close

Вход

Забыли?

вход по аккаунту

?

Патент USA US2130075

код для вставки
Sept.. 13, 1938.
E. s. DENNlsoN
2,130,075
EXHAUST VALVE MEANS
Filed Dec. '7, 1936
6 Sheets-Sheet 2
z<<<wfL
U1:
u,
Sept 13, 1938.
E. s. DENNISON
-
2,130,075
EXHAUST VALVE MEANS
Filed Dec. 7, 1936
6 Sheets-Sheet 5
20
JQ
Sept. 13, 1938.
E. s. DENNlsoN
2,130,075
EXHAUST VALVE MEANS
Filed Dec. 7, 1936
6 Sheets-Sheet 4
,m4,
4441.4.
Sept. 13, 1938.
E. s. DENNlsoN
2,130,075
EXHAUST VALVE MEANS
Filed Dec. '7, 1936
/
A Y.
/ß
,/"
S‘Shee’cs-Sheet 5
Sept. 13, 1938;
E. s. DENNISON
2,130,075
EXHAUST VALVE MEANS
Filed Dec. ‘7, 1936
6 Sheets-Sheet 6
///
//////////
73
Patented Sept. A13, 1938
2,130,075
UNITEDl STATES PATENT oFFici-z ì
2,130,075
EXHAUST VALVE MEANS
Edward S. Dennison, New London, Conn., assign
o'r to Electric Boat Company, Groton,- Conn., a
vcoi-poration of New Jersey
.
-
Appucatmn'neœmber 7,1936, serial No. 114,568`
9 Claims.
This invention relates to internal combustion
engines and has to do with exhaust valve means
and associated features.
'
The valve means and associatedv features of my
invention are illustrated, by way of example, as
applied to a two-cycle double-acting injection
engine, for which my invention is particularly
suitable. Among the objects of my invention are
the provision of means for increasing the cylinder
charge by preventing escape of air at the start
of the compression stroke, controlling the 'ex
haust by a single rotary valve continuously driven
and of symmetrical construction such that the
pressures are equalized and distortion of the valve
.5 is prevented, the provision of improved valve
operating means for driving a. plurality of valves
as a unit while permitting individual adjustment
of the valves as well as simultaneous and similar
adjustment thereof, and the provision of 'im
proved means for preventing leakage of exhaust
in detail. Preferably, however, the engine con
struction is similar to that disclosed in my co
pending application for Internal combustion en
gine, filed January 7, 1937, Serial No; 119,422. _
The engine comprises a. crank case I0 upon
which are suitably mounted and secured a plural
ity of cylinders Il, three cylinders being shown.
A piston I2, shaped as shown in Figure 3, oper
ates in each cylinder and has secured thereto
a piston rod I3 operating- through a stuiiing box 10
I4 suitably mounted in thelower head I5 of the
cylinder. The lower end ofpiston rod I3 is
secured in a member I6 to which is secured a
crosshead Il' slidable in guideways in the crank
case I0. A connecting rod I8 is pivoted at its
upper end to member I 6 and is connected at its
lower end, in a known manner, to crank shaft I9
of the engine.
An injection nozzle 20 is mounted in the upper
cylinder head 2l centrally thereof for injecting 20
gases about the valve. Further objects and ad
fuel into the cylinder axially of the latter, An
vantages will appear from the detail descrip .injection nozzle 22 is mounted in the lower head
I5 radially thereof for injecting fuel into the low
In the drawings:
er end of the cylinder. Fuel is supplied to the in
Figure 1 is a side View of a three-cylinder in
jection nozzles from fuel pumps 23 -suitably
25
jection engine embodying the valve means of my mounted at one side of the engine and driven
invention, viewed from the fuel pump and intake in any suitable or preferred manner, there be
manifold side, the center 'cylinder being shown ing two pumps for each cylinder.
in section with parts shown in elevation;
l 'I'he engine illustrated is a two-cycle double
Figure 2 is a sectional view, on an enlarged acting injection engine. Each cylinder II is pro- 30
30
scale, taken substantially on line 2-2 of Figure 1, vided, at its mid-portion, with a thickened port
parts being broken away;
boss 25 extending circumferentially thereof.
Figure 3 is a sectional view, on an enlarged Upper and lower series of exhaust ports 26 and
scale, taken substantially on line 3-3 of Figure 1, 2l, respectively, open through boss 25 at one side
parts being broken away and other parts being of the cylinder and a series of inlet ports 28
shown in elevation;
open through boss 25 at the opposite side of ,the 35
Figure 4 is a sectional view taken substantially cylinder, the ports 28 preferably being disposed
on line 4--4 of Figure 3, partly broken away and between the upper series of exhaust ports 26
with the intake manifold omitted, certain other and the lower series of exhaust ports 2l, as in
Figure 3. The two latter series of ports are sep
40 parts being also omitted for clearness of illustra
tion;
arated by a bridge element 29 of boss 25. The
tion.
f
'
Figure 5 is a sectional view, on an enlarged
scale, taken substantially in the plane of line
5--5 of Figure 3, through two adjacent port belt
45 members, certain parts being broken away and
other parts being shown in plan;
Figure 6 is asectional view, on an enlarged
scale, taken substantially on line 6-6 of Figure 2;
Figure 7 is a fragmentary sectional View,
taken substantially on line 1-1 of Figure 6.
The particular construction of the engine, in
general, has no direct bearing on the instant in
vention and, accordingly. only those features
which are related to orcontribute to the invention
55 _ herein disclosed and claimed need be considered
exhaust and the inlet ports are controlled by
the piston I 2 during reciprocation thereof, for ex
hausting the burned gases and scavenging the
cylinder and charging- it with air, in a manner 45
well understoodrin this art.
A port belt member 30 extends about boss 25
and is provided with inwardly projecting ribs 3|
which contact boss 25 between the series of in
let ports 28 and the two series of exhaust ports 50
26 and 21. The right side of member 30, as viewed
in Figs. 3 and 4, is ilat and has secured thereto
an upwardly extending elbow 32 defining, with
member 30, an intake passage 33. Elbow 32 is
suitably secured, at its upper end, to an air in- 55
2,180,075
2
t'ake manifold 3l into which the elbow opens as
I shown in Figure 3. As the piston I2 approaches
the end of its combustion or` working stroke in
either direction the inlet ports 26 are uncovered
and the appropriate exhaust ports are also un
covered, the entering air serving to scavenge the
cylinder and charge it with air. To facilitate the
scavenging operation, the ends of piston l2 are
of frusto-conical shape, as shown, for directing
10
the entering air chargetoward the end of the
cylinder and thus displacing and expelling the
remaining burned gases.
'I‘he portion of member il to the left of ribs
3i, as viewed in Figure 4, iswater Jacketed and ls
15 closed at each end by a removable plate 35. The
left end of member Il, as viewed in Figure 3, is
flat vand has secured thereto a water-Jacketed
elbow Il to the upper end of which is secured a
neck 31 opening into an exhaust manifold Il.
This manifold also is preferably water-jacketed.
20
The elbow 36 defines, with the adjacent portion
of belt member il, an exhaust passage il. Mem
ber Il is provided, adjacent its left end as viewed
in Figure 3, with inwardly projecting upper and
lower lands 46 and 4I, respectively, denning a con
25
striction 42 through which throat portion Il of
the exhaust passage opens into the main portion
ot this passage. The upper series of exhaust
ports 26 open into the upper portion of throat
30 portion 43 and the lower series of exhaust pas
sages 21 open into the lowerportion of the throat
portion
45.
`
`
-
Belt member 66 is provided, at the inner end
of throat portion Il, with vertically extending
35 thickened weh or bridge elements 46, one of
which is shown in section in Figure 3, these ele
ments being disposed between the exhaust ports
26 and 21 of the upper and the lower series, so
as not to interfere with exhaust therethrough
40 of the burned gases. Each element l5 is cored
out to provide a passage 46 for flow therethrough
of cooling water, and is also provided with an
opening accommodating a stud l1 which screws
into an entablature ll, the studs passing through
a clamping ring 46 seating upon port boss 25
This
means of mounting and securing the cylinder is
45 for securing the cylinder Il in position.
disclosed more in detail in my above identified
50
copending application for Internal combustion
engine, ñled January 7, 193'?, Serial No. 119,422,
and need not be further described nor illustrated
here, it sumcing to note that the cylinder is
mounted and secured in a suitable manner and
that the port member III is of a character to ac
55
60
65
70
75
commodate the cylinder securing'xneans.
-
At its left end, as viewed in Figures 3 and 4,
the port belt member is provided, midway of its
height and at each side, with a horizontally ex
tending semi-cylindrical recess. Elbow 36 is
bolted or otherwise suitably secured to the left
end of port belt member 66 and is provided, at
its inner end, with two semi-cylindrical recesses
complementary to the recesses in the member 36
and defining @therewith cylindrical openings
each of which receives a collar 56 (Figure 5).
This collar is provided, at its inner end, with a
flange 5i seating in recemes 52 and 53 in the
inner faces of members 66 and 66, respectively,
and is provided at its outer end with a :Bange
54 which seats against the outer end faces of
members 36 and. I6, collar 66 being thus held
against endwfse movement. Collar 66 is further
provided, at its inner end, with an inwardly pro
jecting flange 66 defining a circular opening
which receives a stub shaft 56 extending :from
the end of a_ rotary valve 51, secured to shaft 56
in a suitable manner, preferably by casting the
valve about the shaft so as to be, in effect, in
tegrally united therewith. It will be understood
that valve 51 is provided, at each end, with a
stub shaft 56 and is supported by these stub
shafts for rotation on a horizontal axis normal
to the cylinder axis and parallel to the axis of
crank shaft i9. A flanged sleeve 58 is bolted to
the end faces of members 30 and 36 and carries
ball bearings 59, of known type, through which
stub shaft 56 passes and which support the stub
shaft for rotation.
The valve 51 is of symmetrical formation andv
comprises three Vanes 60 which are of uniform
width and are spaced 120° apart. The vanes ill
cooperate ‘with lands 40 and Il for controlling
the exhaust passage 39, during rotation of the
valve, which is continuously rotated during op
eration of the engine at two-thirds crank shaft
speed, in a manner which will be hereinafter de
scribed. Vanes l0 are of such size that slight
clearance is provided between the vanes SII and
the lands 46 and Il as well as between the ends
of the vanes and the adJacent end walls of mem
bers 36 and 36, to accommodate expansion of
the valve, these clearances being so slight, how
ever, as not to permit of objectionable leakage
of exhaust gases or air.
I provide
a. special
labyrinth packing effective to prevent objection
30
able leakage of the exhaust gases about the stub
shaft 56. This packing is shown in Figure 5.
Two series of cast iron rings 6I and 62 are dis
posed within collar 56 in alternate relation, rings
6I fitting closely, but not tightly, about stub
shaft 56 and being loose in the collar 50, rings
62 fitting closely, but not tightly, in the collar
50 and being loose about the stub shaft 56.
The
lateral faces of the rings are flat and seat one
against the other, axial movement of the rings 40
in one direction being limited by flange 55 and
axial movement of the rings in the other direc
tion being limited by a ring 63 mounted upon the
stub shaft 56 adjacent the ball bearings 55. In
the event of exhaust gas entering collar 50, the
pressure of this gas holds the rings seated one
against the other which, in conjunction with the
labyrinthine path through which the gas must
travel in order to reach the outer end of collar
56, effectively prevents escape of any appreciable
amount of exhaust gas about the stub shaft 56.
Since the rings 6I do not nt tightly about stub
shaft 56 these rings do not rotate with the stub
shaft, though the rings 6| and 62 may creep.
Any slight misalignment of the stub shaft 56 is 55
accommodated by radial movement 0f the rings
6I and, due to this movement of the rings, but
little wear of the rings or of the stub shaft occurs.
It will be understood that there is one exhaust
valve for each cylinder, there being, in the en
gine illustrated, three exhaust valves since there
are three cylinders. The valves 51 are disposed
coaxially, as in Figure 4, with their common axis
parallel to the engine crank shaft. These valves
are connected together for rotation as a. unit, by 65
coupling means which, ln itself, is of known type.
One oi’ the couplings is shown in Figure 5. It
comprises two sprocket wheels 65 keyed upon the
adjacent ends of two valve stub shafts 56 by keys
66, and confined against endwise movement be
tween the inner raceways of ball bearings 56 and
headed screws 61 threading into the ends of the
stub shafts with their heads seating in recesses
in the sprockets. The sprockets 66 are con
nected together by a sprocket chain 66 having
2,130,075
cross pins 68 which seat snugly between the teeth
10 of the sprocket wheel. One pin 89 of the
chain is made removable so that by removing the
chain rotaryv movement may be imparted to
either valve independently of the other, thus
rendering possible relative timing of the valves.
After the desired adjustment has been made, the
chain is replaced and thereafter the valves rotate
together as a unit. It will be understood that in
making the desired' adjustment of a valve. the
chains of the couplings at both ends of the valve
are removed and, after the adjustment has been
made, replaced. ‘ The coupling is enclosed within
an oil retaining housing 1| formed in two sections
15 secured together in a suitable manner, conven
iently by bolting. The ends of housing 1| extend
about the outer ends of sleeves 58 secured to ad
jacent pairs of members 30 and 36, and ñt tightly
about felt sealing rings 12 mounted in circum
20 ferential grooves in sleeves 58, adjacent the outer
ends thereof, for effecting oil-tight seals between
casing 1| and the sleeves.
Itis desirable to make the valve and sprocket
units, each comprising a valve and its associated
25 sprocket wheel, identical for the sake of inter
changeability and convenience in assembling.
This I accomplish by proper selection of the num
ber of teeth on the sprocket wheels. The valves
are rotated at two-thirds crank-shaft speed, as
30 will be explained presently. Ii’ N equals the
number of cylinders oi' the engine, and n equals
the number of teeth on each sprocket wheel. then
n should equal 1.5 N, or a multiple thereof.
For
example, for a six cylinder engine the sprocket
35 wheels 65 may have either nine or eighteen teeth,
and for a ñve cylinder engine the sprocket wheels
85 may have fifteen teeth.
The valves 51 are continuously rotated as a
unit from the engine crank shaft I8 at two-thirds
40 engine speed. Referring to Figures 1, 2 and 6,
a housing 13 is suitably mounted at one end of the
engine and supports a gear train 14 driven from
crank shaft I8 by means of a gear 15 secured
on the crank shaft. Gear train 14 drives,
through a gear 16 and a sprocket 11, a sprocket
chain 18 passing over idlers 19 and 8D, the latter
being carried by a chain tightener 8| of known
type. Chain 18 passes through an opening 82 at
the left upper portion of housing 13 and about
50 a sprocket wheel 83 mounted on a stub shaft 84
rotatably supported in a supplemental housing 85
suitably secured, as by bolting, to housing 13. A'
closure cap 86, fitting into a corresponding open
ing in the outer end of housing 85 and bolted to
55 the latter, carries ball bearings 81 which rotat
ably support the outer end of shaft 84, an abut
ment member or nut 88 screwing upon this end
of the shaft and contacting the inner raceway
of the ball bearings. A iianged- sleeve 89 ñts into
60 a corresponding opening in the inner end of
housing 85 and is bolted to the latter, this sleeve
carrying ball bearings 90 which rotably support
stub shaft 84 adjacent the inner end thereof.
The inner end of stub shaft 84 is coupled to the
65 adjacent end of the stub shaft of the adjacent
valve 51 in the same manner in which the stub
shafts of the valves are coupled together. 'I'he
ratio of the gear train 14 is such that stub shafts
84, and accordingly the valves 51, are driven at
70 two-thirds engine speed.
Sprocket wheel 83 has a ring member 8| se
cured to one side face thereof concentric there
with. Member 8| is serrated internally for en
gagement with a, cooperating serrated flange 92
75 formed integrally with stub shaft 84 for securing
3
the sprocket wheel 83 in rotary adjustment rela
tive to the stub shaft. Inwardly beyond ring
member 8| the sprocket wheel 83 is confined be
tween flange 92 and a flanged ring 93 fitting
about stub shaft 84 and secured to flange 92 by 5
cap screws 84. By removing the cap _screws 84
sufliciently to permit of sprocket wheel 83 being
moved away from flange 82 a suñlcient distance
to disengage ring member 8| from flange 82, the
sprocket wheel is disengaged from the shaft and 10
the latter may then be turned relative to the
sprocket wheel, thus permitting of simultaneous
and similar rotary adjustment of all of the valves
51 relative to the sprocket wheel. 'I'his provides
simple and convenient means for effecting de
sired rotary adjustment of the valves as a unit.
After the desired adjustment has been made the
cap .screws 84 are tightened up and the sprocket
wheel is secured to the stub shaft 84 for rotation
therewith as before. Housing 85 is provided
with a removable cover 95 bolted or otherwise
suitably secured thereto, by means of which ready
access may be-had to the interior of the housing.
Referring to Figure 4, a flanged cap member
88 is bolted or otherwise suitably secured to the
outer end faces of port belt member 30 and elbow
36 associated with the cylinder Il most remote
from stub shaft 84. This cap member may be
provided with ball bearings similar to those
shown in Figure 5 for rotatably supporting the
stub shaft at the outer end of the valve 61 most
remote from stub sh_aft 84, it being understood
that this stub shaft also has associated there
with labyrinth sealing means similar to the
means shown in Figure 5.
Since vanes 60 of the respective valves 51 are
spaced 120"l apart, and the valves are driven at
two-thirds crank shaft speed, each valve is turned
into position to close the exhaust passage once
during each 180° of crank shaft rotation. It may
be assumed, for purposes of explanation, that in
Figure 3 piston I2 is in its upper position of maxi
mum compression, fuel has been injected through
nozzle 20, and combustion has occurred, the pis
ton being about to start on its downstroke. It
will be noted that the upper series of exhaust 45
ports 26 are closed by the piston, the lower series
of exhaust ports being uncovered as well as the
series of inlet ports 28. The valve 51 is in open
position with two of the vanes 68 thereof spaced
from the lands 48 and 4| and deñning there
with slots through which the burned gasesl of
combustion, occurring during the upstroke of the
piston, readily escape into the main exhaust pas
sage 39. During the latter portion of the up
stroke of piston i2, exhaust ports 21 are uncov
ered, the burned gases flowing therethrough into
throat 43 and thence into the main exhaust pas
sage 38. The inlet ports 28 are then uncovered
and scavenging and charging air enters the cylin
der through ports 28, scavenging the cylinder and
charging it with air. In* the succeeding stroke
the piston I2 moves -downward and when it
reaches the dotted line position closes inlet ports
28 and, at the same time, two vanes 60 of the
valve 51 pass onto the lands 40 and 4|, thus Vclos 65
ing the exhaust passage. The lands 40 and 4|
are of such length that the exhaust passage re
mains closed until piston I2 reaches the posi
tion in its downward travel at which it covers
the exhaust ports 21, at which time the vanes of
the valve pass oiî of the lands, opening the ex
haust passage. In this manner the exhaust pas
sage is closed by the time the inlet ports 28 are
closed, preferably simultaneously with the clos
75
2,130,075
4
ing of these ports, and is maintained closed until
the exhaust ports 21 are closed. This eiIectively>
prevents escape of air from the cylinder, below
the piston, at the start of the compression stroke,
which assures a maximum air charge with in
creased emciency in operation of the engine.
In the continued downstroke of piston i2 the
exhaust ports 26 are uncovered and thereafter
the inlet ports 28 are uncovered, the valve 61
continuing in open position until the cylinder
above the piston has been scavenged and charged
with air. In the return upstroke of the piston
the inlet ports 2l are closed, valve 51 being then
in position to close the exhaust passage and con
tinuing in this position until the exhaust ports
26 have been closed, thus preventing the escape
of air at the start of the upstroke, thereby in
creasing the charge of air in the cylinder.
While the exhaust and inlet ports of the cylin
der are preferably arranged in the manner shown
and described, for mechanical and other reasons,
they may be otherwise suitably arranged, so long
as the arrangement of `the ports is such as-to
accomplish the objects of . my invention. The
valves may be driven in any suitable manner
other than that illustrated and described, by way
of example. It will be noted that the events oc
curring within the cylinder, with respect to scav
enging and charging with air, are controlled by
a single valve.
The valve used is of uniform
diameter and symmetrical formation, which is
advantageous in eliminating diiliculties due to
unequal expansion and contraction. This valve
is continuously driven at relatively low speed,
which is mechanically advantageous `for obvi
ous reasons.
Since the vanes of the valve are
equally spaced, the gas pressure forces acting on
the valve are always in balance, thus avoiding
transmission of any unbalanced moments to the
40
valve driving means. A further advantage of the
symmetrical section of the valve is that it pre
sents a beam structure which is equally stiff
under the action of gas forces acting at any
angle about the circumference of the valve.
Changes in construction and arrangement of
45 parts of my invention may be resorted to, with
out departing from the field and the scope of the
same, and I intend to include all such variations,
as fall within the scope of the appended claims,
in this application in which the preferred form
only of my invention is disclosed.
I claim:
1. In a two-cycle internal combustion engine,
a cylinder and a piston operating therein, said
cylinder having piston controlled exhaust and
inlet ports, means defining exhaust and inlet
passages leading from and to said exhaust and
inlet ports, and means comprising a symmetrical
three-vane rotary valve of beam cross-section
and cooperating lands controlling said exhaust
60 ~passage and effective for closing it substantially
simultaneously with closing of said inlet ports
and maintaining it closed until said exhaust
ports are closed.
2. In a two-cycle double acting internal com
bustion engine, a cylinder `and a piston operating
therein, said cylinder being provided at its mid
portion with upper and lower exhaust ports and
inlet ports between said upper and lower exhaust
ports, all of said ports being controlled by said
piston, means defining exhaust and inlet pas
sages leading from and to said exhaust and said
inlet ports, and means comprising a single three
vane rotary valve and cooperating lands control
75 ling said exhaust passage and eiïective for closing
it substantially simultaneously with closing ot
said inlet ports and maintaining it closed until
said exhaust ports are closed, ?the-„vanes oi.' said
valve being symmetrical and equally spaced and
said valve being of beam cross-section.
3. In a two-cycle internal combustion engine,
a cylinder and a piston operating therein, said
cylinder being provided at one side of its mid
portion with a series of exhaust ports and at the
opposite side of its midportion with a series of
inlet ports, all of said ports being controlled by
said piston, means deilning exhaust and inlet
passages leading from and to said exhaust and in
let ports, and means comprising a single valve ro
tated at two-thirds engine speed and cooperating
lands controlling said exhaust passage and effec
tive for closing it by the time said inlet ports are
closed and maintaining it closed until said ex
haust ports are closed, said valve having three
equally spaced symmetrical vanes and being oi! 20
beam cross-section.
4. In a two-cycle double acting internal com
bustion engine, a cylinder and a piston operating
therein, said cylinder being provided at one side
of its midportion with a series of exhaust ports -25
and at the opposite side of its midportion'with a
series of inlet ports, all of said ports being con
trolled by said piston, a member extending about
the midportion of said cylinder and defining an
exhaust passage comprising a throat portion ex
30
tending from said exhaust ports and provided
with two lands, and a rotary valve of beam cross
section continuously driven at two-thirds engine
speed and provided with three equally spaced
vanes cooperating with said lands for closing said ..
exhaust passage by the time said inlet ports are
closed and maintaining it closed until said ex
haust ports are closed.
.
-
5. In a two-cycle double acting internal com
bustion engine, a cylinder and a piston operating 40
therein, said cylinder being provided at one side
of its midportion with a series of exhaust ports
and at the opposite side of its midportion with a
series of inlet ports, all of said ports being con
trolled by said piston, a member extending about
the midportion of said cylinder and deiining ex
haust and inlet passages leading from and to said
exhaust and inlet ports, said exhaust passage
comprising a throat portion extending from said
exhaust ports and said member being provided
with two lands at the outer end of said throat
portion, a rotary valve of beam cross-section
having three equally spaced vanes cooperating
with said lands for controlling said exhaust pas
sage, and means for continuously driving said 55
valve at two-thirds engine speed and in timed
relation to the engine effective i'or closing said
exhaust passage by the time said inlet ports are
closed and maintaining it closed until said ex
haust ports are closed.
60
6. In a two-cycle internal combustion engine, a
plurality of cylinders and pistons operating there
in, each of said cylinders being provided at its
midportion with piston controlled exhaust and
inlet ports, means deñning'exhaust passages each
comprising a throat portion leading from the ex
haust ports of the respective cylinders and pro
vided with lands, coaxial rotatable valves cooper
ating with said lands for closing the respective
exhaust passages by the time the inlet ports of
the associated cylinder are closed and maintain
ing said exhaust passage closed until the exhaust
ports of said cylinder are closed, and means for
continuously driving said valves as a unit in
timed relation to the engine, said driving means
aisaovs
comprising adjustable couplings between said
valves permitting individual rotary adjustment
thereof.
7. In a two-cycle internal combustion engine, a
plurality of cylinders and pistons operating
therein, each of said cylinders being provided at
its midportion with piston controlled exhaust and
inlet ports, means deñning exhaust passages each
comprising a throat portion leading from the ex
haust ports of the respective cylinders and pro
vided with lands, coaxial rotatable valves coop
erating with said lands for closing the respective
exhaust passages by the time the inlet ports of
the associated cylinder are closed and maintain
lid ing said exhaust passage closed until the exhaust
ports of said cylinder are closed, the common axis
of said valves being substantially normal to the
cylinder axes and parallel with the engine crank
shaft, and means for continuously driving said
valves as a unit in timed relation to the engine,
said driving means comprising adjustable cou
plings between said valves permitting individual
rotary adjustment thereof.
8. In a two-cycle internal combustion engine, a
plurality of cylinders and pistons operating
therein, each of said cylinders being provided at
its midportion with piston controlled exhaust and
inlet ports, means defining exhaust passages each
comprising a throat portion leading from the ex
haust ports of the respective cylinders and pro
vided with lands, coaxial rotatable Valves coop
erating with said lands for closing the respective
exhaust passages by the time the inlet ports of
the associated cylinder are closed and maintain
ing said exhaust passage closed until the exhaust
ports oi’ said cylinder are closed, the common axis
of said valves being substantially normal to the
cylinder axes and parallel with the engine crank
shaft, and means for continuously driving said
valves as a unit in timed relation to the engine,
said driving means comprising an adjustable
driving connection permitting simultaneous and
similar rotary adjustment of the valves and ad
justable couplings between said Valves permitting
individual rotary adjustment thereof.
9. In a two-cycle internal combustion engine, a 10
plurality of cylinders and pistons operating
therein, each of said cylinders being provided at
its midportion with piston controlled exhaust and
inlet ports, means deñning exhaust passages each
comprising a throat portion leading from the ex
haust ports of the respective cylinders and pro
vided with lands, coaxial rotatable valves cooper
ating with said lands for closing the respective
exhaust passages by the time the inlet ports of
theassociated cylinder are closed and maintain 20
ing said exhaust passage closed until the ex
haust ports of said cylinder are closed, the com
' mon axis of said valves being substantially nor
mal to the cylinder axes and parallel with the en
gine crank shaft, adjustable couplings between
the valves permitting individual rotary adjust 25
ment thereof, a stub shaft coaxial with said
valves, an adjustable coupling between said shaft
and one of the valves, a driven member mounted
on said shaft, means for securing said member to
said shaft and permitting of relative rotary ad 30
.iustment between the latter and said driven
member, and means for driving said driven mem
ber from the engine crank shaft.
EDV‘IARD S. DENNISON.
35
Документ
Категория
Без категории
Просмотров
0
Размер файла
1 109 Кб
Теги
1/--страниц
Пожаловаться на содержимое документа