US1215863A - Internal-combustion engine. - Google Patents

Description

A` FJKER.

[Mmmm CQMBUSUON ENGiNE.

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Miami@ A. L. BIKER. INTERNAL COMBUSTON ENGINE.

APPLICATION FILED MAYli 1910.

Patented Feb. 13, 1917.

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wiwesvses Mge L. KEMER;

INTERNAL COIVIBUSTIN E NGNE.

APPLICATIQN FILED MAYIG,1910.

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A. L. Rl-KER.

INTERNAL comusloN ENGINE.

APPLICATION FILED MAY 16 1910.

Patented Feb. 18, X91?.

4 SHEETS-*SHEET 4.

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V f .m m 1% Sli - reference to the ANDREW L. BIKER, OF BRIDGEPORT,

COMPANY 0F AMERC, 0F NEW YRBQ N. Y.; fl. RPORATION OF CONNECTICUT, ASSIGNOR TO THE LCOMOBILE WEST VIRGINIA.

inerente-connessioni nnernn.

Spccieetion of 'Letters Patent.

Application filed Hey lrlil. Seria-1 No. 561,751.

To all wh t may concern.:

Be it known that l, ANDREW L. BIKER, e citizen of the United States, and a. resident of Bridgeport, in the county of Fairfield and Stateot Connecticut, have invented an Improvement in Internal-Combustion Ein gines (Case EL) of which the 'following description, in connection with the accompanying drawings, is a specication; like letters on the drawings representing like parts.

llfhis invention relates to internal combustion engines and consists in improvements both in the operation and construction thereof.

The invention will be best understood by following description when taken in connection with the accompanying illustration oi one speciic embodiment thereof, the scope of the invention being particularly pointed out in the appended claims.

In the drawings.

Figure l is a vertical, sectional elevation taken through u cylinder and the crank casing oi a multiple cylinder engine embodying one form of the invention.;

Figs. 2 to 5 inclusiv;v are somewhat diagrammatic views in central vertical section ot the positions assumed by the sleeve valves during the suction, the compression, the power and the exhaust stroke oi?` the piston;

Fig. 6 is a' view similar to Fig. l, of a. somewhat modiied form oi3 the inif'ention;

Figs. 7 to 'l0 inclusive are transverse sections taken through the sleeve or cup valves find showing: the di ii'erent positions assumed therehy during one complete cycle *of operations; and Fig. l1

is a vertical section of. a still further modified form of my invention.

Referring' to the drawings and to that embodiment oi my invention herein selected for illustrative purposes, I have there. shown the construction of one cylinder of a four cylinder engine. This engine is illustrated as ol a size and forni suitable for automobile use, but is thus shown for illustrative purposes only, the invention being independent of the forni, type ployed, and also independent of its utilization in en engine having either a single cyl-v inder or a plurality of cylinders.

The engine is shown as supported upon the crank casing l. in which is suitably fuel charged or size of the engine em-` journiiled the engine crank shaft 2, having a crank and pin connection 3 to the piston rod 4f, which latter has a trunk connection to the cylinder piston 5. The piston is adapted to reciprocate Within a suitable and preferably upright cylinder 6, the latter being herein shown as y surrounded by the usual water jacket 7, and having its end closed by an appropriately shaped head S, in which latter is fitted the usual ignition apparatus, not herein shown. The latter may be of any suitable nature, but herein is of the jump spark type, having electrical connections to n suitable high potential source of current.

lVhile my invention to certain of its features is'not limited to the type oi' engine employed, the particular form oi engine shown is constructed upon the Otto or l:tour cycle principle, and presents features of novelty in its mode of operation, particularly in respect to the introduction of the air into the Working cylinder of the engine and the discharge of the spent gases therefrom.

Designed to cooperate particularly With;-

this type of engine, but also having useful application to engines which :1rev construe tionally quite different from the one described, there are provided" various features of novelty to he hereinafter more particu-` larly pointed out. y

l contemplate the provision of two sleeve valves, one positioned within the other, and both telescoping with the cylinder 6, either interior-ly or exteriorly thereof, but preferably interioriy, and controlling the admission of the 'fuel mixture and the exhaust oi the spent gases.

In Figs.. l and 2, wherein have represented one embodiment of'my invention, the admission passage' for the fuel mixture is indicated at 9 and the exhaust passage for the spent gases is indicated et 10, these two passages circumscribing the cylinder tothe requisite extent, and being preferably o po-i sitely positioned.. Within thescope o my invention these passages, or either of their., may be of greater or less eriphral extent.

`-Within the heed 8 of the engine, I have positioned a sleeve valve 11 airing-like form and having a sliding engagement with the inner surface of' said cylinder which may he of somewhat enlargeddiameter above the upperlimit of Amovementk ofthe piston 5, as indicated. The' second sleeve 12 is` preferratentea Feb. is, 1917.

ably of substantially the same construction as the valve 11, but is of smaller size and is mounted therein so as to reciprocate upon .exhaust passage 10. is provided with a port or ports 13, preferably positioned at a higher elevation than the inlet port 12. The inner sleeve valve 14 is provided with a port or ports 15 adapted to be placed in comV munication with the inlet passage 9 of the cylinder and at its opposite side` being that adjacent the inlet passage 9. it is provided with a port or ports 16 adapted to be placed in communication with the exhaust passage 10. The port 16 is in this embodiment of the invention placed at a higher elevation than the port 15.

Any suitable means may be employed to operate and preferably to reciprocate the said sleeve valves. Herein for the purpose I have shown the sleeve valve 11 as provided with opposite ears 1G tapped to receive bolts or studs 1T, the upper ends whereof are received in the endg of the plate 18 to which is jointed a link 19` the upper end whereof is jointed to the arm 20 of a lever pivoted at 21 in a suitable bracket upstanding from the head 8. the opposite arm 22 of said lever being jointed to a vertical rod 23, the lower end whereotl is jointed to a crank arm 24 upon a shaft 25. The shaft is preferably driven from the shaft 2, and for that purpose I have herein shown a gear 26 upon said shaft 25 meshing with and driven by a gear 2T upon the shaft 2, said shafts 25 and 2 rotating in the ratio of one to two.

The inner sleeve valve 14 is provided at diametrica'lly opposite points with ears, not shown` into which are tapped bolts or studs 28. one ot which is shown iu Fig. 1. Said bolts 2S are secured in the ends of a plate 2S) positioned transversely to the plate 1S. as indicated. To said plate 29 is jointed a link 30. the upper end whereof is jointed to an arm 31 of a lever pivoted at 32 upon a bracket upstanding from the head 8. the opposite arm 33 of said lever being jointed to a rod 34, the lower end whereof is jointed to a crank arm mounted upon a shaft 36. Said shaft 36 is preferably driven from the shaft 2 by the intermeshing gears 37 and 27. in the ratio of one to two.

A complete cycle of operations of that embodiment of my invention shown in Fig. 1 is preferably substantially as follows: At or about the commencement of the suction or. charging stroke ot the piston 5, the sleeve valves l1 and 14 are in the position shown in Figs. 1 and 2, the crank arm 35 being advanced substantially 90 with respect to the crank arm 24. The piston 5 is then at the limit of its inward or upward movement, and the admission passage 9 is closed by the outer sleeve valve 11, which as illustrated in Figs. 1 and occupies a lower position than the inner sleeve valve 14. As the pis'- ton 5 commences its suction or charging stroke, the inner sleeve va'lve 14 commences to move downwardly and the outer sleeve valve 11 commences to move upwardly. Therefore, during the suction stroke of the piston the ports 12 and 15 of said valves are sulicientlyin register to admit a charge from the passage 9. At the end of the suction stroke, the inner sleeve valve 14 is moved downward sufliciently to out off the admission of fuel through the inlet admission passage 9, this position of the parts being indicated in Fig. 3. At this time the outer sleeve valve 11 has risen sufliciently to place its port more or less in register with l the admission passage 9, but this is immaterial, inasmuch as -admission of fuel is prevented by the position of the port 15 in the inner sleeve valve 14. The position of the i parts at the end of the compression stroke is indicated in Fig. 4. Although both sleeve valves 11 and 11 have continued to. move, their admission ports have not simultaneously been brought into register or partial register with the admission passage 9 during the compression stroke. The position of the parts at the end of the power stroke is indicated in Fig. 5. Although, during the power stroke the sleeve valves 11 and 14 have. continued to move, their admission ports 15 and 12 have not simultaneously been brought into register or partial register with the admission passage 9,` and hence said passage has remained closed.

During the suction. the compression and the greater part of the power strokes, the exhaust ports 13 and 16 of the sleeve valves have not been brought simultaneously into register or partial register with the exhaust passage 10, and hence said passage has remained closed. At about'the termination of the power stroke. as indicated in Fig. 5, however. 'the said exhaust ports 13 and 16 are brought simultaneously into register,V

with the exhaust passage 10. and therefore during the lexhaust or scavenging stroke the spent gases are expelled through the exhaust 10. At the end of said stroke the said sleeve valves 11 and 14 are returned to the position shown in Figs. 1 and 2, thus. completing one cycle of operations.

Instead of reciprocating the sleeve valves one within the other, they may be oscillated or rotated. In Figs. 6 to 10 inclusive. I bave shown a modified form of my invention wherein the sleeve valves are rotated. In Fig. 6, I have shown a sleeve valve 38 having a closed upper end 39, said valve therefore being substantially cup shaped as represented( The head 39 of said valve is provided with a sleeve 40 of reduced diameter and having keyed thereon a beveled gear 41 meshing with a beveled gear 42, fast upon a stud shaft 43 journaled in the bracket 44 rising from the head 8 of the engine. Upon the outer end of the shaft 43 is a spiral or skew gear 45 meshing with a similar gear 46 also mounted in said bracket 44 and driven by sprocket or other suitable gearing from the crank shaft 2 of the engine. Positioned within the cup shaped valve 38 is a similarly shaped valve' 47 having a closed upper end 4S secured to which is a spindle 49 passing through said sleeve 40 and having keyedv upon its upper end'a beveled gear 5() meshing with the beveled gear 4.2. fThe inner valve 47 is provided with an inner port 51 and the outer valve 38 is preferably provided with two ports 52 and 53, as clearly indicated in Figs. 7 to 10 in'dlusive.

The cycle of operations of the form of the engine shown in Figs. 6 to 10 inclusive is substantially the same as that shown in Figs. 1 to 5 inclusive. The valves 38 and 47 are rotated by the beveled gear 42 in opposite di rections. At the commencement of the suction or charging stroke the ports 5l, 59. therein are about to register with each other and with the admission passage 9, as indicated in Fig. 7, and at about the termination of the charging stroke-the ports pass wholly out of register and continue out of register until the commencement of another cycle of operations, as indicated in Figs. 8. 9 and 10. Therefore, during the compression and power strokes the admission and exhaust passages remain closed, but during the scavenging or exhaust stroke the second port 5l in the outer sleeve and the port 51 in the inner sleeve are brought wholly or partially into register and into register with the ex-A haust passage 10, thereby permitting1 the spent gases to be discharged from the cylinder.

The construction shown. in Fig. 11 is substantially the same as that shown in Fig. 1 with the exception of the form and extent' of the inner sleeve and the operating means therefor. In said Fig. 11, the outer sleeve 11 preferably remains the same, but for the short, inner sleeve 14 shown in Fig. 1 have substituted a sleeve 54 preferably extending substantially the entire length of the cylinder' and sliding upon the inner face thereof as indicated. The piston 5 recipro- `Cates upon the inner surface of said inner sleeve 54, the latter being provided with inlet port 55 and exhaust port 56, preferably similar to the corresponding ports 15, 16 shown in Fig. 1. The said sleeve 54 may be operated in the manner described in connec tion with the said sleeve 14 of Fig. 1 but as herein indicated the lowerend of sai sleeve 54 is connected .by a crank arm 57' to the l admission and exhaustports, and a 'piston reciprocable the'rein, two concentric sleeve valves within the cylinder slidable upon each other and located beyond the limits of piston travel and each provided with an admission and an exhaust port, a cylinder head extending within the inner sleeve valve, and means differentially to operate said valves.

2. A four cycle internal combustion engine comprising in combination a cylinder having admission and exhaust ports, a piston reciprocable therein, two arc-shaped slide valvesV positioned within the cylinder beyond the limits of piston travel and one within the other and both ported to control the admission and the exhaust, and means to operate said valves to open the admission port during an outward stroke of the piston and to open the exhaust port 'during an inward stroke of the piston of the same cycle.

3. An internal combustion engine com? prising a cylinder, a cylinder head, Said cylinder having admission and exhaust ports, independently movab arc-shaped valve plates Working between walls c" the cylinder and the cylinder head and beyond the rearward limits oi piston travel, and means for moving said faire plates.

ln testimony whereof, l have signed my l J. A. KINGMAN, R. YOUNG.

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