US759857A - Valve mechanism for engines. - Google Patents

Description

PATENTED MAY 1'7, 1904.

Q I "MU f FEWIHWM B. BOTKOWSKI. VALVE MECHANISM FOR ENGINES.

APPLICATION FILED FEB. 2a. 1903. nnxnwnn 001213, 1903.

no MODEL.

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No. 759,857. PATENTED MAY 17, 1904. B. BOTKOWSKI.

VALVE MECHANISM FOR ENGINES.

APPLIGATIOH FILED FEB. 25. 1903. unnwnn our. 13, 1903.

N0 MODEL. 2 SHEETB-BHBET 2.

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UNITED STATES Patented May 17, 1904.

PATENT OFFICE.

BORIS BOTKOWSKI, OF NEW YORK N. Y., ASSIGNOR TO THE DE LA VERGNE REFRIGERATING MACHINE COMPANY, OF NEW YORK, N. Y., A CORPO- RATION OF NEW YORK.

VALVE MECHANISM FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 759,857, dated May 1'7, 1904.

Application filed February 25, 1903. Renewed October 13, 1903. Serial 110 176328. (No model.)

To all whom it-maty concern:

Be it known that I, Boers Bo'rKowsK a subject of the Czar of Russia, residing in the borough of Manhattan, city of New York, county of New York, and State of New York, have invented certain new and useful Improvements in Valve Mechanisms for Engines, of which the following is a specification, reference being had therein to the accompanying Io drawings.

My invention relates to valve mechanisms for engines, and has for its objects to counteract the variable thrusts upon a valve-shaft and to provide for a smooth and uniform rotative action of such shaft and to improve the construction and diminish the wear upon the working parts.

According to my invention I provide a resistance-controller for the valve mechanism, 2 and my invention is particularly adapted for explosive or gas engines and includes certain combinations with the valve mechanism thereof.

I will now describe the construction of gas- 2 5 engine and resistance controller combined therewith which is shown in the accompanying drawings and will thereafter point out my invention in claims.

Figure 1 is a general plan view of a gas-en- 3 gine having a valve mechanism embodying my invention. Fig. 2 is a detail end elevation of the resistance-controller. Fig. 3 is a side elevation of the same. Fig. 4 is a part section of the same. Fig. 5 is a sectional ele- 3 5 vation of one of the valves and of the valveshaftwith the several cams thereon. Fig. 6 is an end elevation of amodilied construction of resistance-controller and the single Valve cam for which it is adapted. 4 The gas-engine partly shown in the drawings is of the well-known Koerting doubleacting two-cycle type and comprises a bedframe 1, carrying a cylinder 2 and crank-shaft 3. The crank 4: is joined by a connecting-rod 5 to the piston-rod 6. The valve-shaft 7 receives motion from the crank-shaft 3 by means of meshing bevel- gears 8 and 9, respectively, secured to these shafts. Two puppet inletthe head end of the cylinder.

valves are provided, one for each end of the cylinder, these valves being located incasings 5 20 and 21, respectively. These valves are of identical construction, and I havetherefore shown in detail, Fig. 5, only the valve 10 for This valve 10 is held closed by a compressible springll, en-

gaging with the valve-stem 12, and is actuated from the cam 13 on the valve-shaft 7, a camroller-14L engaging such cam and being car ried by a pivoted arm 15 and a link 16 and the link 16 being pivotally connected to the valvelever 17. The valve-lever 17 carries a roller or rollers 18, engaging the valve-stem 12. The cam 19 of the other inlet-valve is secured. upon the valve-shaft in a position diametrically opposite to that of the cam 13 of the 5 valve 10. The connecting parts of this valve are exactly the same as of the valve 10, cornprising a cam-roller 24:, pivoted arm 25, link 26, and valve-lever 27.

The parts above described are of ordinary 7 construction in the type of gas-engines shown. It is evident that during the movement of each Valve-cam which efl'ects the opening of the corresponding inlet-valve against the resistance of the valve-spring the valve-spring exerts a backward thrust upon the valve-shaft. This movement has just been completed for the valve 10 in the position of parts shown in Fig. 5. It is also evident that during the movement of each cam which permits the closing of the coro responding inlet-valve under the resilient action of the valve-spring the valve-spring exerts aforward thrust upon the valve-shaft. Therefore as each cam opens and closes the corresponding inlet-valve and compresses and per- 5 mits the extension of the corresponding valvespring the valve-shaft receives a backward and then a forward thrust. As these engines are operated at high speed, these thrusts are,

in fact, impulses or blows and cause excessive wear upon the transmission-gears and other parts and, in fact, with the slightest backlash in the bevel- gears 8 and 9 cause a constant rattling of these gears. According to my invention I provide a resistancecontroller coacting with the valve-shaft, so as to bppose resistances to the thrusts of the valvesprings, which shall be approximately orexactly equal to such thrusts, therebycounterbalancing the thrusts of the valve-springs, so that the resistance of the valve-shaft at the transmissiomgearing is always a positive quantity and approximately a constant quantity and is approximately only the friction of the several bearings. Thus the transmission gearing has only to overcome an approximately constant and slight resistance and the rotative movement of the valve-shaft will be smooth and continuous, no amount of backlash in the gearing can cause rattling ot' the gears, and the wear of parts will be reduced to a minimum.

The resistance-controller in simple form is illustrated in Fig. 6, wherein it is constructed to oppose the thrusts of a single valve-cam 29 on the valve-shaft 7. The cam-roller 5540f this valve-cam is shown, but other connecting parts omitted. A resistance-cam a is provided on the same valve-shaft 7 which coacts with a cam-roller b, the cam-roller being carried by a pivoted arm 0, which is connected at its outer end to the extension spring (Z, held at its lower end by the fixed stud 0. The resistance-cam a is so shaped relatively to the valve cam 29 that the resistance cam roller 7) opposes. an equal forward thrust to the backward thrust of the valve-cam roller 34 and an equal backward thrust to the forward thrust of the valve-cam roller 34. For example, in the positionof parts shown in Fig. 6, wherein the two cam-rollers are shown in radial alinement for clearer illustration, the valve-cam roller 34 has just completed its movement away from the axis of the valveshaft and the resistance-cam roller 6 has just completed its movement toward the axis of the valve-shaft, the valve-cam roller being at the highest point of'its cam 29 and the resistance-cam roller at the lowest point of thedepression f of its cam a. During this movement the two cam-rollers have applied equal and opposite thrusts to the valve-shaft, the resultant of which was zero. The next movement of these parts will be that of the valvecam roller 34 toward the axis of the cam-shaft and of the resistance-cam roller 6 away from Such axis, and these opposite movements will apply equal and opposite thrusts to the valveshaft, so that the resultant of the thrusts from the valve-spring and the resistance-spring will be zero. Upon the completion of the strokes of the two cam-rollers both will restupon circular portions of their cams and will rotate thereon without imparting other resistance to the rotation of the cam-shaft than the friction of the bearings, and this friction of the bearings will be the approximately constant and slight resistance will be offered to the rotation of the cam-shaft during all parts of its movement.

1n the double-actin g engine shown two oppositely-arranged valve-cams 13 and 19 are rovided, as above described, and by reason of the diametrically opposite arrangement of these cams I provide a resistance-cam g with diametrically opposite depressions it and d. The cam-rollers j and 76, respectively, are carried by pivoted arms at and 72 respectively,

and the resistance-spring 0 presses at its lower end against the cross-head p, this cross-head being connected by rods 9 q to the upper cam roller arm n, and presses at its upper end against a cross-head r, sliding on said rods 9 q. The rods (1' (j are pivotally connected to the upper cam-roller arm m by a pin 2,, and the upper cross-head r thrusts against a pin 8 of the lower cam-roller arm a, and the angular arrangement is such that these pins are always in alinement with the rods 1 q. By this double cam. the resistance of the spring 0 is applied at both cam-rollers in the direction towardthe axis of the valve-shaft and is thus doubled in its resistance to the forward and backward thrusts upon the valve-shaft, and the resistance-controller as a whole is operated first to oppose the thrusts of the movement of one valve and then in diametrically opposite position to oppose the thrusts of the movement of the other valve, and thus the same parts with the valve-shaft in diametrically opposite positions oppose the thrusts resulting from the movements of both inletvalves.

It isevident that various modifications may be made in the constructions shown and above particularly described within the spirit and scope of my invention.

What 1 claim, and desire to secure by Letters Patent, is-- 1. The combination witha valve-shaft and means for actuating avalve therefrom adapted to impart variable thrusts thereto, of a resistance-controller comprising a cam and a resisting'device coacting therewith to apply to the valve-shaft opposed resistances to the thrusts of the valve mechanism. p

2. The combination with a valve-shaft, a cam thereon, a valve actuated by such cam and a spring opposing the movement of the valve in one direction and compelling the movement of the valve in the other direction, of a resistance-controller comprising another cam on the valve-shaft and a resisting device coacting therewith to apply to the valve-shaft opposed resistances to the thrust of the valve-spring.

3. The combination with a valve-shaft, a cam thereon and valve actuated by such cam and a spring opposing the movement of the valve in one direction and compelling the movement of the valve in the other direction, of a resistancecontroller comprising another cam on the valve-shaft and a spring coacting therewith to oppose the thrusts of the valvespring.

4. The combination with a valve-shaft, two valves and valve-springs, diametrically opposite cams on the valve-shaft, one cam for each valve, each cam being arranged to cause the movement of its valve in one direction against the resistance of the valve-spring and to permit the movement of the valve in the other direction under the resilient action of the valve-spring, of a resistance-controller comprising another cam on the valve-shaft with diametrically opposite depressions and rises and a spring eoacting therewith and arranged to apply its resistance at diametrically opposite parts of the valve-shaft to oppose the thrusts of the valve-springs.

5. In a gas-engine, in combination, a valveshaft geared to the crank-shaft, two inletvalves and valve-springs, the valve-cam 13 on the valve-shaft and the cam-roller 14 coacting therewith and connected to one inlet-valve, another valve-cam 19 on the valve-shaft and the cam-roller 24 coacting therewith and con- 20 nected to the other inlet-valve, the resistancecarn g also on the valve-shaft, the cam-rollers j and is coacting therewith, the pivoted arms on and n, each carrying one of such rollers,

the cross-heads p and each connected with 5

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