US1264436A - Device for the admission of the charge to the cylinders of explosive-engines. - Google Patents

Description

`H. LA. RAABE.

DEVICE FOR CoNTnoLLlNG 1HE ADMIS SION OF'THE 'CHAGE T0 HE CYLNDERS'OF E XPLOSIVE H. E. A. RAABE.

APPLICATION FILED .IULY l0 i914.

DEVICE Fon coNTnoLLING me ADMIS Patented Apr. 30, 1918.

2 SHEETS-SHEET '2.

`yte

HENRY E.` A. BAABE, 0F JERSEY CITY, NEW JERSEY.

DEVICE CONTROLLING THE Specification of Letters Patent.

ADMISSION OF THE CHARGE TO THE CYLINDERS 0F EXPLOSIVE-ENGINES.

Patented Apr. 36, 1918.

'Application mea July 1o, 1914. serial No. 350,213.

To all whom it may concern: y

" Be it known that I, HENRY E. 4A. RAABE,

a citizen of the United States, residing at Jersey City, in the county of Hudson and State of New Jersey, have invented a new and useful Device for Controlling the Admission of the Charge to the Cylinders of vExplosive-Engines, of which the following is a specification.

The object of Vmy .invention is to provide means for controlling the operation of the fuel atomizing valve described in my application for Letters Patent Serial Number 835,638, filed May 1st, 1914, in combination with such valve gears as described in my application yfor Letters Patent Serial Number 841,802, filed May 29th, 1914, but it may also be used on engines provided with other valves, the design of which would permit the use of such a device.

. Another object oi my invention is tofprovide meansl for stopping the engine in the shortest possible time and Aeliminating the danger of running past?,7

Another object of my inventionl is to provide means by which the operator can adjust the time of opening of the inlet valves While the engine is in operation, without disturbing the adjustments of any other parts of the engine, thus enabling him to obtain the best results under all conditions. y The invention will be fully described hereinafter, and the `features of novelty 4pointed out in the claims.

Reference is to be Ahad to the. accompanying drawings, forming part of this speciiication, in which similar characters of reference indicate corresponding parts in the figures, in which Figure 1 is a vertical section through the controlling valve as applied to the charging valve in actual practice; Fig. 2 is a vertical section in a plane at right angles to Fig..1 taken on the line '2--2 in Fig. B; which latter is a sectional plan View of the controlling valve taken on the line.3`-3 in Fig. 2; v

In Fig. 1, l() is the upperl part of the cylinderhead provided with the cavity 13 containing theretort 14 which su ports the inlet valve body 16, both being he d in place by studs and nuts 17.

line of the valve, as shown in Fig. 2.

The valve body 16 is provided with the valve 19, the dash pot 20, plunger 21, air channel 26, air tube 27 and air supply port 28, for the purpose described in a `previous application.

The cavity 52 in the cylinder' head is the exhaust valve chamber. The rod 49 connects with, and receives its reciprocating motion from. the exhaust valve, which is not shown in the drawings. The upper end of the rod 49 is threaded and screwed intowthe circular nut 53 provided with the expanding set screw 54, which, when tightened eX- pands the split end of the rod 49 so as to lock the nut firmly in its position on the` rod, thereby permitting adjustment of the position of the nut on the rod 49.

The bonnet 55 forms a cover for the eX- haust valve chamber, and also is the main body of the controlling valve, which latter consists of the dividedvslee e 56, both sections of which are held agaii st the circular walls of the valve body 55 by me' ns of the expanding spring 57 iitted into "a groove in theinternal flange 58.

The nut 53 is provided with the flanges 59 and 60.which engage with the flange 58 on the valve sleeve and thus impart the reciprocating motion of the rod 49 to the valve sleeve 56 by impact.

In the Wall of the valve'body 55 is the aperture 61 which communicates by means of the tube 27 and the air channel 26 with the interior of the dash pot 20 of the charging valve.

' The valve sleeve 56 is provided with an aperture 62 leading into the groove 63, which is cut at an angle with the center The groove 63 governs the openingof the aperture 61'.

- `The guide plates 64l protruding tlnasgh rectangular-openings 65 in the walls of the valve body are securely clamped between the two sections `of the divided strap 66, fitted into a groove around `the exterior of the valve body, and also engage with the slots .67 formed by the two sections of the valve sleeve 56, thus permitting the valve sleeve to slide longitudinally, but any rotary motion can only be' imparted to the lzo . escape of air from the aperture 61, causingl .45.

in the cylinder.

Vit axis; for this purpose the strap is provided with the lever arm 68.

rl`he lubricating oil is admitted through the hole 69, and after passing through the controlling valve it is finally used for lubricating the exhaust valve.

The hole 71 serves as any air vent, while the cap excludes any dust and foreign matter.

`The operation is'as follows: Assuming the valves to be in `the position shown in Compressed air is admitted to the cylinder of the engine through the port 28 and the open charging valve 19, carrying with it a charge of oil vapo-r, and moving the piston of the engine due to the rise of pressure When thel pressure in the cylinder has nearly reached that of the air receiver', the valve 419 closes due to the pressure upon its stem, thus bringing the 'top of the groove 25 above the edge of the valve stem guide and allowing a small quantity of compressed air to flow into the dash pot chamber. But as long as the aperture 61 remains open to the groove 63, the air will escape from the dash pot chamber, through the channel 26, tube 27 and the aperture 62, finding a free outlet through the grooves between the sections of the sleeve 56, and therefore the dash pot 20 .will not exert suiicient pressure upon the valve stem nuts to hold the valve 19 positively closed as long as the pressure `within the cylinder drops due to theadvancing piston. However, if ignition takes place during the first stroke, further admission of air is automatically prevented by the closing of the valve 19 ue tothe ignition pressure.

While the piston advances the exhaust valve vvillA draw the valve sleeve 56 down until the edge of the groove 63 cuts off the the pressure in the dash pot to rise, and therefore lock the valve 19 positively in its seat.

This cut oi' takes place during the early part 4of the stroke and therefore the latter part of the stroke is completed by the expension of the air within the cylinder or by the expansion of the product of combustion after ignition.

When the exhaust valve opens it movesvin the -opposite direction, reversing the motiony of the rod 49 and the valve sleeve 56. This reverse motion would naturally cause the groove 63 to uncover the aperture 61 during the exhaust stroke, causing the valve 19 to open and the air to escape through the exhaust port, but as the valve sleeve 56 remains stationary due to the friction against the valve body wall, the flange 60 of the nut 53 must come in contact with the internal flange 58 in order to p ush the sleeve upward, and at the same time it covers up the aperture 62, thus preventing the escape of air from the dash pot and the opening of the charging valve.

During the next downstroke of the valve,

it is drawn down by the iange 59, thus having the aperture 62 open for the air to escape at the proper time.

It is clear .that the engine will runas a compressed air engine as long as it receives its supply of air, and no ignition would take place but if the pipe leading to the port 2S is supplied with a valve, the air supply could be shut off, and the engine stopped. ln such a case, however, the engine would run for two or three revolutions on the ainount'of air trapped between the stop valve and the charging valve, and to prevent this, it may .be stopped by rotating the valve sleeve 56 by means of the strap 66 and guide plates 65 until theend of the groove 63 is moved over to one side of the aperture 61, thus per1nitting no air to escape from the dash pot. causing the latter to keep the valve 19 locked to its scat at all positions of the crank.

The groove 63'is placed at an angle with the center line of the valve sleeve, and therefore the communication between the groove 63 and the aperture 61 may be brought about earlier or later during the stroke of the valve -by rotating the valve sleeve respectively to -applied to compressed air engines as well as four stroke cycle internal combustion engines, but its preferred 'application is for two stroke cycle engines of the type described in my pending applications: 557,516. April 26, 1910, 835,638, May 1st, 1911-, and 841,802, May 29th, 1914.

The exhaust valve may be operated by any suitable means of either continuous or interrupted movement, but preferably by the continuous movement described in application Number 841,802.

The opening of the exhaust valve occurs, asin the usual manner, at or near the end of the -power stroke.

While I consider the construction shown in the accompanying drawings and described in the specification, the most practical one, I do not considerit necessary to strictly adhere toit, as I could change the form by substituting a small uppet valve with a release mechanism in p ace of the sliding valve sleeve 56, or I could substitute a fiat slide valve ora semi rotary valve for the cylin'- i drical. slide valve, or have the controlling the sleeve 56 again remains stationary until lill lsaid inlet valve by releasing the pressure upon the closing piston of said inlet valve, said inlet valvehaving means controlling the How of compressed air to hold said valve positively closed.

2. In an internal combustion motor having a pneumatically operated inlet valve, the

combination of said inlet valve with a ported control valve constructed to be operated by the exhaust valve, whereby the time of opening of the inlet valve is fixed by the action of the exhaust valve upon the ports in the control Valve, said ports being in communication vwith the pressure piston of the inletvalve and said inlet valve having means con-l trolling the flow of compressed air to hold said valve positively closed, for the purpose Specified. f

3. In an internal combustion motor inoperated inlet valve and exhaust valve mechanism, the combination with the said inlet valve of a control valve operated by the exhaust valve mechanism, whereby the time of opening of the inlet valve is ixed by the' action of theexhaust valve mechanism upon ports inthe control valve, and a pressure piston coaeting with the inlet valve and communicating with said ports.

4. In an internal combustion motor including a cylinder having an inlet valve, a pist-on attached to the stem of said inlet valve, the cylinder arranged to permit said piston to be subjected to pressure for the purpose of operating said inlet valve by Huid pressure, an exhaust valve operated from the motor,'a controlling apparatus consisting of a valve body provided with a port which connects the interior of the valve body with the said cylinder, and a valve operatively connected with the exhaust valve for the purpose specified.

In an internal combustion motor havling an inlet valve, a piston cooperating with ,the port in the valve body during the closing stroke of the exhaust valve and to close said port during the opening stroke of the exhaust valve.

6. In an internal combustion motor having an inlet valve, a piston connected with the stem of said valve, a cylinder arranged to permit the piston to be subjected to pressure for the purpose ofvoperating the inlet valve, and valve mechanism whereby an exhaust valve operated from the motor, a controlling apparatus consisting of a valve body provided with a port which vconnects the interior of the valve body with the piston of the inlet valve, and a valve for controlling the opening and closing of said port in the valve body, said valve being provided with an auxiliary valve, and a port located so as to coincide with the port in the valve body during a part of a stroke of the exhaust valve, and to be closed by the auxili'iary valve before and while it coincides with the port in the valve body during the return stroke of the exhaust valve, and operative connections between the exhaust valve, the controlling' valve and the auxiliary valve.

7 In an internal combustion motor havh i/"ing an inlet valve, a piston attached to the cluding a cyllnder having a pneumatically 1" stem of the valve, a cylinder' arranged to permit the piston to be subjected to' pressure for the purpose of operating the inlet valve, a -val've operating mechanism, driving mechanism whereby said mechanism is driven from the motor, a controlling apparatus consisting of a valvebiy provided vwith a port which connects the interior of tlnl valve body with the piston of the inlet valve, and a valve for controlling the opening and closing of the port in the valve body, the latter valve being provided with an auxiliary valve, valve gearing, and a port located so as to coincide with the port in the valve body during a fraction of a stroke in one direction imparted to the controlling valve by the valve gearing, and to be closed by the auxiliary valve before and while said port coincides with the port in the valve body during the return stroke imparted to said controlling valve by the valve gearing, and suitable operative connection between the valve gearing, the controlling valve and the auxiliary valve.

8. In an apparatus for controlling the supply of gases to motor cylinders having an intake valve provided with a pressure chamber for operating said intake valve by fluid pressure, and a valve controlling mechanisml driven through suitable driving mechanism from the motor; said mechanism having a valve body provided with a port which con-- nects the interior of the valve body with the pressure chamber of the intake valve, a

' valve for controlling the opening and closing of said port in the valve body `and suitable connection between said controlling valve and the valve gearing;' said .controlling valve having a port, the form of which Will at-Which said ports are to coincide can be controlled relatively to the motion of the valve. f'

'-9. ln 'an apparatus 1for controlling the supply of gases to motor cylinders having an lntake valve provided .with a pressure Y chamber for operating said intake valve by fluid pressure, and a valve operating mechanism, 'driving mechanism whereby it isdriven' from the motor; said controlling apparatus having a valve body provided With a port which connects the interior of the valve body ivith the pressure chamber of the intake valve, a valve for controlling the opening and closing of said port in the valve body and suitable connection between said controlling valve and the valve driving mechanism; said controlling valve having a port, the form of which will permit it to coincide with the Jort in the valve body during the points oi admission by the intake valve to the motor cylinder, through motion imparted to said controlling valve by the valve operating mechanism, and means whereby said ports in the controlling valve can be prevented fromcommunicating with the port in the valve body tlnonghmlt its entire motion.

HENRY E. A. RAABE. Witnesses TJ. fr. DARE,

R. Bosnia.

Images