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Publication numberUS1161224 A
Publication typeGrant
Publication dateNov 23, 1915
Filing dateMay 11, 1914
Priority dateMay 11, 1914
Publication numberUS 1161224 A, US 1161224A, US-A-1161224, US1161224 A, US1161224A
InventorsWalter F Koken, Anton J Pichl
Original AssigneeWalter F Koken, Anton J Pichl
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Valve mechanism for internal-combustion engines.
US 1161224 A
Abstract  available in
Images(6)
Previous page
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Claims  available in
Description  (OCR text may contain errors)

V w. F. KOKEN & A. 1. PICHL. VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 1!. I914.

Patented Nov. 23, 1915.

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W. F. KOKEN &-A. J. PICHL.

VALVE MECHANiSM FOR INTERNAL coma'usnow ENGINES.

APPLICATION FILE D MAYll-,19I4.

Patented Nov. 23, 1915.

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6 SHEETS- SHEET 2.

.oLuMmA PLANOGRAPN 60.. WASHINGTON. D. c.

w. F. KOKEN & A. J. PlCH L.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY H. 1914- I 1,161.224. Patented Nov. 23, 1915;

6 SHEETS-SHEET 3.

WW Q/M 9 W COLUMBIA PLANO RAPH {IO-,WASHINGTON, D. c.

W. F. KOKEN &'A. J. PICHL.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION H-LED MAYH. 1914.

1 1 61,22& Patented Nov. 23; 1915.

6 SHEETS-SHEET 4.

COLUMBIA FMNOORAPH 50.,WA5HINOTON, D. c.

w. F. KOKEN & A. '1. PICHL.

VALVE MECHANISM FOR INTERNAL COMBUSTION EN-GNES.

'AF'PLICATlON FILED MAY 11, I914 Patented Nov. 23, 1915.

6 SHEETS SHEET s.

COLUMBIA PLANOGRAPH cm. WASHINGTON. D. c.

W. F. KOKEN & A. J. PlCH'L.

VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY ll, l9|4. 1,161,22Q. Patented Nov. 23, 1915.

6 SHEETS-SHEET 6.

COLUMBIA PLANOGRAPH C0.,WASNIN01'N. D. C.

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WALTER F. KOKEN AND ANTON J. PICI-IL, OF ST. LOUIS, MISSOURI.

VALVE MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Nov. 23, 1915.

Application filed May 11, 1914. Serial No. 837,652.

useful Improvements in Valve Mechanisms for Internal-Combustion Engines, of which the following is a specification.

This invention relates to internal combustion engines of the type in which slide valves are employed for controlling the inlet and exhaust of the gases to and from the cylinders.

One object of our present invention is to provide a multi-cylinder, four-cycle internal combustion engine in which the inlet and exhaust of the gases to and from all of the cylinders is governed by two positively actuated reciprocating valve members arranged in sliding engagement with each other and provided with cooperating openings that aline with each other and with the ports in the cylinders so as to establish communication between the cylinders and the inlet and exhaust manifolds of the engine in proper sequence, the cooperating openings in said valve members and the ports in the cylinder-s being so designed that the pressure in the cylinders is exerted on only a relatively small area of said valve members when the engine is in operation.

Another object is to provide an engine of the construction described in which the valve members are so designed and operated that one cylinder is controlled by a single pair of cooperating openings in said members, the combustion gas passing through said pair of openings into the cylinder when said valve members are in one position and the burnt gases escaping through said openings when said members are in a different position.

Other objects and desirable features of our invention will be hereinafter pointed out.

Figure 1 is a top plan View of an internal combustion engine constructed in accordance with our invention with the cover removed to expose the valve plates; Fig. 2 is a vertical longitudinal sectional view of. the engine; Fig. 3 is a top plan view of the engine, looking at a right-angle to'the valve members or plates; Fig. 4 is a side elevation of an end portion of the engine showing the i valve-operating mechanism, the housing for the latter being shown in section; Fig, 5 i

an end elevation of same; Fig. 6 is a trans verse sectional view; Figs. 7, 8, and 9 are detailed views of parts of the valve-operating mechanism; Fig. 10 is a top plan view of the upper valve member plate; Fig. 11 is a top plan view of the lower valve plate; Fig. 12 is a top plan view of the cylinder casing; and Fig. 18 is a transverse sectional view of the upper part of the engine, showing a slight modification of our invention.

For the purpose of illustration, a fourcycle engine having four'cylinders designated by the numerals 1, 2, 3, and 41 is depicted in the drawings, each cylinder having a piston 5 adapted to operate therein in the usual manner. In the head of each cylinder there is provided a relatively narrow port 6 through which the explosive mixture is admitted to and the products of combustion are allowed to discharge from the cylinder at the proper time in the manner hereinafter described. The ports 6 in the heads of the cylinders communicate with a valve chamber or groove 7 which extends longitudinally in the bottom of the cover 8, the latter containing an intake chamber 9 and an exhaust chamber 10, which chambers 9 and 10 preferably extend longitudinally Within the cover adjacent to the sides, respectively, thereof and have connections with the intake pipe 11 and exhaust pipe 12, respectively. Passages 13 and 14-, which preferably extend transversely within the cover 8 from the chambers 9 and 10, respectively, open into the valve chamber or groove 7, there being as many intake passages 13 and as many exhaust passages 11 as there are cylinders, and the walls of said passages 13 and 14: and the chambers 9 and 10 being arranged to protrude into a water chamber 15 within the cover 8. The top of the cylinder casing is preferably arranged to incline transversely for the purpose hereinafter described, and the sides of the cylinder casing adjacent to the top thereof slope outwardly to form upwardly-diverging flanges 16, the cover 8 being provided at the sides thereof with downwardly-converging flanges 17 which overlap the flanges 16. A key 18, which extends longitudinally be tween a flange 17 and a flange 16 adjacent thereto, locks the cover 8 uponthe top of the cylinder casing, as best seen in Fig. 6, andis itself held in place by a bar or plate 19, which is secured to the flange 16 by bolts or other suitable swans, and, also the bolts water-jacket is communicatively connected with the low side of the water chamber 15 in the cover 8 by means of the pipe 23 to allow the water to flow from said water-jacket into said water chamber. At the other end of the engine the water enters the lower part of the water-jacket 22 through a pipe 2i and discharges. from the high side of the water chamber 15 throughv the discharge pipe 25. A spark plug 26 and a primingvalve 27' are provided. for each cylinder, the spark plugs being preferably located 'on one side of the engine and; the primingwalves being located on theopposite side.

(Jomm 'mication between. the ports 6 in. the cylinder heads and the intake.- passages 13 anplthe exhaust passages 11 in, the cover 8 is established in the proper sequence by means of the plates or valve members 28, which are preferably adapted to reciprocate longitudinally in sliding engagement with each other Within the valve chamber or groove 7, in said cover, In the case of a four cyli'n'derengine as illustratedin the draw ings, two-plates or valve members 28 are preferably, employed, the lower plate 28. rest I ing upon the top of'the cylinder casing and the. upper plate 28resting upon the lower plate. When the plates28 are reciprocated in the manner hereinafter described, an

. opening29 in: the upper plate 28' and, an

opening 30 in the lower plate 28, establish communication alternately. between the port 6- ofthe cylinder 1 and theintake passage 13 and, the exhaust passage 1 above said cylinolerat the proper time, an opening 31 in the upper plate 28 and. an, opening .32 in the lower plate 28 establish, communication between theport 6 of the cylinder 2 andthe intake" passage 13, above the latter at. the proper time, an, opening. 33 in, the upper plateQ-S andan opening. 31in, the lower plate 28, es'tab1ish communication between the port 6,. of the cylinder 2 and ll? exhaust passage .1 bove el tt t he P p-e t e. an

opening 35in the, upper, plate 28 and: an opening. 36 in the lower plate28 establ sh communication'between the-port 6 of the cylinder 3. and the. exhaust passage; 14:v above the latter at the proper time, an opening 37 inthe uppervplate 28 and-an opening 38in the lower plate-28 establish, communication ,betweentheport 6 of the cylinder 3 and. the

intake passage 13 above: the, latter at the proper time, and'an opening 39in the upper plate28, and an openinglil) the. lower plate 1 28. establish communication alternately be- V were P f h y i de and-themals Pas age 13 and exhaus passage, 1.4

cylinders of the engine. In the form of our invention herein showneach of the plates 28 extends beyondone end; of the cover 8 and is o-peratively connected with a disk-crank 11 on an operating shaft +12 by means of a crank-pin 43 and a. plate or block l hthe latter being preferably rectangular and: revolnbly, mounted on said crank-pin. and being. adapted to. reciprocate in a transverse slot 415 in, the end. portion of said plate when the shaft 42 is rotated, causing, at the same time, longitudinallyreciprocatory motion of said plates. One of the crank-pins 43 is rigidly secured to, the disk-crank 41., and; bears an arm d6 to, which the other crank-pin 13, is rigidly secured, said crank-pins. being preferably located at substantially equal, distances. from the axis of rotation of the shaft 42 and being spaced apart from each other at'substantially 47 degrees. The operating shaft 42 inclines slightly from. the vertical andextendsat substantially a, right-angle t0 the plane of the top surface of the cylinder casing. as best seen in Fig. 5, said operating shaft bearing a, spiral gear-wheel 41-7, which meshes. with a spiral pinion 18 on the crankshaft 49, and bein g ournaled in the brackets 50, which may be. bolted or otherwise socured to the cylinder casing and the crankcasing. The gear-wheel 1-7 on the operating shaft42 ispreferably double the size of the pinion 48 on the crank-shaft, so that the operating,- shaft makes one. revolution to two complete revolutionsof the crank-shaft and thereby causes the crank-pins 4-3 to effect a complete reciprocation of each plate or valve member 28,

The ports 61in. the cylinders are comparatively narrow, as. shown in Fig. 2, but the openings 80, 32, 3 1, 36, 38 and 40 in the bottom valve member are large enough so that, they will establish communication between the ports 6 and the openings in the. "top. valve. member in proper sequence when the valve members reciprocate back and forth, the. openings in the top valve memher being smaller than the cooperati 11g openings in the bottom valve member so that solid portions of the top member will lie between the inlet and exhaust passages. and

the openings in. the bottom valve member, during, certain positions of? said members, and, thus out off the inlet and, exhaust of the gases "during certain positions of the bottom LOO valve member when the openings in same aline with the ports in the cylinders. By forming the openingsin the valve members in this Way and providing the cylinders with comparatively narrow ports, we prevent a large area of the valve members from being subjected to the excessive pressure in the cylinders during the compression strokes of the pistons and when the explosions occur. Still another desirable feature of such a construction is that a single pair of openings in the valve members control both the inlet and exhaust of the gases to and from one of the cylinders. In the engine herein shown the valve members are provided with two pairs of openings 29 and 30 and 39 and 40 that control the two end cylinders 1 and 4, and consequently, each valve member of a fourcylinder engineis provided with only six openings instead of eight openings. In other words, each valve member is provided with separate and distinct inlet openings and exhaust openings for certain cylinders and with single openings for the remaining cylinders through which the combustible gases and the exhaust gases pass.

In order to lubricate the plates 28, the upper surfaces of same and, also, the upper surface of the cylinder casing are provided with relatively shallow transverse rooves 51, as best seen in Figs. 10, 11, an 12, to receive the lubricant which is forced through a pipe 52 or a plurality of such pipes into approximately vertical grooves 53 in the wall at the high side of the valve chamber 7, each pipe 52 being provided with a device 54 of any suitable construction for regulating the flow of the lubricant into the valve chamber and said pipe or pipes 52 being communicatively connected with a centrifugal pump 55 by means of a pipe 56. The pump 55 is operatively mounted upon the shaft 42 preferably adjacent to the lower end of the latter and is connected with the crank-casing by means of a pipe 57 so that same will pump oil from the crank-casing to supply the plates 28. Some of the grooves 51 in the plates 28 ex tend entirely across the upper faces of the said plates to receive the lubricant from the grooves 53 while passing the latter, the other grooves 51 in said plates being preferably arranged to extend partly across same, terminating a short distance from each side thereof as shown in Figs. 10 and 11. In like manner, some of the grooves 51 in the top of the cylinder casing are long and the others short, the long ones being arranged-to extend from the bottoms of the grooves 53 at the high side of the valve chamber 7 to the drain ducts 58 in a flange 16 beyond the low side of the valve-chamber, and the short ones being arranged to extend partly across the bottom of said valve-chamber,- terminating a short distance from each side thereof as depicted in Fig. 12. Pipes 59 which are connected with the ducts 58 conduct the lubricant back to the crank-casing. V

A centrifugal water-circulating pump 60 is, also, operatively mounted upon the shaft 42 so as to be driven thereby, and has its outlet connected with the inlet pipe 24 of the water-jacket 22 and its inlet connected with a pipe 61 which is connected with the radiator (not shown), it being, of course, understood that the outlet pipe 25 of the water chamber 15 is, also, connected with the radiator.

A spiral gear-wheel 62 on the shaft 63 of a magneto electric generator 64 meshes with and receives its power from the spiral pinion 48, said shaft 63 being journaled in and said generator being supported by a bracket 65, which may be bolted or otherwise secured to the cranlocasing. In this way, power is obtained from the pinion 48 to drive the generator 64 in addition to the operating shaft 42, it being, of course, understood that said generator will have the usual connections through a timing device (not shown in the drawings) with the spark plugs 26. If desired, the operating shaft 42 and parts operatively connected therewith, the pinion 48, and the gear 62 may be inclosed in a housing 66 of any suitable construction.

In order to compensate for any wear upon the plates 28, a wear plate 67 or a plurality of such wear plates may be inlaid in the top of the valve-chamber 7 and be held in engagement with the top surface of the upper plate 28 by means of a spring 68 or a plurality of such springs, said plate or plates 67 having openings 69 and 70, which register with the passages 13 and 14, respectively, in the cover 8, and bearing flanges 71 which project upwardly from the edges of the openings 69 and to fit in rabbets 72 in the edges of the passages 13 and 14 as best seen in Fig. 2.

The operation of the engine is as follows: Referring to Fig. 2, it will be seen that the plates or valve members 28 occupy such positions that they cut off communication beatween the ports 6 of the cylinders and the passages 13 and 14 in the cover 8, the pistons 5 within cylinders 1 and 4 being at the limit of their upward stroke and the pistons 5 within cylinders 2 and 4 being at the limit of their downward stroke, and the opening 29 in the upper plate 28 and the opening 30 in the lower plate 28 being in position ready to establish communication between the port 6 of the cylinder 1 and the 3;

intake passage 13 above the latter, and the opening 35 in the upper plate 28 and the opening 36 in the lower plate 28 being in position ready to establish communication between the port 6 of the cylinder 3 and the the next movement of the plates 28. llhe toward theright thus causing-- the openin 38 crank-shaft 49 rotates in the direction of the arrow, Fig. 5, and thereby drives the operating shaft 42 counter-clockwise, Fig. 3,v and, also, theshaft '63 of the magneto generator 64 through the medium of the spiral gearing. The rotation of the operating shaft 42 operates the pumps 55 and 66 and,

also, the plates 28, as hereinabove described,

and the shaft 63 operates the magneto generator. lVhile the crank-shaft is rotated sufliciently to effect a charging or suction stroke of the piston 5 within the cylinder 1,

a compression stroke of the piston 5 within the cylinder 2, an exhausting stroke of the piston 5.within the cylinder 3,'and' a power or firing stroke of the pistoi-i 5 within the cylinder 4i, the lower plate 28 moves to the limit of its travel toward the left and then 1 moves toward the right and the upper plate '28" moves to the limit of its travel toward the left, whereby the opening 301inthe lower plate 28 and the opening 29 in the upper plate 28 open and close communication between the port 6 of the cylinder 1 and the intake passage 13' above the latter, and the opening 36 in the lower plate 28 and the opening 35 in the upper plate 28 open and close communication between the port 6 of the cylinder 3 and the exhaust passage 14 above the latter. While the crank-shaft is 'rotated su-fiiciently to cause the piston 5 within the cylinder 1 to make a compression stroke, the p ston- 5 within the cylinder 2 to make a power orfiring stroke, the piston 5 within the cylinder 3 to make a charging or suction stroke, and the piston 5 within the cylinder 4: to makean exhausting stroke,the lower plate 28 moves farther toward the right and the upper plate 28, also, moves in th lower plate 28 and the opening- 2 in the upper plate 28 to open and close communication between the port 6 of the cylinder 3 and the intake passage 13 above the latter, and the opening 40 in the lowerplate 28 and the opening 39 in the upper plate 28 toopen and close communication between the port 6 of the cylinder 4: and the exhaust passage 14: above the latter. During the next rotary movement of the crank-shaft su-iiicient to effect a power or firing stroke ofthe piston within the cylinder 1, an ex hausting stroke of the piston 5 within the cylinder 2, acompression stroke of the pis ton 5 within the cylinder 3, and a charging or suction stroke of the piston 5 within the cylinder 4-, the lower plate 28- moves to the limit of its travel toward the right and then toward the left, and the upper plate 28 moves to the limit of its travel toward the right, whereby the opening 4-0 in the lower plate 28 and the opening 39in the upper plate 28' open and: close communication between the port 6 of the cylinder 4 and the intake passage 13 above the latter, and the opening 34 in the lower plate 28 and the opening 331 in the upper plate 28 open and close communication between the port 6 of the cylinder 2 and the exhaust passage l-l above the latter. While the crank-shaft is rotated further to complete a cycle in each cylinder, the piston 5 within the cylinder 1 makes an exhausting stroke, the piston 5 within the cylinder 2 makes a charging or suction stroke, the piston within the cylinder 3 makes a power or firing stroke, and the piston 5 within the cylimler i makes a compression stroke, the plates 28 move toward the left to their normal positions, whereby the opening 30 in the lower plate 28 and the opening 29 in the upper plate 28 open and close communication between the port 6 of the cylinder 1 and the exhaust passage 14 above the latter, and the opening 32 in the lower plate 28 and the opening 31 in the upper plate 28 open and close communication between the port 6 of the cylinder 2 In this way, communication between the ports 6 of the cylinders and their intake and exhaust passages 13 and 14 in the cover 8 is opened and closed in the proper sequence.

and the intake passage 13 above the latter.

Whileit is preferable to have the plates i 28 arranged to reciprocate in superimposed relation as hereinabove described, yet, it should be understood that, mutartzs mutamlzs,

said plates may be supported side by side engine provided with reciprocating valve members arranged in sliding engagement with each other that control the inlet and exhaust of the gases to and from all of the cylinders, said members being provided with a pair of coiiperating inlet openings and a pair of coiiperating exhaust openings that control the inlet and exhaust of the gases to and from one of the cylinders and also being prov1ded with a single pair of 'coiiperating openings through which the gases are admitted to and exhausted from a different cylinder.

2. A multi-cylinder internal combustion engine, each cylinder of which is provided adjacent its upper end with a port, inlet and exhaust passage-ways arranged out of alinement with the portsin thecylinders.

and reciprocating valve members that govern the admission and exhaust of the gases to and from all of the cylinders in proper sequence, said Valve members having cooperating openings, the openings in one memher being of relatively greater area than the openings in the other member so as to establish direct communication between the ports and said inlet and exhaust passageways when said valve members are in certain positions.

3. A four-cylinder internal combustion engine, each cylinder of which is provided at its upper end with a. port, and two reciprocating valve members arranged in sliding engagement with each other and provided with six pairs of cooperating openings which are so proportioned and arranged that the gases will be admitted to and exhausted from the various cylinders in proper sequence.

4. A multi-cylinder internal combustion engine provided with a valve chamber that is common to all of the cylinders, said valve chamber extending longitudinally of the engine and being transversely inclined, reciprocating valve members arranged in haust of the gases to and from all of the cyl- 1 inders, means for supplying a lubricating medium to the upper side or high side of said valve chamber, and means for conducting the lubricating medium away from the lower side of said valve chamber.

In testimony whereof we hereunto affix our signatures in the presence of two witnesses.

WALTER F. KOKEN. ANTON J. PIGHL.

Witnesses:

A. FUeLINe, R. E. LOVELADY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

' Washington, D. G.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US5261359 *Aug 2, 1991Nov 16, 1993Hull Francis RReciprocating 2-stroke cycle internal combustion engine
US7263963Sep 22, 2006Sep 4, 2007Jp Scope LlcValve apparatus for an internal combustion engine
US7373909 *Sep 22, 2006May 20, 2008Jp Scope LlcValve apparatus for an internal combustion engine
US7448354Jul 30, 2007Nov 11, 2008Jp Scope LlcValve apparatus for an internal combustion engine
US7461619Sep 22, 2006Dec 9, 2008Jp Scope LlcValve apparatus for an internal combustion engine
US7874271Dec 8, 2008Jan 25, 2011Jp Scope LlcMethod of operating a valve apparatus for an internal combustion engine
US8108995Sep 22, 2006Feb 7, 2012Jp Scope LlcValve apparatus for an internal combustion engine
US8516988Feb 3, 2012Aug 27, 2013Jp Scope, Inc.Valve apparatus for an internal combustion engine
US8528511Feb 27, 2009Sep 10, 2013Jp Scope, Inc.Variable travel valve apparatus for an internal combustion engine
Classifications
U.S. Classification123/58.9
Cooperative ClassificationF01L5/04