US1268522A - Gas-engine. - Google Patents

Description

M. L. WILLIAMS & S. E. WITT.

GAS E-G|NE. APPLICATION FILED AUG-5.1914.

Patented June 4, 1918.

[SHEETS-SHEET? WITT M. L. WILLIAMS 6L S GAS ENGINE.

APPLlcATloN FILED AuG.6.19x4.

Patented Juno 1, 1918.

SHEETSHSHEET 2.

E no ci sul II/I. L. WILLIAMS & S. E. WITT.

GAS ENGINE.

APPLICATION mw Mme, 19m.

leltentf'd June 1, 1918.

M. L. WILLIAMS L S. E. WITT.

GAS ENGINE.

APPLICATION HLED Aua.6, i914.

1 ,268,522. lat'elltvd Jmw 4, 1918.

SHEETS-SHEH 4.

IVI. L. WILLIAMS 6L S. E. WITT.

GAS ENGINE.

APILICATIou FILED AUG.6.19|4.

ISHETSv-SNI H 5.

- bmw N@ SO.

71ML. L. WM We IVI. L. WILLIAMS d; S. E. WITT.

GAS ENGINE.

APPUHTION FxLED AuG.6. 1914,

Patented Jum 4, 1918.

YSHEETS-'SHH'I 6.

777ML ,L MMM... LIME ma UNITED STATES PATENT OFFICE.

MARTIN L. WILLIAMS, 0F SOUTH BEND, INDIANA, AND SAMUEL E. WITT, 0F CHICAGO, ILLINOIS, ASSIGNORS, BY MESNE ASSIGNMENTS, TO AMERICAN SLEEVE-VALVE MOTOR COMPANY, A CORPORATION OF DELAWARE.

GAS-ENGIN E.

To ali whom t ma concern.'

Be it known tiat we, MAiriiN L. lVii.- LIAMS, a citizen of the United States, residing in the city of South Bend, county ot' St. Joseph, and State of Indiana, and SAM- UBL E. lVl'rr, a citizen of the United States, residing in the city of Chicago, county of Cook, and State of Illinois, have invented certain new and useful Improvements in (ias-Engines, 0f which the following is a specication.

This invention relates to improvements in gas engines and refers more particularly to a gas engine of a rotary sleeve type.

Among the salient objects of our invention are: to provide a device of the character referred to in which the cylinder and cylinder head constructions may be formed of block castings, permitting these parts to be formed of such light metal as aluminum, and without the necessity of a nicety of adjustment, heretofore necessary in the castings of engines of this type; to provide a construction in which the castings forming the main poi'- tioii of the engine are protected from the explosion shocks and high temperature by means of separate shock-absorbing members inserted in the c vlinder castings: to provide a construction in which these shockabsorbingl members preferably take thc forni ol' a bushing extending substantially throughout the length of the c vlinder wall and in combination with a cap held in position below the slab head: to provide a construction in which the slab head can be iliade ot' aluminum. or other light material. and is shielded fi'oin direct contact with the explosion flame: to utilize the cap which shields the slab head from the interioiI of the explosion chamber` as a means for supporting a sealing ring for the uppei" end of the explosion chamber: to provide a construction in which the sealing ring above mentioned autoniatically seats against the inside surface of the rotary Sleeve and is self-adjusting to compensate for any irregularities therein: to provide a construction of the type mentioned in which all meeting por tions of the cylinder castings and the slab head meet in a single plane: to provide a construction in which a lubricating passage is formed between the outer wall of the Specication of Letters Yatent.

Application tiled August 6, 1914.

Patented J une 4, 191B.

seriai No 855,458.

bushing and the inner wall of the cylinder casting, thus avoiding the necessity -of outside or separate lubricating conduits; to provide a construction in which the conduits and passageways in the cylinder castings are formed with their inner faces open to permit of their being more readily cast and cleaned of obstructions formed during casting. the open faces of the passageways or conduits being closed by the bushing heretofore referred to; to provide a construction in which the exhaust ports at the upper and lower ends of the cylinders are connected by passageways formed by the c vlinder wall and bushings in the manner above referred to, and the main exhaustI leading from the lower end of the cylinders; to provide a construction in which the cylimler is cast with the intahe passages open both on the inside and the outside of the casting: to utilize the bushing above referred to for the purpose of completing the inner wall of the passage and to utilize a slab plate for completing the entire outer wall of the intake manifold; to provide a construction in which the intake manifold is so arranged that the carinii-eter can be p0- sitioiied at the rear end of the motor and substantially adjacent to the to) thereof; to provide a construction in which the castiiigcperation is greatly siiiiplitied and a minimum machining of parts is necessary, and. in general. to provide an improved construction of the character referred to.

Invention consists in the matters hereinafter described and more [mrticularly pointed out in the appended claims.

ln the drawings- Figure 1 is a side elevation of our invention with parts broken away and shown in section.

Fig. Q is a vertical sectional view ou an enlarged scale taken ou lines 2s-Q of Fig. 1. looking in the direction of the arrows.

Fig. 3 is a view similar to Fig. il. lintY tal'ten on lilies 3 3 of Fig. 1. and looking in the direction of the arrows.

Fig. 4 is a rear end view with the crank case shown in section.

Fig. 5 is a horizontal sectional view taken through lines 5 5 of Fig. 1 and looking in the direction of the arrows.

Fig. G is a similar view taken on lines 6-6 of Fig. 1, and looking in the direction of the arrows.

Fig. 7 is a perspective view of one of the cylinder caps.

Fig. 8 is a perspective view of one of the sealing rings.

Fig. 9 is a vertical sectional view of one of the cylinder castings.

Fig. 10 is a sectional view taken on line 10--11 of Fig. 1, and lookin upwardly.

Fig. 11 is a similar view llioking downwardly.

Fig. 12 is a erspective view of one of the stationary bus ings.

Fig. 13 is a erspective view of one of the rotary valve s eeves. f

Fig. 14 is a vertical sectional view showin the oling system, taken in line 14-14 o Fig. 6.

eferring to the drawings: 1 desi ates the cylinder castings; 2, the slab hea and 3, the crank shaft suitably mounted in the crank case 5. In the drawings we have illustrated a multi-cylinder motor, the articular'construction shown comprising our c linlders, 6, the individual cylinders of w ich are designated by reference characters'A, B, C and D, thou h it is obvious that a. greater or less num er maybe emplolyed within the scope of my invention.

he cylinders, crankcasin and tl -wheel housing are preferably cast integra 1y, and may be made of aluminum, or other relatively light material. The construction of' the slab head is such that it may also be cast from aluminum, if desired, since no part of the cylinder or slab head is directly subjected to the explosion dgases.

Referring first to the etailed construction of one of the cylinders it will be no ticed that the latter is provided at its upper end with inlet ports 7 and also exhaust rts 8. These last mentionedports do not, owever, discharge directly to the atmosphere, but are' connected to the ypassages eading from the lower exhaust ports 9 in hereinafter described in detail.

r and lower exthe manner Both the inlet and the :3Cp

haust ports are controll a. rotary sleeve 10, which is driven in time relation to the crank shaft 3, and at any desired ratio. This sleeve is positioned within the cylinder casting and extends throughout sub stantially its entire length. It does not, however, seat directly against the cylinder casting but'iits within a ported bushing 11,

which also extends throughout substantially the entire length of the cylinder. This use of an-insert avoids the necessity of accurate machining o'f the cylinder casting ports, such as would be required if the rotating' sleeve contacted directly with the walls of the casting. The' slab head 2 is also protected from botli theshock and extreme heat of the explosion chamber by means of a ca A 12 which seats on the upper edge of the ushing 11. The inner walls of the explosion chamber are thus formed by the bushing 11, cap 12 and the head 13 of the piston 14. This last mentioned element is provided with a suitable sealin ring, 15, which will prevent any leakage o the gases past the piston.

Leaka e is also prevented from the up er end of t e cylinder, and this is preferalily accomplished by means of a Heating sealing ring 17, loosely supported bythe cap 12. The ring 17 is provided at its upper edge with a plurality of lugs, 18, extendng.in ward and adapted to interlock with a plurality of flanges, 19, secured to the under portion of the cap 12. These lu'gs 18 and anges 19 are so positioned around .the periphery of the ring and cap respectively that the lugs of the ring can be positioned in between the flanfges of the ca and then, upon rotation o the parts, the ugs 18 will pass into re istration with the flanges 19, and can be ocked in this osition by means of a pin 20, extending tlirough the cap and engaging a notch, 21, in one of the lugs of the ring.

rom the above description it will be 0bvious that in the assembled position of these parts the ring and ca are locked from rotative adjustment an the cap 12 is itself locked from rotation by means of marginal slots 22, which receive the ears 23, on the bushing 10, which in turn is keyed to the cylinder casting. The arran ement of the cap and ring is such that w ile the latter is held from rotative movement it is free to adjust itself to seat tightly against the inner surface of the `rotary sleeve. As shown in Fig. 8, the sealing ring 17 is split and has its free end projecting from the portion secured by the pin 20, in the direction in which the sleeve 10 rotates. Thus, if the engine runs light on oil, or for any other reason abnormal friction occurs be tween thesleeve and ring, the latter will be contractedl and automatically increase the oil space between the ring and sleeve.

Inasmuch as the ring 1 extends down beyond the plane of both the inlet port and the upper exhaust ports, it is provided with suitable ports, 22', corresponding to the in let ports 7 and the upper exhaust ports 8. These various inlet and exhaust orts are arranged in pairs in equidistantA spaced relation around the c linders. Refgrrin to Figs. 5 and 6, it ,wil be noticed that t ere are three inlet ports, 7, 7*, and 7?,vfor each cylinder, all of which open into a common inlet passage, 24. In casting the cylinder this passage `is left open at its outer side and is closed by a slab plate, 25, secured to the cylinder casting by any suitable securing means, such as bolts 25. The inlet passage 24 communicates with an inlet conduit 25, and is connected to a carbureter 27, or other suitable device for supplying explosive mixtures to the engine. he inlet ports 7 and 7, of each cylinder are provided with separate passa es 28 and 28a, but the inlet port 7l is positioned adjacent the corresponding port of the other cylinder of the pair, and both are connected by a common passage, 28", to the main inlet passage 24.

Opening in the same horizontal plane as the inlet ports 7, 7 and 7", is a corresponding number of exhaust ports, 8, S" and Se, for each cylinder. As previously stated, these upper exhaust ports do not lead directly to the atmosphere, but are connected by vertically extending passageways with the lower exhaust ports 9, 9l and 9", and discharge therewith into the common exhaust passage 29, which extends substantially along the entire one side of the cylinder casting. The exhaust ports which are adjacent to this side of the cylinder casting are connected directly to the common exhaust passage 29, While the exhaust ports 9, which are adjacent to the other side of the cylinder casting, are connected to the exhaust outlet by means of a second exhaust passage 30. The exhaust passage 29 is formed in the cylinder casting with its outer face open, in a manner similar to that in which the inlet exhaust passage 24 is formed, and is also provided with a slab plate 29, which coperates therewith to form a conduit through which the exhaust gases are led to the atmosphere.

The space surrounding the explosion chamber which is not utilized by the inlet and exhaust passages, is employed for cooling purposes, there being a plurality of vertically extending water passages, 31, distributed around each of the cylinders. At the lower end these water passages connect with a water chamber 32 and at their upper end open into the water chamber 33, through registering ports 34 and 35, in the cylinder head and casing, respectively. This upper water chamber 33 has a connection, 34', which leads to a radiator, or other cooling device (not shown). It will be noticed that the water in passing through the elongated chamber 32 is separated from the oil deck 35, by a thin Wall, 36, and the Water thus serves to cool the oil as well as the cylinder casing.

The oiling system is as follows:

A suitable supply of oil is carried in the crank case 5, flywheel housing 4, and oil pan 4', and from the latter it is fed by centrifucal force through the passage 37, into the oil deck 35, leading from which is a plurality of conduits, 3S, which lubrcate the crank shaft bearings, 39. From this deck the oil is fed under pressure to lubricate the moving parts of the cylinder, in the following manner: At the lower end of each cylinder is an oil inlet, 40, which registers with the lower end of a vertical oil channel, 41, which is formed by leaving a vertically extending open face recess, 42, in the wall of the cylinder casting, the open face of such recess being closed by the outer wall of the b ushing 10- At its upper end the oil channel 41 connects with a circumferential groove, 43, formed in the outer Wall of the bushing 10, and spaced a slight distance from the upper edge of this bushing. The oil forced up the channel 41 discharges into the circumferential groove 43 and passes along this groove both to the right and left, and is discharged into a similarly formed channel, 46, on the opposite side of the cylinder. At different points in its circumference, the bushing 10 is provided with perforations, 45, which conduct the oil from the circumferential groove to the inner surface of the bushing. The remaining oil is discharged into the return channel 46, and from this channel is fed through apertures 44 to the rotary sleeve, the oil being carried around the surface of the latter by the rotation of the sleeve itself, and any surplus of oil is drained back into the crank case through the filter 47.

As previousl stated, these rotary sleeves 10, are driven rom the crank shaft in timed relation and in any desired ratio of Speed relative to the crank shaft speed, the particu-l lar ratio in the construction illustrated being six to one. Any suitable train of stepdown gearing may be employed, but the particular construction employed is as follows: 'At the lower end of each of the sleeves 10 is a worm wheel, 48. Each of these worm wheels is driven from a horizontally extending worm shaft, 49, extending along one side of the cylinder casting. This worm shaft 49 is driven from the crank shaft 3 by a chain 50', as indicated by dotted lines in Fig. 4, the speed of these two shafts being equal. The step-down is obtained through the worm gearing, the

j engaging teeth of the worm shaft and worm wheel being such that the latter is driven at one-sixth of the speed of the worm shaft. In place of forming the worm grooves directly in the worm shaft 49, I have formed the latter on a plurality of bearings, 50 andv 51, each of w ich is keyed to the shaft 49, as indicated alt 52, and locked from longitudinal movement by adjustable members, 53 and 54. This novel arrangement permits of the bearings being normally set to turn the rotary sleeves in approximately the proper timed relation, and then yby adjusting the bearings 50 and 51 longitudinally on the shaft 49 the rotary sleeves can be very accurately set to register in proper sequence. It will be noticed that the worms 50 are arranged to turn -the rotary sleeves D and B in clockwise direction while the worms 51 turn the cylinders C and A in the opposite direction-that is, anti-clockwise.

Referrin now in detail to the manner in which tie inlet and exhaust of the engine are controlled by the rotary sleeves, attention is particularly called to Figs. 5 and 6. The order of tiring of the cylinders is as follows: A, C, D and B.' In Fig. 5 the cylinder D is shown in the act of tiring, while the cylinder B, which is next in order, has just closed its intake andA is starting its compression stroke. The cylinder A, which follows the cylinder B in Yorder of firing, has just closed its exhaust ports and is about to open the intake ports. The cylinder C has opened its lower exhaust ports, as shown in Fig. (l, and is on the point of opening its upper exhaust ports. The piston 14 is on its down stroke in cylinder C and is startin to uncover the lower exhaust ports, which are practically entirely open, at the same time that the upper exhaust ports start to open.

It is obvious from this arrangement that a remarkably quick and thorough exhaust is obtained, and that both the inlet and exhaust ports of the cylinders can be governed by a single rotar sleeve for cach cylinder. Moreover, this a vantage is obtained without the use of complicated castings, and the inlet, exhaust and oil4 passages are cast as open-faced channels which are completed by the bushings, and if at any time the cylinders become scored a new bushing can be readily inserted. In case it is desiredto remove one of the bushings, or other parts, it is only necessary to remove the slab head 2 and lift the caps 1:2 off the cylinders. The spark plugs 55 are accessible through a cap 56, carried by the slab head :2 and secured thereto by means of members 57, the construction being such that this cap can be removed without interfering with the main slab head. It will also be noticed that the intake conduit Q6 is so formed that the carburetor '.27 may be located at the rear end of the motor 'at a relatively high point, whereby it can be conveniently positioned for adjustment.

By supporting the sealing ring 17 from the cap 12 in the manner above described, we not only maintain a self-adjusting tight seal between the ring and the sleeve, but are enabled to position all meeting portions ofthe cylinder construction and the slab head 2 in a single horizontal plane. The same single plane arrangement is maintained with respect to the engaging portions of the intake and exhaust slabs which close those passages on the outside of the cylinder casing, and the machining and assembling of parts is thus greatly simplified. Moreover, by using the ported bushing the ports can be very accurately machined in the lat vof the cylinder opening, a slab head ter prior to the insertion of the bushing within the c linder.

lVhile we iave shown the oil conduits as formed by leaving open-faced recesses in the cylinder casting, it is obvious that they could be formed byleaving the recess in the bushing and having it closed by the smooth surface of the casting. and various other changes can be made without departing from the scope of our invention, as we do not desire to limit it to the details of construction shown, except as set forth in the appended claims.

ll'e claim as our inventionl. In a gas engine, the combination with a casting having a cylinder opening, of a slab head for said casting. a shock absorbing bushing inserted in said cylinder open- .inUx a )orted rotar valve sleeve in said bushing, and means for conducting lubricant to said valve sleeve, comprising condu-its formed by open faced recesses formed in the cylinder casting. the open recesses being closed by the outer \\'-\ll ot' the inserted bushing.

'2. Inia gas engine, the combination with a cylinder construction, consisting of a casting having a cylinder opening and inlet and exhaust ports, of a ported shock absorbing bushing inserted in said cylinder, and a ported rotary valve sleeve in said bushing, said casting having a series of open faced recesses` .and the outer wall of said bushing cooperating with saidrecesses to form a conduit through which a lnbricantis conducted to said sleeve.

3. In a gas engine, the combination with a cylinder construction consisting of a casting having a cylinder opening, a shock absorbing bushing inserted in said cylinder opening, a rotary valve sleeve in said bushing, said bushing and sleeve extending throughout substantially the entire 4len t or closing tie open end of said casting, a cap inserted in sald cylinder opening below said head engaging the up er end of said bushing but spaced a slig t distance from the upper end of said sleeve, and means for furnishing lubricant to said sleeve.'

4. In a gas engine, the combination with a plurality of cylinder constructions, formed from a unitary casting, of a shock absorbing bushing inserted in each cylinder, a ported rotary valve sleeve in each bushing, a cap resting on the upper edge. of each bushing, and a sealing ring suspended from each cap, said ring being sufficiently free to move to compensate for any irregularities in alinement, and a slab head for closing the upper end of said casting, the contactin portions of said slab head and 'casting al lying in substantially the same plane.

5. In a gas engine, the combination with a plurality of cylinder constructions, formed from a unitary casting, and having a series of open faced conduits, of a ported shock absorbing bushing inserted in said cylinder inclosing said conduits, said bushing having near its upper end a plurality of inlet ports and a plurality of exhaust ports, and at its lower end a plurality of exhaust ports, a ported rotary valve sleeve in said bushin controlling the inlet and exhaust ports, sai upper exhaust ports being connected to the lower exhaust ports by said conduits.

6. In a gas engine, the combination with a plurality of cylinder constructions, formed from a unitary casting and havin a series of open-faced conduits, of a shoc absorbing bushing inserted in each cylinder opening and closing the open faces of said conduits, a. slab head for closing the upper end of said casting, and a cap inserted 1n each cylinder opening below said head.

7. In a gas engine, the combination with a plurality of cylinder constructions, formed ironia unitary casting, of a shock absorbing bushing inserted in each cylinder open ing, a rotary valve sleeve in said bushing, a slab head for closing the upper end of said casting, a series of caps inserted in said cylinder openings below said head, and a sealin rin suspended from each cap, and exten ing 1nto the corresponding bushing.

8. In a gas engine, the combination with cylinder construction, consisting of a casing having a series of open faced conduits arranged equidistantly around the vertical wall of the cylinder and forming a plurality of inlet and a plurality of exhaust ports, of a stationary shock absorbing bushing having laterally arranged ports coperating with said conduits, said bushing serving to close the conduits, a ported rotary valve sleeve in said bushing and a piston in said sleeve.

MARTIN L. VILLIAMS. SAMUEL E. VITT.

Witnesses:

F. L. BnLKNAr, JULIA M. BRisToL.

Images