US1126738A - Internal-combustion engine. - Google Patents

Description

APPLICATION FILED AUG. 7, 1912v Patented Feb. 2, 1915.

mvEmoR WHTNESSES E. F. ENTWISLE.

INTERNAL COMBUSTION ENGINE.

' APPLICATION FILED AUG. 7, 1912.

1,126,738 Patented Feb. 2,1915.

3 SHEETS-SHEET Z.

N k &

mvsu'roa WITNESSES E. P. ENTWLSLE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED A-UG.7,1912.

1,126,738. PatentdFehZ, 1915.

3 SHEETS-SHEET 3.

WBTNESSES INVENTOR ,4 JZW the engine crank case forming IHTEEkIdE-CQMBUSTKGN ENGINE.

Application filed August 7, 1912.

To all whom it may concern;

Be it known that l, EDWARD F. ENT- WIS/LE, a citizen of the United States, residing at Duquesne, in the county of Allegheny and State of Pennsylvania, have invented a new and useful lnternal-Comhustion Engine, of which the following is a specification.

My invention relates to the construction. of explosive engines and more particularly relates to the construction and arrangement of the valves and valve operating mechanism of internal combustion engines of the four-cycle type, i

One object of my invention is to provide an internal combustion engine havingnovel means whereby the passage of the gases into nd out of the engine cylinders is regulated and controlled.

Another object of the invention is to provide a gas engine of novel construction having improved means for actuating the valves controlling the opening and closing; of the inlet andenliaust outlet ports.

A further object of this invention is to provide an internal combustion. engine having a novel arrangement of the port opening valves and valve actuating mechanism, and still further objects of my invention will appear as my invention is more fully described and claimed hereinafter.

Referring to the accompanying drawings forming part of this specification, Figure l is a side elevation, partly in section, showinga vertical four-cycle internal combustion engine constructed and arranged in accordance with invention Fig. 2 is a plan, partly in section of the engine construction shown in Fig. la 3 is seetional end elevation taken on the line lll ill of Fig. 1 showing the construction of the cylindersand crank case of the engine. Fig. i is an end elevation of the engine construction shown in the preceding figures.

in the drawingsthe numeral 2 designates a base or support for the engine cylinders, and mounted by one end upon toe top of the crank case or base and arranged in pairs are the four cylinders 3 i, 5 and 6. Each of the cylinders is provided Withan integral head and with double walls which form a water jacket 7 entirely enveloping the cylinder and cylinder head.

The crank case 2 is. provided with end Specification oz" Letters Patent.

Patented Fele. 2, 11%115;

Serial No. 713,882.

bearings 8 and 9 and an intermediate bearing' 10 for the engine crankshaft 11 and each of the four cranks 12 of the crank shaft 11 is connected by means of a connecting rod 13 and Wrist pin'H to a trunk piston .15 which reciprocates Within its cylinder. The pistons 15 have the usual complement of piston rings 15.

Each of the cylinders 3, i, 5 and 6 is provided-With an inlet port 16 and an exhaust outlet port 17 inthe upper end thereof which extend through the Water jacket? with which each cylinder is supplied and which serve to connect the interior of the cylinders with the single inlet opening 18 and the single exhaust outlet opening 19 provided for each pair of cylinders. A cylindrical sleeve 20 surrounds the outlet -W21ll of the Water jacket 7 on each cylinder, each having port openings 21 and 22 which register with the inlet openings 16 and exhaust outlet openings 1? in the cylinder and serve as means for con necting the openings 16 and 17 with the inlet opening 18 during the admission stroke of the piston, and connecting, during the exhaust strokes, the openings 16 and 1'2 with the exhaust'outlet opening 19.

.- The adjacent cylinders in each of the pairs of cylinders 3, a and 5, 6 are provided with casings 23 which envelop the outside of the sleeves 20 forming the valves of my improved engine and the single inlet port 18 and exhaust outlet port 19 used for each pair of cylinders are-for1ned in these caslugs 23, the side Walls of these ports serving" as a convenient means for integrally joining the upper ends of the casings in 1. airs.

Each casing 23 has an inturned flange 23 on its upper end, which serves as a seat for the hardened steel Wearing rings 20"- which are employed to take the end thrust of the sleeves 20, which tend to lift or he moved upwardly by the action of the spiral gears 25, 26, 27, 28 which mesh with the gear teeth 24 on the lower ends of the sleeves 20 the spiral gears being arranged to cause this effect. The flanges 23 also are utilized as a means to fasten the casings 23 to the cylim ders with the cap screws A spiral groove is cut on the inside surface of the sleeves 20, which extends oppositely to the direction of rotation-ofthe sleeves so as to force the lubricating oil upwardly through the groove from the pockets or cellars 36 formed in the crank case 2 in which the bot tom of the sleeves 20 and the spiral gears 24,

25,26, 27 and 28 revolve. In this way oil is carried upwardly to the circumferential groove 37 which is located in the outer face of the Water jacket 7 on the cylinders just below the valve openings or ports 18 and 19 in the casings. From this point another spiral groove of the same hand is cut in the water jacket in such manner as will not pass directly through the ports 1.8 and 19 to carry oil to the top of the sleeves 20. A sufficient number of small holes is cut through the wall of the sleeves 20 to permit the passage of oil therethrough to lubricate the outer surface of the revolving sleeves.

The lower ends of the sleeves 20 extend to the bottom ends of the cylinders and have spiral gear teeth 24 formed on the peripheries thereof, which mesh'with the spiral gears 25, 26', 27 and 28 which are mounted on the lay shaft 29 mounted in the bearings '30 provided for that purpose on opposite ends of one side of the crank case 2. The spiral gears 25 and 27 and gears 2 L on the sleeves for the cylinders 3 and 5 meshing therewith are made the opposite hand from the spiral gears 26 and 28 and meshing gears 2% on the sleeves for the cylinders a and 6 in this way rotating the sleeves of the cylinders 3 and 5 in theopposite direction to those of the other cylinders 3 and 5 as well as balancing the gears and preventing end thrust on the lay shaft 29.

One end of the crank shaft 11 is provided with a spur pinion 31 which meshes with the idler spur gear 32 meshing with the spur pinion 33011 the lay shaft 29 and drives the lay shaft when the crank shaft 11 is rotated during the operation of the engine.

In the construction shown two port openin s 21 and 22 are employed in the rotating sleeves forming the valves and the sleeves 20 are caused to rotate once to each four revolutions of the crank shaft 11 although within the scope of my invention but one port 21 or 22 may be employed, in which case the valve or sleeve 20 will rotate at onehalf the speed of the engine shaft. Three or more such ports also may be used, a change also being made in the relative speed of rotation of the sleeves 20 and engine shaft 11. The two port construction shown, however, is preferably used, as by employing but one port the speed of rotation of the sleeve 20 is rather high, while with more than two ports the area of the port openings necessarily becomes more or less restricted in size.

With the construction shown the sleeves 20 in each pair of cylinders rotate in opposite directions as by such construction but one inlet port 18 and one exhaust outlet port 19 in the sleeve casing 23 for each pair of inders 3 and 4: or 5 and 6 is necessary. of the sleeves 20, however, may be made to lrill haust outlet openings are provided on the sleeve casings 23 for the attachment of the inlet pipes and exhaust outlet pipes. The construction of these pipes, however, being old and well known and not forming part of this invention, need not be further de-' scribed.

In the operation of improved engine the parts being constructed and arranged as,

shown the engine is started by means of a self-starter or by cranking in the usual manner. Each piston 15 is successively employed to draw in a charge of mixed air and gas within its particular cylinder to then compress the charge, to thenv explode the compressed charge, and to then expel the burned or exploded gases. When the port opening 21 in the sleeve 20 for'each cylinder reaches and opens communication between the inlet port 16 in the cylinder and the inlet port 18 in the casing the piston 15 is moving outwardly or downwardly on the suction stroke from the position shown. 'l y' the time the piston reaches its bottom or outermost position in its downward stroke, the sleeve 20 has traveled counter-clockwise from the port opening 16 in the engine cylinder so that this port is then closed. I The piston 15 then moves upwardly in the cylin-- der to compress the fresh charge of gases until again in the position shown'in Fig. 1 when the then compressed charge is exploded. The piston 15 is then impelled downwardly or outwardly by the expansion of the exploded or fired gases in this cylinder and by the time the piston again reaches. its extreme downward position the port 22 in the sleeve 20 is opposite and has opened communication between the cylinder exhaust port 17 and the exhaust port 19in the casing, the next or upward stroke of the piston then ex elling the exploded or burned waste gases i i'om the cylinder. ,The port opening 22 in the sleeve 20 then acts to again uncover and connect the inlet ports 16 and -18 and the above described cycle of operations is again repeated in this cylinder. This cycle of operations is carried out with I each of the four cylinders in succession, one

cylindermoving the piston in its power stroke when another of the cylinders is exhaustingthe burned gases therefrom and a ture of gas and air, such operations being carried out in the usual manner of fourcy'cle engines.

The advantages of my invention will be apparent to those skilled in the art. The apparatus is simple and is'easily kept infepair. The rotating sleeves 20 forming the valves of my improved engine, with the exception of a small portion of the surface thereof, are not exposed to the intense heat' of the exploded or burned gases in the interior of the cylinders. The edges defini'n the port openings 21 and 22 in the sleeves 2 also are protected fromthe intense heat of the exploded burning gases. I

The sleeves extend throughout the length of the cylinders and the sleeve operating,

mechanism is located at the lower ends thereofand on one side of the cylinder so as to provide" a compact construction. The sleeves are positively rotated and, being dl-r rectly geared to the engine shaft, are caused to operate positively at regular predetermined intervals of t1me so that each engine is caused to perform the cycle of operations 'in the desired manner. The absence of reciprocating parts make a substantially noiseless engine. The sleeve valves being on the outside of the water jackets of the cylinders are protected from the excessive heat and are maintained in the desired cooled condition.

Modifications in the construction'and arrangement of the parts may be made.

'Portions of the lower ends of the sleeves be cut away in order to lighten the weight of the engine, the 'manner of gearing the sleeves to'the engine lay shaftv may" be varied, and other changes may be made without departing from my invention as defined in the appended claim.

I claim 1 An internal combustion engine compris- .,ing in combination a plurality of water timed intervals with the inlet and exhaust outlet ports an extension on top of the crankcase forming an oil cellar separated from the interior of the crank case and surrounding the lower end of the water jackets,

into which the lower end of said sleeves extend, means on'the lower ends of said sleeves projecting into the oil cellar whereby the sleeves are rotated, a lay shaft within said oil cellar having means engaging said turning means, on the ends of the sleeves, and means connecting the lay shaft and engine crankshaft whereby said lay shaft is actuated to rotate the sleeves in the operation of the engine.

In testimony whereof, I have hereunto set my hand.

' EDWARD F. ENTWISLE.

Witnesses:

CLARA WELLMELER, F. NORMAN BLACK.

Copies of this patent may be obtained for live cents each, by addressing the Gpmmissioner of Iatenu,

' Washington, D. (2.

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