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Publication numberUS3169514 A
Publication typeGrant
Publication dateFeb 16, 1965
Filing dateApr 20, 1962
Priority dateApr 20, 1962
Publication numberUS 3169514 A, US 3169514A, US-A-3169514, US3169514 A, US3169514A
InventorsHenri Girodin Marius Georges
Original AssigneeHenri Girodin Marius Georges
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Valve actuating mechanism for barrel-type engines
US 3169514 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

Feb. 16, 1965 M. G. H. GlRoDlN VALVE ACTUATING MECHANISM FOR BARREL-TYPE ENGINES Filed April 20, 1962 POWER OUTPUT SHAFT MARlus GEORGE HENRI GIRODIN UnitedStates Patent C) 3,169,514 Y VALVE ACTUATING MECM FR BARREL-TYPE ENGiNE-S Marins Georges Henri Gir-odin, 20 Place ia Madeleine, Paris, France Filed Apr. 26, 1962, Ser. No. 189,066 4 Caims. (Cl. 12S- 58) This invention relates to a timing system for barrel-type engines, that is for engines of the type wherein a plurality of cylinders are arranged in substantially parallel relation around a power output shaft, and wherein the pistons are articulated through rods on the periphery of a swivel member which, due to its wobbling motion, imparts rotary motion to the shaft.

The application of conventional technology to the arrangement of the timing system of such a barrel-type engine, particularly of the type in which each cylinder constitutes a four-stroke engine, leads to the utilization of numerous and complicated parts and also to gas passages of complex forms.

This invention obviates these disadvantages.

According to the invention the timing is effected with the aid of a single assembly, mounted as a whole at the end of the engine on the cylinder head side, including a cam-shaft mounted coaxially relatively to and receiving its movement from the power output shaft of the engine.

The cam-surfaces of the cam-shaft cooperate with pushrods disposed radially, in a plane normal to the engine shaft and the push-rods, actuating organs having the same function (admission or exhaust or starting or pump valves), may be disposed according to a regular polar symmetry around the power output shaft.

In large engines, the pumps may be disposed radially and mounted symmetrically at the end of the corresponding push-rods;

The gas arrives radially at the combustion chambers or admission valve chests through radial passages disposed according a polar symmetry and arrives axially at these radial distribution passages by passing axially through the timing block around the cam-shaft.

Radial passages are provided for the push-rods and fluid-tight joints are provided for each radial push-rod.

Such a timing block may be mounted removable and secured to the engine housing for example by a crown of bolts.

A distribution block according to the invention is light, easily machined, and easy to iit. It is particularly well adapted to supercharging.

Other characteristics of the invention will appear from the following description, given solely by way of example and with reference to the accompanying drawings, in which:

FIGURE 1 is a sectional elevation view of the invention, and

FIGURE 2 is a partial sectional and plan view of the invention taken along line 2-2 of FIGURE l.

In FIGURES l and 2 the timing block is illustrated for a barrel-type engine having nine cylinders.

The engine itself is not represented, owing to the fact that any conventional engine, of the type referred to, may be provided with a timing assembly according to the invention-it may be indicated that an engine of said type is disclosed in my Patent Number 2,702,483 which is included herewith by way of reference.

The casing of the timing assembly is formed by a single piece constituted by two cylinders co-axial with the power output shaft 8: the outer cylinder 1 which carries a fastening ange 2 and the inner cylinder 3.


These axial cylinders 1 and 3 are connected by radial cylindrical passages, of which there are nine symmetrically distributed in a plane perpendicular to the axis for each function and each of which contains the corresponding push-rod. Four sets of nine push rods are provided, namely a set for the admission valves, a set for the exhaust valves, a set for the starting valves, that is the valves for the admission of compressed air for the starting of the engine and a set for the valves of the pumps.

The air for combustion passes between the cylinders 1 and 3 and the said thirty-six radial passages.

The central support hub 4 is fixed by a flange 5 on the inner cylinder 3 of the casing. This hub 4 supports internally, through the bearings 6 and 7, the central power output shaft 8 turning at the speed of the engine shaft and driven by the engine shaft through the medium of a suitable coupling, here by the splining means 9. The power output shaft 8 carries the gear toothing 10 meshing with the large gearwheel of the lateral gear train 11.

The central fixed hub 4 carries externally, through bearings 12 Vand 13, a crown 14 driven by its internal toothing 15 meshing with the small wheel of the lateral train 11.

In the example, three lateral trains such as 11 are illustrated.

The crown 14 is formed as a hollow shaft and carries four cam plates suitably keyed on it: the four-cam plate 16 controlling the push rods 17 controlling the compressed air starting valves; the four-cam plate 13 controlling the exhaust valves through the rollers 19 andthe push rods 20; the four-cam plate 21 controlling the admission valve bent rockers 24 through the rollers 22 and the push rods 23; the four-cam plate 25 controlling the injection pumps Z7 through the push-rods 26 which are adjustable at their extremities.

The air arriving through the manifold 28, either from a lilter or from a supercharging blower, passes between the co-axial cylinders 1 and 3 in the intervals between the 36 radial passages guiding the push-rods and passes through the nine apertures 29, where the inlets 30 of the cylinder heads are connected by means of self-directing gaskets 31.

The push-rods 20 and 23 of each combustion chamber are connected in a fluid-tight manner in each corresponding passage and pass through the casing in a common aperture, where the housing of the rockers is connected by means of self-adjusting gaskets 32.

The operation of a timing system of this type according to the invention is obvious to those versed in the art and therefore need not be described.

The example described corresponds to an engine of medium or high power. For smaller dimensions, the timing casing and the cylinder heads can advantageously form a single piece.

What I claim is:

1. A distributing device for a motor with a power output shaft and a block of several cylinders each having a cylinder head, said cylinders being spaced in regular Inanner around the power output shaft, said distributing device comprising a cam shaft coaxial to said power output shaft, said cam shaft being located in a cylindrical casing and coaxial with said power output shaft, said casing being constituted of two cylinders of which one cylinder is received inside the other cylinder, the interval between the said cylinders constituting a passage for the irl-take air, said casing and cam shaft constitute an assemblyr which is removable with respect to said cylinder block.

2. A device according to claim 1 wherein said interval leads directly into the cylinder head of each cylinder.

3. A device according to claim 1 wherein each cam is made up of a separate plate which is Xed on said cam shaft, and hollow sleeves are provided and are disposed radially, a set of push members coasting7 with cams of said cam shaft, said sleeves allowing the push members which 5 are controlled by said cams to traverse said two cylinders of said casing to reach the respective cylinder heads without disrupting said passage for intake air.

4. A device according to claim' 1, wherein said cam shaft is hollow and is supported by the intermediary of 10 a hollow sleeve fixed relative to said cylindrical casing, said fixed sleeve being disposed inside said hollow shaft.

References Cited in the le of this patent UNITED STATES PATENTS Prigan June 26, 1917 Murphy Apr. 12, 1921 Burtnett et al July 15, 1924 Speer Jan. 26, 1932 Woolson Sept. 1, 1936 Holmes Oct. 13, 1936 Blomgren May 25, 1937 Tucker June 26, 1945 Kahl Apr. 16, 1946

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US1230923 *Jul 2, 1913Jun 26, 1917George T SmithRotary engine.
US1374315 *Mar 19, 1919Apr 12, 1921Murphy Engineering CompanyMultiple head and valve-housing
US1501392 *May 11, 1920Jul 15, 1924BerryValve gear for internal-combustion engines
US1843003 *Nov 25, 1929Jan 26, 1932Speer Vernon DAeroplane engine
US2053057 *Feb 14, 1931Sep 1, 1936Packard Motor Car CoInternal combustion engine
US2057147 *Dec 11, 1934Oct 13, 1936Nu Way Engineering CorpCylinder head and valve mechanism for internal combustion engines
US2081658 *Aug 23, 1933May 25, 1937William D McgurnValve cam operation
US2379119 *Sep 20, 1943Jun 26, 1945Boine W FullerInternal-combustion engine
US2398378 *Jul 5, 1941Apr 16, 1946Lee A SullivanEngine
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US6662775Oct 2, 2002Dec 16, 2003Thomas Engine Company, LlcIntegral air compressor for boost air in barrel engine
US6698394Oct 30, 2001Mar 2, 2004Thomas Engine CompanyHomogenous charge compression ignition and barrel engines
US8046299Oct 25, 2011American Express Travel Related Services Company, Inc.Systems, methods, and devices for selling transaction accounts
US8079336Jun 23, 2006Dec 20, 2011Thomas Engine Company, LlcCompact valve actuation mechanism for barrel internal combustion engines
US20100199932 *Jun 23, 2006Aug 12, 2010Thomas Engine Company, LlcCompact valve actuation mechanism for barrel internal combustion engines
WO2007002475A2 *Jun 23, 2006Jan 4, 2007Thomas Engine Company, LlcCompact valve actuation mechanism for barrel internal combustion engines
WO2007002475A3 *Jun 23, 2006Apr 16, 2009Thomas Engine Co LlcCompact valve actuation mechanism for barrel internal combustion engines
U.S. Classification123/56.1, 123/90.22
International ClassificationF01L1/42, F02B75/26, F01L1/00, F02B75/00
Cooperative ClassificationF01L1/42, F02B75/26
European ClassificationF02B75/26, F01L1/42