are driven either by gearing from the crankshaft, or by chain drives, and the necessary location of the cam shaft in relation to the crank shaft has had a tendency to determine the arrangement of the valves. Where overhead valves have been employed, extensive linkage including elongated push rods and rocker levers have been required which presents a lubrication problem as well as a noise reduction problem.

The present invention is directed to an internal combustion engine in which the valves are operated by fluid pressure, the fluid pressure being conveniently derived from the gas pressure developed within the respective cylinders. The invention further is directed to the employment of a timing valve driven directly by the crankshaft and determining the timed relation between the valve actuation and piston movement within the various cylinders. By altering the connections from the timing valve to the respective valve operating cylinders, the engine may be caused to operate in either direction. The timing valve and fluid pressure actuated valves eliminate the necessity for a cam shaft, and driving gear therefor, and additionally provide a valve actuating means which can be readily adapted to any location of the valves, without the usual restriction imposed by the mechanical means utilized for operation by a crankshaft driven cam shaft. Further such valves are operated in a quiet manner and do not require adjustment, or the selection of materials having temperature coefficients to maintain adjustment through the wide range of operating temperatures to which engines of the internal combustion engine type are subjected.

The above and Other novel features of the invention will appear more fully hereinafter from the following detailed description when taken in conjunction with the accompanying drawings. It is expressly understood that the drawings are employed for purposes of illustration only and are not designed as a definition of the limits of the invention, reference being had for this purpose to the appended claims.

In the drawings, wherein like reference characters indicate like parts:

Figure l is a schematic view of a six cylinder engine to which the valve actuation system has been applied;

Figure 2 is a perspective view of the timing valve;

Figure 3 is a section taken through one wing of the valve of Figure 2;

Figure 4 is a transverse section taken substantially on the line 4-4 of Figure 3;

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Figure 5 is a schematic layout of a valve in head engine having valve operating cylinders applied thereto;

Figure 6 is a section taken substantially on the line 66 of Figure 5 showing a typical exhaust valve operator;

Figure 7 is a section taken substantially on the line 77 of Figure 5 showing a typical inlet or intake valve operator; and

Figure 8 is a fragmentary top plan view of the valve operator of Figure 6, and its mounting.

Referring to the drawings, and more particularly to Figure 1, there is shown a six cylinder engine having a cylinder block 20 with six cylinders indicated by the Roman numerals I, II, III, IV, V and VI. The pistons 22, 24, 26, 27, 28 and 30 are connected by connecting rods to a multiple throw crankshaft 32, the throws 34 and 36 for cylinders l and VI lying in the same plane, the throws 3S and 40 for cylinders II and V lying in the same plane and at an angle of 126 from the plane of throws 34 and 36, and throws 42 and 44 for cylinders III and 1V lying in a common plane, which is at an angle of 120 from the plane of the throws 34 and 36, and 38 and 40. Thus it will be seen that pistons 22 and 30 reciprocate together, as do also pistons 24 and 28, and 26 and 27.

Each cylinder has an exhaust port and an inlet port, the inlet ports and exhaust ports of adjacent cylinders being located next to one another so as to be served by common manifolding and each port is provided with a poppet valve. The ports and valves are disposed in a cylinder head 46, which is secured to the cylinder block 20 in a manner well understood in the art. Cylinder I is served by an exhaust valve 48, and inlet valve 50, cylinder II by an inlet valve 52 and exhaust valve 54, cylinder III by an exhaust valve 56 and inlet valve 53, cylinder IV by an inlet valve 60 and exhaust valve 62, cylinder V by an exhaust valve 64 and inlet valve 66, and cylinder VI by an inlet valve 68 and exhaust valve 70. The exhaust ports 72, 74, 76 and 78 lead to an exhaust manifold (not shown) as is well understood in the art. The inlet ports 80, 82, and 84 connect with an intake mani fold and suitable carburetor (not shown) in a manner well understood in the art.

Each of the exhaust valves 48, 54, 56, 62, 6-? and 70 are provided with fluid pressure cylinders 86, 38, 90, 92, 94 and 96 respectively. Each of these cylinders is adapted to open its respective exhaust valve against the compression of a valve closing spring such as 98, when subjected to gas pressure.

Each of the inlet valves 50, 52, 58, 69, 66 and 68 are provided with fluid pressure cylinders 100, 102, 104, 106, 108 and 110 respectively, which cylinders are adapted to close their respective valves whenever subjected to gas pressure. It will be understood that once an inlet valve is closed, as at the beginning of a compression stroke, such valve will remain closed through the remainder of the compression stroke, the subsequent power stroke, and the following exhaust stroke, since during these successive strokes, pressure within the cylinder is at all times sufficient to maintain the valve closed. 7

'Each of the cylinders is provided with a bleed port indicated at 112, 114, 116, 118, 12% and 122 for the respective cylinders I-Vi inclusive. The bleed ports are adapted to bleed oil a small amount of gas pressure Within each cylinder, during the compression stroke thereof, for the operation of the valve cylinders referred to. To'control the actuation of the valves from gas pressure so derived to accurately time their operation, a timing valve is provided generally indicated at 124 which valve is shown aligned with the end of the crankshaft for convenient direct drive from the shaft. Such timing valve may be located at any other desirable location, the sole rea 3 quirement being that such valve must be driven at crankshaft speed and in proper phase relation therewith.

The timing valve comprises a cam shaft 126 having spaced cams 128 and 130 fixed thereon, such shaft being journalled in bearings in the end plates 132 and 134 of the generally cylindrical cam shaft housing 136. Affixed to the housing 136'are valve blocks 138, 140 and 142,

a such blocks being secured to flats 144, 146 and 148 on the housing 136 as by screws 150. The blocks extend radially from the housing and are disposed around the housing at 120 from one another. Each of the blocks have two radial valve bores 152 and 154 in alignment with the cams 128and 130, and contain therewithin spool valves 151 and 153, the inner ends of which ride on the respective cams 123 and 130. Each of the valves 151 and 153 are yieldingly urged radially inward by compress'ioncoii springs 155 and 156, the pressure of which is adjustable by the bridge plates 153 and the adjustable 'close ofi communication through such ports when moved radially inward by the coil springs 155 and 156, as when not subjected to the lift of the cams 12S and 130. The

' lifts 129 and 131 of the cams 128 and 139 are angularly disposed with respect to each other, the lift 131 of the 'cam 130 being set at 195 behind the lift 129 of earn 128. Thus the spool valve 151 is actuated 195 prior to thespool valve 153, in each of. the valve blocks. It will be appreciated that the angle between the cams may vary from 195 as may be required and found desirable. If the cams are disposed in opposition, or'the cams made swnmetrical to a common diameter through bothlift sissy??? 4 VI. The pipe 192 and its branch 204 lead from the'port 168 of the block 138 to the inlet valve 66 of cylinder V and the exhaust valve 54 of cylinder 11. The pipe 194 and its branch 266 lead from the port 168 of the block 149 to the exhaust valve 56 of cylinder 1H and the inlet valve 6% of cylinder 1V. The pipe 196 and its branch 258 lead from the port 165 of the block 142 to the exhaust valve '70 of cylinder VI and the inlet valve 50 of cylinder I. r

it will be seen that upon the compression stroke .of cylinder 1, gas under pressure is bled from port 112 through pipe 174. When the valve 151 in block 138 is lifted, such pressure is distributed through pipe 186 and branch pipe 198 to exhaust valve .64 of cylinder V and the inlet valve 52 of cylinder 11, whereupon the exhaust valve of cylinder V is caused to open, and the inlet valve of cylinder 11 is caused to be closed. Similar- 1y during the compression stroke of cylinder II gas under pressure is bled from port 114' into pipe 176. When the valve 151 in block 140 is lifted, such pressure is distributed through pipe 183 and branch pipe 200 to actuate exhaust v'alve 62 and inlet valve 53 of cylinders IV and {II respectively. When the valve 151 in block 142' is lifted, the pressure from port 116 through pipe 177 from cylinder 111 is distributed through pipe 190 and branch pipe 2 32 to actuateexha'ust valve 48 and inlet valve 68 of cylinders i and V1 respectively.

When the valve 151 in block 138 is subsequently lifted, gas pressure from cylinder VI through port 122 is distributed through pipe 192 and branch 204 to actuate exhaust valve 54 and inlet valve 66 of cylinders II and. V respectively. Likewise when valve 151 in blocks 140 and 142 are lifted in sequence, gas pressure from cylinders V and 1V through ports 12:9 and 1118 is sequentially delivered to pipes 194 and 196 and their respective branches 2% and 298 to sequentially'actuate exhaust valve 56 and inlet valve 6!} of cylinders 1H and IV, and V inlet and exhaust valves 50 and '70 of cylinders I and VI.

portions, the valve can be used for engine operation in 7 either direction, if suitable valves are provided for shifting the pipe connections, and switching the ignition sequence.

The paraxial ports '162 and 164 of each of the valve blocks are at one end connected to the cylinder bleed ports 112, 114, 116, 118, 12 i and 122, small bore pipes 174, 176, 177, 178, 180 and 182 being provided for the purpose. In an engine, the crankshaft of which is to rotate in the direction of arrow A, and the firing order of which is to be I, II, III, VI, V, and IV, the pipe 174 V will connect cylinder 1 with port 162 of valve block 133,

the pipe 176 will connect cylinder II with port 162 of block 140, the pipe 177 will connect cylinder HI with port 162 of block 142, the pipe 182' will connect cylinder 1V withport 164 of block 142, the pipe 180 will connect cylinder V with port 164 of block 140, and the pipe 178 will connect cylinder VI with port 164 of block 138.

The lateral ports 166 and 168 of each of the blocks 138, 140 and 142 are connected to the valveroperating cylinders by pipes 186, 188, 190, 192, 194 and 196, each of said pipes having branches- 193, 206, 202, 2194, 206 and 2118 respectively, since an intake valve of one cylinder and an exhaust valve of another cylinder are to be actuated substantially simultaneously. branch 19% lead from the port 166 of the block .138 to the cylinder $6.

The respective valve operating cylinders, in the case an overhead'valve engine, may be mounted upon a common support member 21%), with the exhaust valve operating cylinders 36-96 inclusive'being mounted below the member 216, and the intake valve operating cylinders 109=11ti inclusive being mounted above the member'llfi.

in Figure 6', 'a typical exhaust valve 48 for cylinder I central aperture 234 in the plate 214. The head end of the member 232 engages the upper end of the valve stem 236 of the valve, which valve is normally held closed by its valve spring 93.

-.The member 210 is provided with a port 238 adapted to be connected to the pipe 2112, which port leads into When fluid pressure is applied to the 7 cylinder, the piston 23%) is moved downward to open The pipe 186, and its the operating cylinder 19?. for the inlet valve. 52 of cylinder II and the operating cylinder 94 for the ,exhaust valve 64 of cylinder V. The pipe 188 3 and its branch 200 lead from the port 166 of block m the inlet valve 58 of cylinder III and the exhaust yalver62 of cylinder IV. The pipe 190 and its branch o2ll2 'lead from. the port 166 of bloclc142to the exhaust :yaIveftS of cylinder I and the inlet valve 68 of cylinder the exhaust valve and'the valve is held open as long as the pressure is retained in the cylinder 212. V

In Figure 7 there is shown atypical inlet valve control cylinder audits mounting, the cylinder 100' being 254 of. valve 50; The valve 59 isshcwnin: the closed position, where it is being held by the compression pressure in cylinder 1. The valve stem 254 is provided with a cross pin 256, by which the valve can be moved to the closed position by the lifting of the link 247. The member 21%) is provided with a port 25% adapted to be connected to the branch pipe 288, which port leads into the cylinder sleeve 24!). When the sleeve 24% is subjected to fluid pressure, the piston 2.4 is lifted, and the linkage 24! moves the inlet valve 5% to the closed position. This is done at the commencement of the compression stroke, and the compression, explosion pressure and exchaust pressure of the three successive strokes hold the valve closed, until it is opened by gravity and suction at the commencement of the intake stroke.

It will be seen that the spool valves 151 control the application of pressure to the various cylinders, and once the pipes and branches leading to the valve cylinders are placed under pressure, the pressure is maintained after the spool valves 151 return to their closed position. Pressure is relieved from the pipes and their branches upon acmation of the spool valves 153, which connect the pipes to the relief ports 260 and 262, when the cam 130 lifts the spool valve 153, which occurs about 195 following the lifting of the corresponding spool valve 151. Thus pressure is maintained over a time period somewhat longer than the time for a stroke of piston 22. This assures that the exhaust valves will be held open an adequate length of time, and holds the respective inlet valves closed long enough to assure development of compression with the cylinders sufficient to hold the valve closed through the three strokes referred to.

The diameter of the exhaust valve operating cylinders may be an inch or slightly more, and since the stroke of the operating cylinder piston is only sufficient to open the exhaust valve, very little displacement results, so that a minimum of gas is bled from the cylinder supplying the pressure. Since the movement of the intake valves to closed position requires little effort, the intake valve operating cylinders may have a relatively small displacement and a bore as small as a half inch or less.

Each of the cylinders l-Vl inclusive are provided with spark plugs 264, which plugs are connected to a distributor indicated at 266, having a breaker and cam indicated at 268, connected to a battery 27d and spark coil 272, in a manner well understood in the art. The distributor and breaker are driven by the crankshaft through a 2 to 1 gear reduction, which may comprise helical gears 274- and 276, the distributor operating at one-half the speed of the crank shaft.

it will be appreciated from a consideration of the foregoing that the compression ratio of the cylinders may be increased to compensate for the small volume of compressed air used for the purpose of operating the valves, and further that variations in the number of cylinders may be made, the invention being applicable to engines having four or more cylinders. The system, due to the control of the distributor valve over the exact timing of the valves is thus flexible, since compressed gases are available from each cylinder over a considerable arc of the crankshaft rotation, and it is merely necessary to open the distributor valve during such are and at such exact time as it is desired to operate the inlet and exhaust valves.

If it be desired to provide inlet valves which are spring closed, and opened during the intake stroke, by the suction created, the system can be applied to a three cylinder motor, composed of, for example, the cylinders l, H and ill only. in such case the fluid pressure valve operating cylinders for the intake valves would be dispensed with, and the valves provided with light springs, arranged in a manner similar to the springs 98 applied to the exhaust valves. In such a motor, the ignition distributor can be driven at crankshaft speed, it being of no consequence that a spark is delivered to each cylinder each time the piston approaches top center, since at the 6 upper end of the exhaust stroke, there isn'o fuel within the cylinder to be ignited. Where six cylinders are employed the ignition cam can be driven at crankshaft speed, provided two distributors and coils are employed, or an equivalent arrangement utilized to secure simultaneous ignition in the two cylinders, such as I and VI, or Ill and IV, or H and V, when the pistons thereof approach or are at the top of their strokes.

It will also appear that the distributor valve may be disposed at a central point in relation to the inlet and exhaust valves to shorten the pipe connections, in which case the valve cams may be driven by gearing or a chain drive from the crankshaft, with a 1-1 ratio.

The system as described contemplates closing of one of the inlet valves with the approximate simultaneous opening of an exhaust valve, as for example, the closing of inlet valve 50 at the same time exhaust valve 70 is opened. if desired, the inlet valves may be spring closed, and fluid pressure cylinders used to open the inlet valves. Such an arrangement is adaptable to engines having multiples of four cylinders, without requiring compromise. For example, a four cylinder engine having a firing order of l, 2, 4 and 3, would be piped to open exhaust valve of cylinder III, and inlet valve of cylinder IV, at about the time of maximum compression and ignition in cylinder I, with the other inlet and exhaust valves being operated in a corresponding manner.

With a four cylinder engine the valve 124 would have two spool valve blocks oppositely disposed or 180 apart. For an eight cylinder motor, four spool valve blocks would be required disposed at from one another.

While spark ignition has been shown, it will be appreciated that the invention may be applied to diesel engines, it being essential to increase the compression ratio. With such increased pressure, the isplacement of the valve operating cylinders may be reduced by reducing the diameter, so that less compressed gas is 'bled from the cylinders for their operation. In a two cycle diesel having an exhaust poppet valve, and an inlet port in the cylinder wall uncovered by the piston at the bottom of the stroke, the invention could be applied to an engine having as few cylinders as two in number.

While a single modification of the invention, with a discussion of variations possible in connection therewith has been given, it is to be understood that the invention is not limited thereto. As various changes in the construction and arrangement may be made without departing from the spirit of the invention, as will be apparent to those skilled in the art, reference will be had to the appended claims for a definition of the limits of the invention.

What is claimed is:

1. In an internal combustion engine of the multi-cylinder type, a plurality of cylinders, each having a piston and an intake and an exhaust valve, a common crankshaft for said pistons, a distributor valve driven by said crankshaft, expansible chamber means for actuating said valves, a bleed port in each cylinder acting as sources of fiuid pressure during the compression stroke of the piston therein, and connections from said sources to said fluid pressure means through said distributor valve for establishing the time of actuating said valves.

2. In an internal combustion engine of the multi-cylinder type, a plurality of cylinders, each having a piston and an intake and an exhaust valve, a common crankshaft for said pistons, a distributor valve driven by said crankshaft, expansible chamber means for actuating said exhaust valves, a bleed port in each cylinder acting as sources of fluid pressure during the compression stroke of the piston therein, and connections from said sources to said fluid pressure means through said distributor valve for establishing the time of actuating said exhaust valves.

3. In an internal combustion engine of the multi-cylinder type, a plurality of cylinders each having a piston, and an intake and an exhaust valve, a common crankshaft for said; pistons, a distributor valve driven by said crankshaft, expansible chamber means for actuating said valves, means for deriving fluid pressure from each of said cylinders during thecompression and power strokes, and conhaust valves, means for deriving fluid pressure from each of said cylinders, during the compression and power strokes, and connections from said means to said fluid pressure means through said distributor valve for actuating the exhaust valves of the cylinders in accordance with the sequence of compression and power strokes of the said 7 cylinders.

5. In an internal combustion engine, a series of cylinders each having an inlet valve, an exhaust valve and a piston, a common crankshaft for said pistons adapted to establish a sequence of operation, a fluid pressure device associated with each of said valves to control the operation thereof, a connection from each cylinder adapted to bleed fluid under pressure therefrom to the fluid pressure devices of two other cylinders, for .con-

trollingthe operation of an exhaust valve of one and an inlet valve of the other, and a crankshaft driven distributor valve in each of said connections adapted to control the time of admitting fluid pressure into the fluid pressure devices associated with each connection.

6. In an internal combustion engine, a series of six cylinders each having an inlet valve, an exhaust valve and a piston, 21 common crankshaft for said pistons adapted 'to establish a sequence of operation, a fluid pressure device associated with each of said exhaust valves to effect operation thereof, a connection from each cylinder adapted to bleed fluid under pressure therefrom to the fluid pressure device of another cylinder, for power operation of an exhaust valve thereof, and a crankshaft driven distributor valve in each of said connections adapted to control the time of admitting fluid pressure into the fluid pre sure device associated with. each connection.

V with each connection;

for actuating the distributor valves and relief valves, and for actuating the distributor, valve and relief valve in sequence for each fluid pressure device.

9. in an internal combustion engine, a series of six cylinders each having an inlet valve and an exhaust valve and a piston, a common crankshaft for said piston adapted to establish a sequence of operation, a fluid pressure device associated with each of said exhaust valves, for op erating said valves to open position, a fluid pressure device associatedwith each of said intake valves for oper ating said valves to closed position, a connection from each cylinder adapted to bleed fluid under pressure therefrom to the fluid pressure devices of two other cylinders to actuate the exhaust valve of one and the intake valve of the other, and a crankshaft driven distributor valve in each of said connections to control the time of admitting fluid pressure into the fluid pressure devices associated 10. In an internal combustion engine, a series of six cylinders each having an'inlet valve and an exhaust valve and a piston, a common crankshaft for-said piston adapted to establish a sequence of operation, a fluid pressure device associated with each of said exhaust valves, for opcrating said valves to open position, a fluid pressure device associated with each of said intake valves for operating said valves to closed position, a connection from each cylinder adapted to bleed fluid under pressure there from to the fluid pressure devices of two other cylinders to actuate the exhaust valve of one and the intake valve of the other, and crankshaft driven distributor and relief valves in each of said connections to control the time of admitting fluid pressure into the fluid pressure devices associated with'each connection and the subsequent relief of said fluid pressure from said devices.

11. In a multi-cylinder internal combustion engine, a series of cylinders, at least three in number, each cylinder 1 having an exhaust valve, an inlet valve and a piston, Va

7. in an internal combustion engine, aplurality of cylindersea'ch having an inlet valve, an exhaust valve and a piston, a common crankshaft for said pistons adapted to establish a sequence of operation, a fluid pressure device operatively associated with each of said exhaust valves for actuation thereof, a connection from each cylinder adapted to bleed fluid underpressure therefrom to the fluid pressure device of each of said exhaust valves or" other cylinders, for supplying power for the operation of an exhaust valve thereof, a distributor valve in each of said connections for controlling the time of admitting fluid pressure into the fluid pressure device associated with each connection, and a crankshaft driven cam for actuating ,said distributor valves.

8, in an internal combustion engine, a plurality of cylinders each having an inlet valve, an exhaust valve and a piston, a common crankshaft for said pistons adapted to of an exhaust valve thereof, a distributor valve in each of said connections adapted to control the time of admitting fluid pressure into the fluid pressure devices associated with each connection, a relief valve for each of said fluid pressure devices, and a pair of crankshaft. driven cams common crankshaft for said pistons adapted to establish a sequence of operation, a fluid pressure device associated with each of said exhaust valves for operating said valves to open position, a connection from each cylinder, adapted to bleed fluid under pressure therefrom to the fluid pressure device of one of the other cylinders to actuate the exhaust valve thereof, and a crankshaft driven distributor valve in each of said connections to control the time of admitting fluid pressure to the device associated with each connection.

7 12. In a multi-cylinder internal combustion engine, a series of cylinders, at least three in number, each cylinder having an exhaust valve, an inlet valve and a piston, a common crankshaft for said pistons adapted to establish a sequence of operation, a fluidpressure device'associated with each of said exhaust valves for operating saidvalves to open position, a connection from each cylinder, adapted to bleed fluid underpressure therefrom to the fluid pressure device of'one of the other cylinders to actuate the exhaust valve thereof, and crankshaft driven distributor and relief valves in each of said connections to control the time of admitting fluid pressure to the device associated with each connection and the subsequent relief of the fluid pressure from the device.

References Cited in the file of this patent UNITED STATES PATENTS Great Britain Feb. 28,

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