US1637017A - Valve mechanism for internal-combustion engines - Google Patents

Description

July 26,1927. 1,637,017

J. O. ALMEN VALVE MECHANISM FOR INTERNALCOMBUSTION ENGINES Filed Aug. 10. 1929 -4- SheetsSheet 1' N a t July 26, 192?.

J. O; ALMEN VALVE MECHANISM FUR INTERNAL COMBUSTION ENGINES 4 Sh'eetsSheet z Filed A112. 10, 1920 July 26, 1927.

J. O.'ALME N VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES" Filed Auk. 1051920 4 Shee ts-Sheet 3 Q mw \MD m W M R! Q ml \h: i w

M ZT/TUKIVE Y July 26,1927. v 1,637,017

- J. O. ALMEN VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES Filed Aug. 10.1920 4 Sheet s-Sheet Snow Wm JH/v 0. fiL/WEN ams July 2c, 1927.

UNITED STATES PATENT OFFICE.

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varvn uncnamsn FOR m'rnmmn-oomausrron enemas Application filed Augustm, 1920. Serial Bo. 402,56e.

This invention relates to improvements in internal combustion engines, and more particularly to im rovements in rotating valve mechanism an parts associated therewith. for the distribution of fuel charges to, and their discharge from the explosion chambers of an internal combustion engine wherein a plurality of cylinders are arranged in circular relation about, and parallel with a centrally disposed power shaft, and whereinthe valve rotates in a plane perpendicular to the shaft and is driven by a certain geared connection therewith that advances the valve to effect the intaking, and discharge of fuel charges for the several cylinders in the proper sequence to efiect operation of the engine.

The principal object of the present invention is to provide a rotating valve mechanism which controls intaking and exhausting of fuel charges from thecylinders of the engine and which will be maintained sufliciently cool for successful operation by the passage therethroughof the intaken.

charges; also, to provide for better distribution of fuel charges to the several cylinders of the engine; to insure even wear and lubrication; to give an even balance to the mechanism and to provide for the complete scavenging of burned fuel charges from about the sparking points after each explosion.

In accomplishing the objects of the invention I have provided the improved details of construction, the preferred forms of which are illustrated in the accompanymg drawings, wherein- Figure l is a longitudinal sectional view embodying valves and actuating mechanism constructed in accordance with the present invention.

Figure 2 is a transverse sectional view through the valve casing, showing the relation or the control valve to the distributing manifold.

Figure 3 is a face view of a rotating valve.

Figure 4 is a central sectional view of the same, taken in a plane parallel with its face.

Figure 5 taken on the line 5-5 in Figure 8 illustrating the disposition of the relief opening for the outlet of burned gas from. thesparhing chamber. g

a: is sectional view on the line is a fragmental sectionalview 66 of Figure 1, illustrating the gearing for driving the valve member from the power shaft.

Figure 7 is an end view of the engine casing.

Figure 8 is an enlarged sectional view transversely through the rotating valve and easing head.

Figure 9 is a detail perspective view of an electric contact member. Referring more in detail to the several views or the drawings wherein like reference numerals desighate like parts- 1 and 2 desi ate complemental housings or cylinder casings, each of which embodies a plurality of cylinders 3 wherein pistons 4 are operative.. monted for reciprocation. The two casing sections are joined together by bolts 5 extended through peripheral flanges 6- formed their adjacent ends, which retain the corresponding cylinders of the twosections in functional alinement.

Extending centrally, and longitudinally through the engine casing, is a power shaft 8, which is supported, adjacent its opposite ends, within bearings 9 and 10 that hold it revolubly in position. Formed centrally on the shaft, is a journal 12, the axial line of which bisects the axial line of the shaft at an acute angle, and mounted revolubly on the journal is a. rocker. head 14 which serves as the medium through which driving energy is transmitted to the power shaft from the several pistons, as is more fully described in my co-pending application Ser. No. 163,561.

By reason of mounting the rocker head on an inclined journal of the shaft, reciprocation of the pistons in proper order will impart a certain wabbling motion to the head which in turn efiects rotation oi shalt. I

Each cylinder is provided at its outer end with a single port 21, serving for both gas inlet and outlet purposes and the several ports are arranged circularly about the power shaft 8 and are in alinement with exhaust openings 23 in the end heads 2% of the casings.

To regulate the .fiow of gases in both directions, l provide each end of the engine with a rotating valve of a special character and these valves are interposed between the cylinder end walls 26 and the easing heads as, and are operated oy connecthe power tion with the plower shaft in such manner,

as to control t e intaking' and exhausting of fuel charges from the various cylinders.

In shape, each valve is circular, and is provided centrally with an openin for receiving the concentric sleeve 26 o a gear revolubly mounted on eccentric journals 30 formed on the power shaft, and are adapted to travel in mesh with somewhat larger internally toothed ring gears 31 that are fixed in the ends, of the cylinder casings concentrio with the power shaft.

The eccentrics 30, one for the valve at each end of the engine, are disposed with their axes at opposite sides of the shaft axis, so that the centrifugal force of the mass of the respective valves due to their motion about the shaft axis will be applied to act counter to the unbalanced moments due to the reciprocation of the various pistons with res set to the shaft axis.

t will be seen that rotation of the crank shaft 8 will cause successive teeth of the valve gear 28 of each valve to come into mesh with the teeth of its respective internal gears 31, and since the valve gears 28 contain a lesser number of teeth than the internal gears, a rotary motion will be imparted to the valves, while at the same time they will be moved bodily, circularly about the shaft.

By such ears, the valves are caused to be rotated w ile being carried about the axis of the shaft, with a succession of epicycloidal movements being imparted thereto;

The valves are operable in recesses 34 in the engine ends, and seat against wearing,

or packing, plates 35 on their inner faces,

and at their outer faces against the adjacent casing heads 24 which have the discharge openings 23 in alinement with the cylinder ports. These.discharge openings 23 may,-ir' desired be connected with a suitable exhaust manifold not shown in the drawings. v

The packing plates 35 are provided with ports in registration with the cylinder ports, but the va ve' members in an engine having the number of cylinders shown in the illustrated embodiment, are provided with three similar and symmetrically located channels 38 for the intaking of gases into thee linders and have three passages 39 place termediate the inlet channels for the exhaustion of gases; said exhaust passages being located so as to register, upon occasion, with the cylinder ports, subject to the epicycloidal movement of the valves.

The recesses, wherein the valves operate, are circular and are of greater diameter than the valves, and have fitted concentrically therein 40 whichform-ammlar through the valve and the character and disposition of the inlet channels is such that the intaken charges will act as a cooling medium for the valve. In the present constructiqn, the valve members are not solid,

but may be termed shell construction, hav-- ing opposite face plates that are spaced apart by the walls of the inlet and exhaust channels. The exhaust passages are spaced at equal angular distances about the periphcry of the valve, and the inlet channels 38 lead from the edge of the valve inwardly, and then in an outward direction to their inlet openings in the inner face of the valves in such manner as to-partially surround or inclose the exhaust passages. Such a dis-' position of inlet channels and exhaust pas sages in connection with the disposition of the valves within the distributing manifold insures not only an even distribution of fuel charges to the cylinders but also an efiective method of retaining the valves at an operating temperature, due to the circulation of the intaken charges about the exhaust passa es.

Each of the exhaust passages through the valve is inclosed bya wall 44 of thin metal not formed as a part of the valve body, against which the exhausted charges are directed. These lining walls prevent the exhaust' charges from coming into direct contact with the main valve structure and, since they are spaced from the latter; 'prov'i'de' dead air spaces about the passages which serve as insulating mediums. The exhaust passages are each divided by a plurality of partitions 44' directed radiallyof the valve and transversely to the direction of movement and which serve as means for causing the exhaust charges to pass directly through and thus eliminate the eddying of charges within the passages at times when they are r not entirely. in registration with the cylinder ports, that is, at times when the pas sages are partially overlapping the cylinder ports. I

The speed and direction of rotation, and

number of openings in the valve follow certain definite laws. In this engine containing seven cylinders, three sets of ports are employed and the valve is rotated at one sixth of the crank shaft speed in the opposite portion of the valve will be moving across the cylinder port during an expansion stroke. For these reasons, three points on the valve midway betweenthe exhaust and intake passage measured on the long are, always pre-.

sent themselves at a cylinder port atthe time when the piston in that cylinder has comdpleted the compression stroke and is rca y to fire. If, therefore, spark plugs be placed in the valve at these points and caused to spark at the proper time, then only three plugs will be needed to serve the seven cylinders, and since they move with the valve, they are exposed to only a relatively small amount of heat, for they are present in the heat of combustion for a short period of time only and then move oil to a comparatively cool position, thus avoiding a common source of trouble.

Referring particularly to Figures 4 and 8, 50 designates spark pl that are mounted in radially directed poo etc 51 in the valve body; said pockets being provided with openings 52 which, duringoperation of the valve, move successively into communication with the cylinder ports.

One of the terminals of each plug may be grounded through the engine frame, and the others extended from the inner ends of the plugsto engage the yieldable legs 53 of contact plates 54, that are fixed at equally spaced distances to the outer side of annular,

insulating rings 56, secured concentricallywithin the valves.

Each of the plates 54 has a yieldable prong 57 extended outwardly therefrom and these prongs are engageable at certain times during operation of the valve, with an electric conducting ring 58 secured in the end head of the engine concentric with the power shaft, as is shown especially in Figure 8, and which is electrically connected by a terminal post 59 with an electric circuit, which latter is completed through the engine casing.

The several spark plugs and contact members are so arranged and located, that ignition sparks will be produced by the plugs as they pass in registration with the cylinder orts. p In order to avoid in-eiliciency due to the pocketing of burned gases after each explosion, in the spark plug chambers, I have provided each of these chambers with discharge ports 60, as is best shown in Figure 5, which move after their respective spark plugs have ignited a charge, into communication with a discharge ort in the engine head so that the burned gas, confined under p in these chambers, may be exha before the plug again moves into registrationwith a cyhnder port".

In operation of the engine, the explosive mixture is supplied by suitable intake manifolds to the circular manifolds 40 in the opposite end heads of the casing and, subject to the control of the valves 25, it is delivered (tlhrough the channels 38 to the various cyliners.

After the manner of operation of four stroke cycle engines, the charges are admitted into the cylinders during the suction stroke of their pistons, compressed durin the following reverse strokes, then explod 1n the third strokes .to'impel the pistons which, in the fourth stroke, eifect the discharge of the spent gases through the various valve passages 39 and from the engine.

The reciprocation of the pistons acts, through the medium of the rocker head, to rotate the drive shaft, and this through the eccentrics 30 will cause successive teeth of the valve gears 28 to be brought into mesh with the teeth of the internal gears 31, and since, in the present construction, the valve gears contain forty-eight teeth and the fixed ring gear contains 56 teeth, a rotary motion will be imparted to the valves which is opposite to the direction of rotation of the shaft and at one sixth its speed.

Assuming then that the drive shaft is rotating in a clockwise direction and the valve is rotating in a counterclockwise direction, with the valve in the position it assumes relative to the several cylinder orts which in Figure 4 I will designate individuaily by letters a, b, c, d, e, f, gand by the letters S, T, Z' the spark plug S at the lower side'of the re is in position to fire the charge in the cylinder a with which itregisters. After the shaft has moved in a clockwise direction six-sevenths of a revolu tion this plug will have been moved in a counterclockwise direction a distance equal to one-seventh of a revolution which will bring it into registration with the cylinder 9, but before it reaches this cylinder, the

spark plugs T and Z will have moved into firin relation with the cylinder 0 and e to fire 51658 in regular order. Again after sixsevenths of-a revolution of the whole crank shaft after the plugv S had fired the cylinder 9, this plug would be brought by movement of the valve into registration with the cylinder f but during its movement between the cylinders g and f, the spark plugs T and Z the spark plugswould have fired in order the cylinders Z;

and (5. Another six-sevenths revolution of the crank shaft after plug S has fired cylin der f brings this plug into registration with cylinder 6, so that continuing of operation, it is a parent that the timing is, such that the cy inders are fired alternately in a cl direction, which wpuld be in the order of cylinders a, c, e, g, c, d,

in this order the electrical connection through the plug.

The prongs are made yieldable in-order that they will contact the ring 58 before, and remain in contact a short interval after each epicycloidal movement of the prong and valve relative to the ring to allow for the advancing or retarding of the spark by the use of suitable timing mechanism which would be located in the circuit and isnot herein shown.

After a contact 57 has caused the firing of any particular cylinder of the engine, it

' moves away from the ring 58, due to its particular epicycloidal movement, and does not again contact the ring until after sixsevenths of a revolution of the crank shaft. The movement of the point-57is illustrated by the course of the dotted line in Figure 7.

It will also be noted by reference to Figures 1, 2 and i, that at the time when any particular cylinder is intaking a charge of fuel, the rotating valve will be moved to its limit toward the opposite side of the valve recess wherefrom this fuel-charge is being drawn, thereby providing a channel of maximum volume leading up to the inlet channel.

\Vhat I claim is:

1. In an engine comprising a casing forming an annular valve recess, a rotary valve mounted in the recess and of smaller diameter than the latter to provide an annular manifold between the two; said valve having passages for delivering exhaust gases from the engine and having circuitous inlet channels therein opening into the manifold and enclosing the exhaust passages.

2. A rotary valve for internal combustion engines comprising a body having exhaust openings therethrough and having inlet channels arranged alternately with and extended to partially surround the exhaust openings and which are adapted for continuous communication attheir outer ends with a fuel supply manifold and at their inner ends open to the inner face of the valve and are adapted to be moved alternately manor? with the exhaust openings into and from registration with ports communicating with the cylinders ofthe engine.

, 3. In an engine of the character described, a power shaft having an eccentric journal, a valve rotatably' mounted on the journal and operable to control the intaking and exhausting of fuelcharges, an internal gear ring fixed concentric about the shaft, a gear fixed to the valve concentric thereto and to the journal and operable within the ring gear to revolve the valve with an epicycloidal movement in a direction opposite to the direction of the shaft.

4. A rotary valve of the character described having a spark plug chamber opening at one side thereof adapted to be brought by rotation of the valve into and from registration with the cylinders of the engine wherein the valve is used and means for permitting the scavenging of burned I charges from the spark-plug chamber at times when it is not in communication with the cylinder.

5. A rotary valve for internal combustion engines provided with a spark plug chamber having an opening leading to one side thereof adapted to be brought, by movement of the valve, into and from registration with the explosion chambers of the engine wherein the valve is used and having a scavenging opening leading to the opposite side of the valve for the purpose set forth.

6. A circular rotating valve for an internal combustion engine of'the class described comprising a valve body with openings therethrough for the exhausting of fuel charges from the cylinders of the engine wherein the valve is used, and partitions disposed in said openings radially of the chicular valve.

7. In an engine of the character described, in combination, an engine casing comprising a plurality of cylinders and. forming an annular valve recess, each of said cylinders having a single port opening into said re cess, a circular valve of smaller diameter than the recess mounted for rotation therein and having fuel inlet openings leading from its periphery inwardly to pass in registration with the cylinder ports, and an annular fuel distributing manifold surrounding the valve and having openings therein at spaced intervals for admitting fuel gases to the valve recess for the purpose set forth.

Signed at Seattle, Vvashington, this 4th day of August, 1920.

, JOHN o. ALMENQ

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