US911503A - Gas-engine valve. - Google Patents

Description

W. S HUYETTE'. GAS ENGINE-VALVE.

APPLIOATION FILED FEB. 29, 1908.

Patnted Feb. 2, 1909.

2 SHEETS-SHEET 1.

INVENTOR w.- s. HUYETTE. GAS ENGINE VALVE. APPLICATION EILED FEB. 29, 19011.

91 1,503. Patented Feb. 2, 1909.

2 SHEETS-SHEET 2.

WITNESSES:

INVENTOR I RNEY uN ITED srnt rss PATENT orrron.

WILLIAM S. HUYETTE,. OF CHICAGO, ILLINOIS, A'SSIGNOR TO WI'CKES BROS. -.OF CHICAGO ILLINOIS, A 'CORIORATION OF MICHIGAN. j a

GAS-ENGINE VALVE.

Specification of Letters Patent.

.Patented Feb; 2, 1-909.

Application as February :29, 1908. was... 418,682.

.l'o all whom it may concern:

Besit known that 1 WILLIAM Siluvnrrn, .a citizen .of the United States, residing at @hicago, in the county of Cook and State of l Illinois, have invented certain newand use- .fusl Improvements in Gas-Engine Valves; and I do hereby declare the following to be 'a. full, clear, and exact description of the in vention, such .as will enable others skilled in the art to which it appcrtains .to make and :usethe same.

' y invention relates to valves for ,fourcycle gas-engines.

One object is the provision of means for balancing the valve, thereby reducin the .friction and the pressure of .thevalve 1n its seat.

Another object .is the provision of means for coolingthe valve. j

A further object is to obviate the use of a valve stem and ,positively .drive the valve directly from the-crank shaft.

To these and other ends, my invention consists in certain .novel features and combinations, .such as will be more .fully described hereinafter and particularly pointed routin the-claims. 1

In the accompanying drawings, Figure 1 .is.-a Wertical cross-sectional view through the v: .cylinderhead of an internal combustion engine, showing part of the cylinder and pis- -ton; Fig. 2 .is a horizontal cross-sectional view through the head; Fig. 3 is a cross-sec- :tional view taken longitudinally through'the u yalveshell on line :1c-a: of Fig. 5; Fig. 4 is an ;end viewshowing the cap closing one end of the valve-seatyllig. I5 is a view of the closed larger end ofithe valve plug; and Fig. 6 is a fragmentary {cross sectional. view; of the .closedend of the valve shell in its seat.

While I'hawe shown my valve structure as seated directly in the cylinder head, it can be connected in any suitable manner to thecylinder. l q

. eferring to) the drawings, (1}) indicates a cylinder provided with a water jacket (1) A piston (2) is shown in.the .cylinder. 'llhe upper end of thecylinder: is closed by a wa- -.ter-copled headi(3) Ihaving an engine 'piirtto (4) adapted to .admitthe-fr'esh charges tothe nylmderand to ,pegni'it fthc products of combustion..-to be .forced out of the cylinder. The engine port (4) leadsfrom the upper end of the cylinder to a/tapered valve-seat (5) formed in a valve casing in the head.

Located opposite each other .and on .either side of the engine p rt are the inlet port (6) and the exhaust port (7) separated rom the engineport by the bridges (8) (.8). The width of the bridges may be increased or diminished to obtain the requisite bearing for the valve plug, as well as to provide the proper area of the port openings. The valve seat extends transversely relative to the cylinder, the engine port entering the valve seat intermediate its ends. A compression release cock (9) in communication with the cylinder is provided to relieve the compression in the cylinder and ermit the engine to' be turned over by han sired;

As means for.controlling the adm'ission'of when def-resh charges to and the exhaust of the spent gases from the cylinder, 1 have shown a stemless .plug valve comprising .atapered .hollow valve shell (10.) closed at its larger end, and being recessed or indented on one side intermediate its ends, as at (11') to form a valveport. This shell is rotatably receivedin the valveseat, its smaller open .end projecting beyond the end of the valve seat.

The projecting end of the v alve is equipped 4 with a pinion (12) driven in an convenient manner directly fromthe crank shaft and adapted to make one complete revolution for every two revolutions-of the crank-shaft (not shown) of the engine.

Inlet and outlet tubes (13) and (14) resgectively extend into the hollow interior of e valve shell through its open end and are connected with a source of water supply (not shown) apart from the water-jacket of the cylinder. The water previously heated in the cylinder water-jacket is not led into the valve shell, but a supply of cool liquid circulates in the shell and prevents overheating. The tubes pass through a packing plate (15) received in and closing the smaller end of the shell, the plate being suitably ,packed and remaining stationary as the Falveshell isrotated. v TheIexplosion takes place in theeylinder I .The pressure when the valve port (11) is in the position shown in Fig. 6. The force pf the explosion acts upon the side of the tapered valve shell to force it endwise out of its seat. In other words, the explosion imparts an end thrust to the valve. If such end thrust is not overcome the fit of the valve in its seat would be destroyed and the valve would leak and work hard. At the same time the pressure counterbalancing the end thrust must not be too great or it will force the valve down in its seat and cause it to bind. As one means for counter-balancing the eflect of the endthrust exerted against the side of the valve shell by the explosion, I may provide the following construction:

A piston (18) projects from the closed end of the shell (10), such piston being of smaller area than the closed end of the shell. A cap '(19) is screwed into the larger end of the valve casing or seat (5) and between the outer end of the )istOIl. and the inner face of the cap is locate a socket (20), in which the iston is slidingly-received. The contactin aces of the socket and cap are machine( and the cap is apertured, as at (21), to admit lubricant to such abutting surfaces. A semicircumferential roove is formed exteriorly of the valve shell (16) near its closed larger end. A branch port (17) leads from the engine port (4) .to a point in the valve seat (5) in inementwiththe groove (16). The

.open face of the groove is at all times closed by the adiacent surface of the valve seat. A passage (22) leads from "the groove (Iii) upward through the piston (18) discharging into the space between the end of the piston and the socket (20).

In a four-cycle engine, the piston on one of its iii-strokes first compresses the previously admitted charge which is fired v. hen the piston is at or nearly at its limit of inward movement. When the piston starts on its com pression stroke, the pressure of the charge within the cylinder is gradually increased. When the charge'is exploded, the pressure almost immediately reaches its maximum.

gradually decreases as the piston proceeds on its pov er stroke. The groove (16) is of such length circumferential ly of the rotating valve that it is brought into communication with. the port (17) during the compression and pen er strokes of the engine and also during a part of the inlet or suction stroke, the object of vhich is to per mit the pressure as it varies in the cylinder to equalize the pressure in the socket 20. Thus as the pressure gradually decreases in. the cylinder as the piston is completing its power stroke, the pressure in the socket vs ill also decrease and such of the ressure as still remains after the power stro e has been completed, will be exhausted from the socket .strokes of the engine in accordance v.

the end of the valve to hold valve to stick and bind is avoided.

sage (22)-to the socket (520),

on the suction stroke of the possible to run the groove 16 entirely around the valve if desired in which event, the socket chamber would be in constant conuruuiiration ith the valve port 4. The intcn t oi this portion of my invention is to countcrlnrlancc the valve during the compression and po piston. It is ihc varying ressures exerted by the cha ge i iii-- in the cy inder against the tapered side of the valve shell. In other words, I produiwa. variable counter-balancing pressure against it in it s so such. counterbalancing pressure varying uith the pressure exerted against the side of the valve shell. In this manner an excessive counterbalancing pressure which would cause the To illuss trate-this idea, I u ill describe the operation of my invention during the power stroke of the iston. When an explosion takes place in tile cylinder, 9. portion of the expanding gas is led via port (17), groove (16) and pasin uliich it oxpands and presses against the end of thepiston to hold the valve shell in its seat against the end thrust imparted to the valve by the ex ianding gases acting against the tapered si e of the valve shell. As the pressure in the cylinder decreases, the pressure led to the socket (20) is similarly decreased, hereby the amount possesses a fixed relation to the amount of pressure exerted against the side of the valve shell.

It will be observed that the counterbalancing pressure is not exerted against the entire closed end of the valve, but only against the area of thepiston and it is not strong enough to cause the valve to bind in its seat. No countcrbalancin pressure is re uircd during the suction an exhaust stro (cs. If the pressure counterbalancing the end thrust were constant, as with a spring of sullicient rigidit to hold the valve seated at the time. of explbsion and the early part of the power stroke, the valve ill be forced too hard into its \seat during the suction and exhaust strokes when no counterhalancing pressure is required.

It is to be further noted that I provide a valve open at one end and Closed at its opposite end. The pressure countcr- It is evi cut that changes mi ht be made,

in the form and arrangement of the severalparts described without departing from the of counterbalancing pressure spirit am; scopeof my invention and hence I do not WlSl'l to limit myself to the exact construction herein set forth. v

Having thus fully disclosed my invention,

, what I claim as-new is 1. The combination with ai'iinternal combustion engine rovided with a'valve casing having inlet an exhaust'por'ts and an engine.

port, of a valve in the casing, means for closing one end of the valve casing, a piston carried by and of less area than the end'of the valve, a socket in which the piston is slid-' ingly received, the valve casing provided with a branch ort leading fromthe engine port to the va ve seat, the valve, provided with a passage leading to the socket at one end, the opposite end of the passage adapted to register with the branch ort during the compression and power stro es to create a compression and power stro es, a piston on vided with a branch port leading from counterbalancjng pressure against the end of the valve which varies with the pressurethe closed end of the valve, and a. socket in which the piston is received, the valve provided with a passage leading from the groove through the piston and discharging into the socket.

3. An internal combustion engine comprising a valve casing having a valve seat and anengine port in communication with the seat, a valve'in the seat, a plston on one end of the valve, a socket loosely received on the piston, a cap closing one end of the valve seat, the socket engaging the cap, the valveprovided with a passage leadingv from the periphery of the valve and discharging i nto the socket through the piston, the casing hav-- ing a branch port leading from, the engine port, the end of the passage at theperiphery of the valve adapted to register with the branch port during the compression and power strokes, and means for admitting lubbricant to the abuttingsurfaces of the cap and socket.

4. A valve for. internal combustionengines comprising a tapering valveseat accessible from both ends, a rotatable hollow valve shell closed at oneend'and received in the seat, means for admitting and withi'lrawin water through one end only of the valve, an

means for creating a pressure against the opposite closed end of the, valve, the 'valve being removable from its seat at-that end opposite to and independently of the means for admitting water to and withdrawing it from the valve.

5. The combinationin an internal combustion engine, with acylinder havin a valve seatand a water jacket, of a hollow rotary valve shell closed at one end and open at the opposite end, the valve received in the seat and controlling the admission and exhaust of the gas, and means inserted into the open end of the shell for admitting water to "\and withdrawing it from the interior of the valve only, such means being independent of the water jacket, the valve being removable from its seat at that end opposite to and independently of ,the means and withdrawing the water.

6. The combination in an internal combustion engine, of a hollow v,alve shell closed at one endv and open at its opposite end, the

or admitting shell controlling the admission of gas to and its exhaust from the engine, inlet and outlet tubes directly inserted within the open end of the shell for conveying water to and removing it from the interior of the shell, means for rotating the valve, and a stationary packing plate for closing the open end of the'valve, the tubes passing through the plate.

7; An internal combustion engine comrising a valve casing closed at-one end and having inlet and exhaust lports and an engine port, a valveinl the casing controlling the ports, the adjacent end of the valve being spaced apart from the closed end. of the valve casing, the valve casing provided with a branch port leading from the engine port to the valve seat, the valve provided with 'a passage leading to the space between the end of the valve andthe closed end of the valve casing, the opposite end of the passage adapted to register with the branch port during the compression and power strokes to create a counterbalancing pressure against the end of the valve variable with the variation in pressure exerted against the side of the valve.

8. An internal combustion engine comprising acylinder, a valve casing communieating with the cylinder. and having inlet and exhaust ports, a rotary tapered walve in the casing adapted to connect the cylinder with the inlet and exhaust ports successively, a 1piston on one end .of the valve, a socket in w ich the iston is received whereby a chamber is ormed between the piston and the socket, the valve and valve casing provided with a communication between such chamber and the cylinder.

9. An internal combustion engine'comprising a cylind municating with er a valve casing co'm-. the cylinder and having' inlet and exhaust ports, a rotary valve in pressure against the end of the valve varithe casing adapted to connect the cylinder able with the variation in pressurezexerted n wit'hthe inlet and exhaust ports successively, against the side of the valve and to ermit a piston "on one end of the valve, a socket the pressure in the chamber to ex aust. 15, 5 inclosin the piston whereby a chamber is In testimony whereof, I affix my signature formed ietween the piston and socket, the in presence of two Witnesses.

valve casing provided with a branch port h leading from the cylinder to the valve, the WILLIAM HUYETTE latter provided with a circumferentially Witnesses:

10' extending 'groove adapted to register with N. KITTELL,

the branch port to create a counterbalancing I O. F. WILSON.

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