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Publication numberUS1222615 A
Publication typeGrant
Publication dateApr 17, 1917
Filing dateMar 19, 1915
Priority dateMar 19, 1915
Publication numberUS 1222615 A, US 1222615A, US-A-1222615, US1222615 A, US1222615A
InventorsMartin Fischer
Original AssigneeFischer Motor Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Internal-combustion engine.
US 1222615 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)

UNiTED STATES [PATENT MARTIN FISCHER, or zUnIcH, sWrrznnLAND, AssiGNon To riscnnn ,Moron con. ronArioN, orivnw YORK, N. Y.,

Specification of Letters Patent.


Patented Apr. 721917.

Appiicatipn med March. 19, 1915. seriai Nc. 15,676. i

To all whom t may rconcern Be it known that I, MARTIN FISCHER, `a citizen of Switzerland, residing at Zurich, Switzerland, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.'

lMy invention Vrelates to internal combustion engines of the slide valve type.

More particularly my invention relates to a modificationof, or an improvement upon, ine shown in mv and entitled Combustion engine, although the herein disclosed improvements may also be applied .dvantageously toother types of slide valve engines. I

Inmy prior patent just referred to the op-v erative cycle of th engine is controlled by a air or" ol'jpositelyy disposed crescent 'sec-` tioned valves embedded in the cylinderwalls, between the cylinder andthe piston, and actuated by suitable gears/f driven from the D .vglecastingyand diverging upwardly so that main shaft so as to open and Close suitable fuel and exhaust ports inproper sequence'.

It is the object of my presentinvention to simplify the construction disclosed in my prior patent'byeliminating one of the slide valves thereof and so disposing theports control-led by said slide valve yupon the other side of the cylinder with relation to theother slide valve7 that the same operative cycle may be controlledby one valve instead of two.f This improvement lessens the number of parts and, in his and other ways, obviously simplifiesand cheapens the construction and decreasesthe wear and tear. Other kadvantages also result as will. .be detailed below. Y

By having but one-slide valve upon one side of the cylinder my improved-engine as herein disclosed lends itself readily to the Y constructioiiof multi-Cylinder engines of V type, lthe cylinders being connected together at their bases, preferably integrally in a sinthe cranks mayoperate on a common crank shaft. Inthistype of construction the single valves of each cylinder face one another on opposite inner sides of the V thus making thel valves and ports extremely accessible for adjustment andrepair.

A further object of my invention is to ar range the intake and exhaust ports, conthis permits a heat exchange to `take place between the intake mixture andthe exhaust gases, the former .being heatedbeforey Vcombustion and the latter being cooled after combustion. This-heating of the intake gases causes them` to be burned more-eiciently while cooling of the exhaust" gases tends toward the same result and, y furthermore, aids in cooling the engine parts so asv i' i' to enhance their durability and freedom of operation.

A stillv further object of my invention to so arrange the 'single-valve of each of two adjacent cylinders, thatthey may be driven 1 in proper sequence by asingle camcr its equivalent. j:

A still further object of-my invention is to provide an arrangement of slidevalve and cooling ,chamber which will insure against over-heating ofthe Avalve and its consequentbreakage in the neighborhood ofthe ports. f

Other objects of my inventioniwill appear as the speciicationproceeds.

' Referring to the drawings, which repre,- 'sent atwo kcylinder internal gine embodying my improvements, Figurel 'is a vertical section taken along theiirreg'u- Vlar line l-l of Fig. 2; Fig. 2 isahori/zontal section, part plan, taken along the `Iliiie 2-i2 of Fig. l; Fig. 3 is a i (of the same character as that of F ig." l) through the end of the valve and correcombustion enf vertical section? sponding part of the 'cylinder wall, showing 1f the position of thevalve andcylin'der ports for intake; and Fig. 4 is a section similar Vto Fig. 8, but showing the position 'ofthe ports for either the compression or explosion stroke. if i' In the drawings, the cylindersv1,"g1"'}are rmounted upon a common crank case 2in the" usualeway. A single crescent shaped valve 3, 3 of substantially the entire length ofthe cylinder, is embedded in each cylinder 4wall between it and its piston'and is adapted to' bei slid up and down, as will be hereinafterex? plained.- This crescent shaped valve prefer- -ably subtendsa little lessethan of anarc and is 'of the same 4general character as is disclosed in erred to.

Both pistons 4, 4 of the two Cylinders are connected by connecting rods 5, 5 to cranks 6-6, 180 apart, of a common crank shaft my priorr .Patent above lire:

trolled by the single valve, in juxtaposition; 7. An intakevport 8, (8', not shown) and 110 an exhaust port 9, 9 are formed as transverse slits closely adjacent to one another in each cylinder wall and the valve 3, 3', is provided with a similar single slot 10 (10', not shown) near its upper end. i

The two valves of the two cylinders are so disposed that vertical radial planes passing`through the center of each valve and the axis of its cylinder make equal angles with the plane passing throughsaid axes and meet one another at an angle of 90". A rotatable cam 11 is placed with its axis coincidentwith the line of intersection of these two radial planes and the periphery of this cam is provided with a cam groove 12 with which the pin 13 of each slide valve is engaged. rIhis cam 11 is provided with a spiral gear 14, in mesh with a spiral worm gear 15 which is itself driven, by a chain 16, from a sprocket 17 which is mounted upon the crank shaft 'i'. These several gears are so diinensioned that one complete revolution of the .cam corresponds with two complete revolutions of the crank shaft and therefore with two complete strokes of the piston.

In addition to the usual hollow walls of the cylinder for the circulation of cooling water the cylinder head is so arranged as to provide an insert or channel like portion 1.8 which closely engages the upper inside surface of the valve. This channel portion Y18, together with that portion of the circulating systemof the cylinder wall which engages the opposite side of the upper part of the valve, constitutes what may be termed a cooling pocket 'for the valve end.

A spark plug 19 provides for ignition in the usual way.

The operation of my improved engine is as follows:

As shown in Figs. 1 and 2 the piston #l has just completed its downward stroke, due to the explosion of the combustion gases above it, and is rising on the exhaust stroke. The valve 3 has its port 10 in register with the exhaust port 9, and remains in such position until the piston has nearly completed its upward exhaust stroke, by which time the cam 12 will have turned suiiciently to bring the pin 11 in that4 part of the cam groove 13 which slopes suddenly downward. This will cause the valve 3 to be slid downwardly until its port 10 comes into register with the intake port 8 just as the piston 3 starts on its downward suction stroke. At the bottom of the suction stroke the ca'm groove 13 rises slightly (see dotted lines on cam, Fig. 1 and thereby raises the valve until the port 10 is covered by the 'septum 2() which separates the intake and exhaust ports 8 and 9 (Fig. 4) this position is retained during the following upward compression stroke. As the piston reverses at the top of its stroke, the explosive mixture is fired through the spark plug 19 and the power stroke ensues. During this power stroke the valve remains in the position shown in Fig. 4 until and just after the end of the stroke when the cam again raises the valve and it und the ports again have the position shown in Figs.v 1 and 2 and the cycle is complete.

The description just given of the operative cycle belonging to cylinder 1, valve 3 4and piston 4 applies with equal accuracy to the adjacent cylinder 1, valve 3 and piston 4', except that each step of this second cycle takes place later by a period of time represented by one-half a revolution of the crank shaft. This is clear when it is observed that the crank belonging to the second piston is always onc'half a revolution behind the crank belonging to the first piston and that furthermore, the cam groove 12 advances from the first cylinder to the second and holds the valve B of the second 'cylinder in exactly the same position at all scope of the invention. It is also clear that I may apply my improvements to an engine embodying any number of pairs of cylinders, each pair being operated by a common cam. Or I may embody a single valve part of my invention in an engine having an odd number of cylinders.

I have snown the valve regulating cam as driven from the crank shaft by a chain and I prefer this type of drive. However, any mechanism which permits the cam to be driven in correspondence with the movements of the piston would serve equally well.. It should also he clear that my improvements herein described are not necessarily restricted-to valves of crescent shaped sec tion and that thc section of the valves has no fundamental or' essential relation withI said improvements.

Other modifications may be made within the scope of the invention.

I disclaim herein any structures disclosed in the French patent granted to me, No. 428,733, dated .September (l, 1911.

Having described my invention, I claim:

1. In an internal combustion engine having two parallel cylinders and a pair of pistons connected 1S()o apart to a common crank shaft, a pair of axially adjacent ports for each cylinder, a longitudinallyv slidable valve for each cylinder between the cylinder and the piston and having a port to register with either cylinder port, a Single cam having ifs axis parallel to the axes of the cylinders and arrae' eo to aetuate i both ing -two parallel cylinders and a pair ofV pistons connected 180o apart to a common crank shaft', a pair of axially adjacent ports for eaeh cylinder, a longitudinally slidable valve for each. cylinder between the cylinder and the piston and havingr a port to register with either -eylinder pori', a cam having its axis parallel to the axes of the cylinders and a peripheral groove eonnnon to and engaged with hoth valves, and means for driving said eani in (,-orrespondenee with the crank shaft. K

3. .ln an internaMiomhiisti'on engine having' two parallel f-ylinders and a pair of pistons ronnerted 180PJ apart to a common rank shaft. a pair of axially adjacent ports for eaeh evlinder, a longitudinally slidable valve for eaeh cylinder between the cylinder and the piston and having' a port to register with either cylinder port, eaeh valve also having a projecting pin, a earn having its drivingl said cam in BEST AVAILABLE coe and the piston and havinzgT a port to registerA with either cylinder port, eaeh valve havingr a projecting.: pin, a cani provided with a groove with' which both of Said projeCtiIlg pins are dirertly engaged for actuating the valves. and means vt'or driving-,said cam in correspondenee with the crank shaft.

In testimony whereof- I have'hereunto set' mv hand in the presence ot two subscribing' witnesses.

MARTIN FISCHER. Witnesses f CARL Gunmen,


Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US8360395Nov 7, 2008Jan 29, 2013Dragon America Motor Technologies, Inc.Sliding valve assembly
US20100116239 *Nov 7, 2008May 13, 2010Crall Craig WSliding valve assembly
U.S. Classification123/58.9, 123/312, 123/188.4
Cooperative ClassificationF01L5/04