US1493080A - Internal-combustion engine - Google Patents

Description

T. W. KLOMAN May a 1924. 1,493,080

INTERNAL COMBUSTION ENGINE Filed ggly l8 1922 INVENTOR.

I Mz /M A TTORNE Y.

Patented May 6, 1924. 2

UNITED TATES PATENT OFFICE.

INTERNAL-COMBUSTION ENGINE.

Application filed July 18, 1922. a Serial No. 575,770.

To all whom it may concern.-

Be it known that I, THEODORE VJ. KLo- MAN, a citizen of the United States, residing at Park Ridge, in the county of Bergen and State of New Jersey, have'inventeda certain new and useful Improvement in Internal- Combustion Engines, of which the following is a specification.

The invention relates to motors having a plurality of cylinders, and more particularly to the rotary valve employed for distributing the fuel gas to the-cylinders and leading away the exhaust or spent gases therefrom, and is based on Letters Patent granted to me December 6, 1921, No. 1,399,262.

The object of the invention is to provide a valve operating in a manner similar to that shown and described in the above identified Letters Patent, so constructed as to induce the desired admission of gas and escape of exhaust by a slower rotary movement relatively to the rate of revolution of the crank shaft, and to direct the current of incoming gas in such manner as to obtain a higher degree of efliciency in utilizing the cooling eifect of such gas in maintaining uniformity of temperature throughout the valve. 7

The invention consists in certain novel features and details of construction by which the abovejobjects are attained, to be herein- I ports of each pair by the valve portions 15 after described and claimed.

The accompanying drawings form a part of this specification and show an approved" form of the improved valve. 1

Figure 1 is a plan view of the valve casing, with the intake and exhaust manifolds omitted.

Figure 2 is a vertical section through a motor having two pair of cylinders arranged side by side and controlled by the improved valve, the plane of section being indicated by the line 22 in Figure 1, and showing the valve in side elevation. I

Figures 3, 4, 5 and 6 are vertical section taken on the line 3-3 in Figure 2, transe versely of the valve, and showing the position of the latter relatively to the cylinder port in the conditions of suction (Figure 3), compression (Figure 4), power (Figure 5) and exhaust (Figure 6).

Similar reference numerals indicate the same parts in all the figures.

The four cylinders are marked respectively 10, 11, 12 and 13 and are shown as arranged in two pairs, side by side, and all in the same line. Shown in the drawings as located above the line of cylinders is a. valve casing 14 having portions serving as heads for the cylinders, and bored axially to receive thevalve which is shown as comprising two cylindrical portions 15 and 16 arranged in axial alinement and joined at their abutting ends to rotate as one, driven by a chain, not shown, running on tho sprocket wheel 17 on the portion 15 and actuated by a sprocket wheel, not shown, on the crank shaft or other revolving member driven by such shaft.

The valve casing 14 is chambered to form a water jacket, and on one face is a long boss 18 adapted to receive an exhaust manifold, not shown, and on the opposite face are two elongated bosses 19 and 20 adapted to receive a fuel gas manifold, not shown, arranged to conduct fuel gas from a carburetor to the interior of the valve casing] Each cylinder head has a single cylinder port, marked 21, 22, 23 and 24 respectively for the four/cylinders, communicating between the interiors of the cylinders and the interior of the valve casing.

Gas for the pair of cylinders 10 and 11 is received through a long port 25 in the boss 19, andfor the pair of cylinders 12 and 13 through a similar port 26 in the boss 20, and is distributed to the cylinder and 16, and the exhaust is led from the several cylinder ports to passages 27, 28, 29 and 30 in the boss 18 through pockets and channels on the exterior of the same valve portions.

Each valve portion is closed at its ends and has three inlet ports extending from;

the interior to the exterior, for each of its cylinder ports and circumferentially in line with .the latter so as to be presented successively thereto. The three inlet ports for the cylinder 10 are marked 31, 32 and 33, see Figures 2, 3, 4, 5 and 6, and are spaced circumferentially at angles of 120 so that when one is presented to the long port 25 for cylinder 10 are marked 34:, 35 and 36. The spent gases from the cylinders escape through the same cylinder ports to the pockets, each formed in the valve portion and open on the exterior thereof. At one end the pockets register with the cylinder ports and at the other with exhaust ports 37, 38, 39 and 4-0, shown in dotted lines in Figure 1; the pockets extend longitudi nally of and partly around the valve peripherally to permit the exhaust ports to be located near each other.

The pockets are placed between the inlet ports 31, 82 and 33 at an angle of 120 to each other and form swells of flattened circular section on the interior of the valve as shown.

In Figures 2 and 3 all the exhaust pockets are closed but in Figure 6 the pocket 34: is in register with the cylinder port 21 at one end and with the exhaust port 37 at the other.

The rate of rotation of the valve is such that the entire cycle of suction, compression, explosion, and exhaust takes place three times in each cylinder for each complete revolution of the valve, and the series of inlet ports and exhaust pockets are so an ranged that the stages of the cycles follow in proper sequence in all four cylinders,

that is, when cylinder 10 is in the suction stage, cylinder 11 is compressing, cylinder 12 is exhausting, and in cylinder 13 power is being exerted on the piston ,fOlloWing an explosion.

It will be noted that the cool gas entering through the inlet port 81 and passing to the cylinder port 21 through the inlet port 32 finds the last-heated exhaust pocket 35 directly in its path and thus bathes the hot pocket in the current of incoming gas in the traverse of the latter transversely of the valve, and that the path of the current, except as deflected by the exhaust pockets, is direct from the long intake port, 25 to the cylinder port 21, and, further, that this path is exactly the same for each intake or suction stage for each cylinder so that complete uniformity of cooling is maintained throughout the valve under all cond 'tions when the motor is running, a comp nent of the highest importance in the successful operation of a rotary valve.

The same deflection of the gas caused by contact with the hot exhaust pocket, and desired cooling of the latter, may be attained by constructing the valve with five or other odd number of inlet ports equally spaced circumferentially with ,a cor-responding number of exhaust pockets similarly spaced, instead of the three shown and described, thus, effecting a further reduction in the rate of revolution of the valve.

Importance is attached to the fact that the three exhaust pockets are so disposed relatively tothe inlets for the 0001 gas that as the gas enters the interior of the valve it finds the curved, face of the last heated exhaust pocket directly in its path and impinges thereagainst, the path of the current being unobstructed except by its de fiection by the wallet the pocket. By this means the heating and cooling ismore uniformly effected and each of the exhaustv pockets is bathed more or less by the in coming cool gas. '4

I claim:

1. In an internal combustion. engine, a] cylinder having a cylinder port, a rotatable hollow cylindrical valve having inlet ports;

leading from the exterior to and co'minuni eating with the interior thereof and circuin'ferentially alined with said cylinder port, exhaust pockets between said" inlet ports circumferentially of said valve, said inlet ports arranged to receive fuel gas, andthe exhaust pockets so disposed with rela tifon to said'ports that the incoming 0001 gas will impact against the wall of the lastheated pocket and be deflected in its passage to the cylinder port;

2. In an internal combustion engine, a cylinder having a cylinder port, a rotatable hollow cylindrical valve having therein inlet ports arranged at angles of substantially 120, and exhaust pockets intermediate said ports and disposed at angles ofsubstantially 120", with the wall of each pocket in alinement with one of said inlet ports, the outlet ports of said exhaust pockets 'being likewise arranged at substantially 120" with relation to each other, said inlet ports arranged to receive cool fuel gas andthe disposition of the walls of the pocket'being such that the incoming gas will impinge first against the wall of the last-heated pocket and then fiow'through the said cylinder port into the cylinder, whereby the exhaust pockets are bathed by the cool gas and uniform heat maintained,

In testimony that I claim the invention above set forth I afiix my signature.

THEODORE KLOMAN;

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