US904197A - Valve mechanism for gasolene-engines. - Google Patents

Description

G. J. GUSTAFSON.

'VALVE MECHANISM FOR GASOLENE ENGINES.

APPLICATION FILED 00115, 1906.

Patented Nov. 17, 1908.

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VALVE MECHANISM FOR GASOLENE ENGINES.

APPLICATION FILED OCT. 15, 1906.

Patented Nov. 17, 1908.

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UNITED STATES PATENT onrion'.

CHARLES J. GUSTAFSON, OF READING, PENNSYLVANIA, ASSIGNOB, BY MESNE ASSIGNMENTS, TO READING STANDARD COMPANY, A CORPORATION OF PENNSYLVANIA.

Specification of Letters Patent.

Patented Nov. 1'7, 1908.

Application filed October 15, 1906. Serial No. 339,034.

T 0 all whom it may concern:

Be it known that 1, CHARLES J. GUSTAF- son, a subject of the King of Sweden, and a resident of the city of Reading, in the county of Berks, State of Pennsylvania, United States of America, have invented certain new and useful Improvements in Valve Mechanism for Gasolene-Engines, of which the following is a specification.

My invention relates particularly to valve operating mechanism for internal combustion engines such as are commonly employed on motor cycles; and it consists in improved means for conveniently and independently regulating the positive operation of both the intake and exhaust valves, and of the contact breaker, and for independently operating the exhaust valve, as fully described in connection with the accompanying drawing, the novel features being specifically pointed out in the claims.

Figure 1 is a full side view of a motor embodying my invention. Fig. 2 is a side elevation similar to Fig. 1, but with the cam box removed. Fig. 3 is a separate inside view of the removed cam box. Fig. 4: is an inside view of the operating crank casing, the fly-wheels being removed so as to clearly show the cam-shaft gears within the casing.

The engine cylinder 1 is provided with spring-seated intake and exhaust valves, having vertically guided stems l and 5 arranged parallel to each other; both of said valves being mechanically operated from the engine crank shaft 6 as hereafter described. This shaft 6, which is mounted as usual in the side walls of the crank casing 7, is provided with incased fly-wheels and a fixed pinion 9 located adjacent the face of the fixed side wall of the casing, the opposite side wall of the latter being removable as usual.

In my improved construction I provide for directly driving three cam-shafts 10, 11, and 12 from this engine shaft pinion 9, so that each shall mesh with the latter inde pendently and be adjustable independently of the others. As shown in Fig. 2, the lefthand or rearwardly located cam-shaft 11 operates the exhaust valve, and the right hand or forwardly located cam-shaft 10 operates the intake valve; each of said shafts having 'a half- speed gear 13, 13 in direct mesh with pinion 9 and a cam (14: and 15 respectively) set to operate said valves at proper times through tappets 16 and 17 slidable in suitable guide ways 18 and 19 in. the cam-shaft box 20, and adapted to engage the ends of the respective valve stems 4: and 5. The third cam shaft 12, located directly below the intake camshaft 10, is also provided with a half-speed gear 13 arranged directly in mesh with pinion 9, and with a contactbreaker cam 21.

The contact-breaker 22, which is rotatable upon the axis of cam shaft 12 by means of a suitable lever connection, to vary the time of ignition as usual, is also adapted to independently operate the exhaust valve tappet 17, in the left-hand or rearward side of the cam box 20 (see Fig. 1), by mounting an engaging bell-crank 23 and a slide-pin 24, be tween the exhaust valve and intake valve tappets, and providing an arm 25 on the swinging contact-breaker which is adapted to move said slide-pin and thereby open the exhaust valve when desired.

In applying an engine embodying my in1- provements to a motor cycle the exhaust valve is advantageously located to the rear and the inlet valve forward, thus permitting the carbureter to be conveniently located in forward position where it is not liable to be overheated; the operating cams for the intake and exhaust valves and for the contactbreaker are each directly driven by the pinion 9 upon the engine shaft, thus facilitating proper adjustment of each independently of the others and reducing the strains upon the gear teeth; and the rearwardly located exhaust valve is independently operated by the swinging of the contact-breaker outside the nearer intake valve tappet.

hat I claim is 1. In an internal-combustion engine having mechanically operated exhaust and intake valves and an engine shaft provided with a drive pinion therefor, separate exhaust, intake, and contact breaker camshafts each provided with a half-speed gear wheel which is arranged in direct mesh with said drive pinion, whereby said cam-shafts are independently driven and capable of independent adjustment substantially as set forth.

2. In an internalcombustion engine having mechanically operated exhaust and intake valves'and an engine shaft provided with a drive pinion therefor, separate exhaust, intake, and contactbreaker camshafts each provided with a half-speed gear hgeh hi is a ns n ires fi me h, vita i t e p ese ee 9 W Witnessessai rive piniqn, an, a pivote y mounte contact-breaker box with coiiperating inter- CHARLES GUSTAFSON mediate mechanism whereby the exhaust Witnesses:

valve is independently operated substantially EDW. F. LEINBAOH,

as set forth. I). M. STEWART- In testimony whereof, I afiiX my signature,

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