US2374191A - Engine - Google Patents

Description

A ril 24, 1945.

w: G. GERNANDT 1 2,374,191

ENGINE Filed May 2, 1942 4 Sheets-Sheet 1 INVENTOR m-ro hu-zvrfi April 24, 1945. w E N 2,374,191

ENGINE Filed May 2, 1942 4 Sheets-Sheet 2 INVENTOR Wail/0 'ezvydfidi.

A'IT NEYE.

April 24, 1945. w. G. GERNANDT ENGINE Filed May 2, 1942 4 Sheets-Sheet s a d M INVENTOR M44240 6. 62,-

w. G. GERNANDT 2,374,191

April 24, 1945.

' ENGINE Filed May 2, 1942 4 Sheets-Sheet 4 INVENTOR 90 Wd/Jp 6. 'erydydi BY a.

Patented Apr. 24,

Waldo G. cannot, Detroit, m, asalgnor to Briggs Manufacturing Company, Detroit, Kick,

a corporation of Application May 2, 1942, Serial no. 441,414

'- 34 Claims.

This invention relates to internal combustion engines and'particularly to engines of the type having a rotatable valve in the head thereof.

The present invention has Particular application to an internal combustion engine of the kind in which the rotatable valve in the head, preferably although not necessarily of the kind which rotates continuously in one direction, is formed with substantially all or at least the major portion of the combustion chamber and is generally conical or frusto-conical in shape.

In the preferred embodiment of the combustion chamber in the valve has an opening or port in the side of the valve adapted to communicate with an intake or exhaust passage, or both as the case may be, and also an opening disadvantages or difliculties, in efilcient and sustained high speed performance,

- such as 'is requiredfor aircraft engines, by rethe invention at the inner end or bottom of the valveleading to the cylinder. With the exception of the ports in the side and bottom of the rotor which afford communication between the combustion chamber, cylinder and intake or exhaust passage or passages, the combustion chamber is otherwise entirely enclosed or housed within the valve memher or rotor. The combustible charge within the combustion chamber is fired preferably by spark ignition although in its broader aspects the invention is'not considered to be 'so limited.

Engines of the foregoing type present the possibility of considerable advantages, long. recog-' nized, as compared with conventional engines of the pop t valve t such as simplification of construction, reduction in weight, and higher speed operation with consequent increase in power output. Many problems have heretofore been encountered in the production of a satisfactory engine of this type, such as in respect to adequate lubrication of the valve or rotor under sustained operation, satisfactory control and, limitation ofoil consumption. elimination of power losses due to excessive friction between moving parts, and the provision of emcient and durable bearings for the rotatable valve or rotor.

The foregoing problems have been rendered difficult of solution because of variations in pressures or forces acting upon the valve during the engine cycle. One major dimculty has arisen by reason of the effect of the explosion force or pressure in driving the cone-type valve member not only outwardly but also laterally, thereby causing a severe wedging action or thrust of the valve against its seat and tending to seriously impair the oil film between the surfaces of the valve and its bearing seat in the cylinder head, resultins in seizing and scoring of the valve member. Unsuccessful attempts have been made to avoid-these the cylinder head and sorting to elaborate bearing arrangements and by experimentation with various materials and combinations of materials for the bearing surfaces of the valve within the cylinder head. I have found that. the power output of the engine is materially affected by the effec veness or the seal of the intake and exhaustports. in the cylinder head during the compression and power strokes. of the piston, particularly the latter and especially at the time or explosion. Leakage of gase be-r tween the surfaces of the valve and head and around these ports will markedly reduce the power: output of the engine. Heretofore, where it was attempted to avoid this by fitting the valve quite snugly within its bearing cavity in the head, other difllculties of a serious nature were immediately encounteredfsuch a the impairment of the oil film and consequent seizure of the valve or scoring thereof. I

An important object of the-invention is-to proyide an improved internal combustion engine of the foregoing type in which considerable and preferably most of the bearing load is distributed overor concentrated of the frusto-conical rotor, namely, at'diiferent areas at time outer and'inner ends of the frustoconical portion of the valve member or roto and in these areas-in which this bearing loadis taken of the frustc-conicalv ve member, and in these areas there are provided eating annular bearin members or bushings interposed between the valve or'rotor and the cy der head. i I

A further object o the invention is to control more effectively the position of the 'rotor within thereby avoid scoring and seizing of the valve, to increase the power output by reducing leakage of gases around the intake and exhaust ports, tion of the valve while reducing oil consumption.

Still another object of the invention is to simplify the bearing for the valve or rotor within the cylinder head, eliminating complicated thrust bearing arrangements,- complicated adjustment devices therefor,

order to attai at two predetermined areas substantial portion thereof, at.

and to improve the lubricaw ht! ar a-spa increasing the performance life of the engine, and

permitting the use of less expensive metals in the fabrication of the rotor valve and the cylinder head.

. Other objects of this invention will appear in the following description and appended claims,

reference being had to the accompanying drawings forming a part of this.specification wherein like reference characters desi nate correspondin parts-in the several views.

Fig. 1 is a fra mentary sectional elevation illustrating a portion of a multi-cylinder engine bearing members.

Fig. 4-15 a section taken many through lines l-l otFlg.3loohnginthedirecti on oi-the Fig. 5 is a bottom plan view ofaportion oi-the cylinder head illustrating particularly the bearing cavity for the rotor or rotary valve.

Fig. 6 is a generally atic, view illustrating particularly the manner in which the valve or rotor is mounted within thecylinder head and the preferred clearances at the sides and bottom of the valve.

Figs. 7 and 8 are sectional views in part similar to Fig. 2 but illustrating additional embodiments.

Bei'ore explain ng in detail the present invention it is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawings, since' the invention is capable of other embodiments and of being practiced or carried out in various ways. Also it is to be understood that the phraseology or terminology employed herein is for the p rpose of description and not oi. limitation.

In the drawings there areillustrated, by way of example, several embodiments of the invention as applied to an internal combustion engine of the spark ignition type designed particularly for the member 28. The cylinder head of the engine may be said to comprise two portions or members secured together and to the upper end or the cylinder 22. In addition to the outer member 28 the cylinder head comprises an intermediate member 22 which may herein be termed the rotor mask or shield and forming the pressure control member for the rotor and head and also the throat opening from the cylinder into the combustion chamber.

The upper or outer end of the cylinder is'formed with external threads which are engaged by internal threadson the cylindrical skirt portion of the head member 22 as indicated at 2|. The member 29 in turn i provided with external threads which are engaged by internal threads on the cylindrical skirt portion 01' the outer cylinder head member 28, as indicated at 20. From this construction it will be seen that the cylinder head or mask member 28 may be screwed down tightly over theouter end of the cylinder 22 until the annular shoulder 29:: of the member 29 substantially abuts against or engages the upper or outer edge of the cylinder, as shown in Figs. 1 and 2. Also it will be seen that the outer cylinder .head member 22 is screwed down tightly over the member." until the bottom shoulder 28a of the head 28 substantially engages or abuts against the upper fiat ledge or face 29b of the mask member so or fire plate 28.

The rotor mask or shield 22 terminates centrally in a projecting annular flange 22 which forms the throat opening 22 into the combustion chamber 24 of the rotor member or rotary valve 25.

5 This rotor is formed at its bottom with an annular recessed portion a, the annular surfaces of which are flat and smooth and correspond in shape to the adjacent exposed surfaces of the throat flange 22, there being normally a predeter- 40 mined clearance between th juxtaposed surfaces power plant of an aircraft. The invention may obviously be embodied in engines for other pllr-.

poses, such as automotive, marine and industrial engines. For most uses the engine is 01' the multicylinder type, although any number or cylinder units may be employed in'any given engine. In the present embodiment, for the purposes of simplicity, a single cylinder unit of the engine is illustrated, it being understood that the remaining cylinders of the engine are id-ntica1 to the structure herein shown and described.

Referring to Fig. 1, the present engine comprises a suitable crankcase 21! within which is moimted a crankshaft 2| supported in bearings according to conventional practice.- :A cylinder 22 is secured rigidly to the-crankcase and ha ts lower or inner end projecting thereinto. Mounted to reciprocate within'thecylinder is a piston 22 adapted to be connected in the usual manner by a connectingrod 24 tothe crankshaft 2|.

In the present engine the combustion chamber r the cylinder is formed principally within a rotor or rotary member 22, this'member comprising a frusto-conical having-a cylindrical stem 28 projecting from the outer of the rotor- "The rotor 25 fits v body arranged immediately above 1 the piston when t the top ofits stroke and also of the rotor 25 and the plate 29, as hereinafter described. The lower or' inner end 25!) of the rotor, which is annular in shape and which terminates in a smooth flat surface, fits into and is confined within the annular reces formed between the outer face 22a of the throat flange 22 and the inner tapered wall of the rotor cavity or chamber '21 in the cylinder head.

' 'l'he piston 22 is preferably formed at its outer end ,with a, tapered portion 22a, as illustrated in Fig. 1, which projects into the throat opening .22, thereby reducing the size or the combustion space and preferably confining the combustion chamber substantially to the space within the rotor 25. The piston at the top of its stroke, as shown in Fig. 1, preferably has only a minimum operating clearance with the bottom correspondingly tapered wall 290 of the mask or fire plate 29. The upwardly inclined wall 29c 01' the mask or fire plate 29 merges into the annular inner wall or sin-face 22b of the flange 22 forming the throat opening, the surfaces 290 and 32b being toan air cooled engine as it will be apparent that any effective cooling system may be utilized.

The rotor 25 is driven through the medium or In will-thus be seen that they injection system instead of a carburetor, although the stem 26 which is positively connected to a driving gear in such manner as to permit slight relative axial and radial movement between the 1 driving gear and the rotor. The stem 26 of the rotor is provided with external longitudinal splines 39 and is also provided with internal threads within the cylindrical bore thereof. The rotor is driven by a gear39 having suitable gear teeth, this gear being formed. with a depending cylindrical hub or sleeve 41 having a clearance over the stem 26; The gear 4| also has internal tooth-like splines 42. A coupling member '43 flts within the annular space formed between the teeth 42 of the driving gear 39, thi coupling member having exterior teeth or splines 44 fitting into the spaces. between the splines 42 of the driving gear and also having internal splines 45 ntting -Within the spaces formed by the splines 36 of the stem 26. The coupling member 43 has an annular tapered surface engageable with a cor;-

screw plug 56.

respondingly shaped tapered surface 39a of the gear 39. 46 is a clamping nutv having external threads engageable with the threads ofthe valve f stem 26 and having an outwardly projecting hex formed flange 41. Interposed between this flange and the 'end of the stem 26 is a spring washer 48 having a central aperture through which the clamping nut projects, the washer being of a suflicient diameter to engage the upper-face of the gear 39, as shown in Fig. 2.

The rotor body is cored entirely around the combustion chamber 34 to provide a' cavity 49 which is closed at the upper end of the valve by means of a screw plug 56 screwed tightly into the threaded portion of the valve stem 26 below the clamping nut 46. Any suitable heat trans fer or conducting medium, such as metallic sodium, is introduced into the cavity 69 through the hollow stem 26, and sealed therein by the Referring to' Fig. l, the gear 39, which is attached to'the projecting stem of the rotor 25, is driven through the medium of a' gear 51 attached to a top horizontal shaft 52. This shaft is of the desired length to permit simultaneous driving of the rotors of a plurality of cylinders arranged in I line. Attached to the end of the shaft 52 is a gear 53 which is driven bya gear 54 secured to the upperend of a tower shaft 55. This shaft is suitably housed at 51' and has secured to the lower end thereof a. gear 56 which is driven through the medium of a gear 58 attached to the crankshaft2l.

It will be seen that in the particular embodiment herein illustrated the rotor or valve 25 has a single port 59 in its side communicating with the combustion chamber 34 adapted to register in succession with an intake port 66,- a. spark' plug atlocation 6|, and an exhaust port 62. In this embodiment, therefore, the valve orrotor 25 is driven at one-half engine or crankshaft Speed.

' The driving mechanism, above described and shown in the drawings, i illustrative of a suitable mechanism by whi'chone or a plurality of rotary valves for a. corresponding plurality of cylinders may be driven from the crankshaft. v

The spark plug location 61 is in the form of a tapped hole for the reception of aspark plug of any suitable type. The intake and exhaust ports or passages '66 and .62, formed in the cylinder head 28, open into the frusto-conical cavity 21 of the cylinder head passages and 62 are shaped in the manner illustrated in Fig. 5.

The-present engine preferably utilizes a fuel and at these points the groove or channel 13 it will be understood that the invention is not so limited. Fuel is preferably supplied to the air stream directed through the inlet passage 69 into the combustion chamber when the port 59 in the rotor 25 registers with the .port or passage 66. Fuel may be injected through the medium of any suitable fuel injector (not shown) so that the rotor willbe supplied with the proper combustible mixture at the time of ignition, namely when the port 59 registers with the spark plug at location 6|. It will be understood that suitable lubricating means is provided for the rotor 25 and also for the operating parts of the engine so as'to maintain an oil mm between all surfaces requiring lubrication. Such lubricating means in part may be similar to that shown and-described in the patent to Isley,

The frusto-conical cavity 21 in the cylinder head 28 terminates at its upper end in a cylindrical counterbore within which is press fitted a sleeve or bushing 61. The sleeve or hub portion M of gear 39 rotates within the bushing 61.- The bushing 61 at one side thereof is .provided with vertically spaced radially extending holes or ports 68 and 69. The upper hole or port 68 registers with and is constantly in communication with a transverse drilled hole 16 in the upper end of the cylinder head. Lubricating 'oil is supplied under constant pressure to the passage or conduit 1.6 through the medium of any suitable oil pump system. The lower hole or port 69 registers with and is constantly in communication with the upperend of a drilled hole 11. Leading from the passage H to the tapered wall of the downwardly from the channel13. This groove 01' notch 14 is adapted to register ateach revolution of the gear 39 and hence at each revolution of the rotor 25 with the port 69 leading into the communicating oil passage 1|. Thus, it will be seen that at each'revolution of the driving gear 39andof the rotor 25 the oil inlet passage 16 will be placed in direct communication with the oil distributing passage 1i through the medium of the oil ports 68. and 69 and oil passage 14 I which bridges the space between these ports. In

this manner the oil delivered to the valvev for lubricating it is metered and as aconsequence more emcient control of the oil consumption is achieved.

Interposed between the upper end of the tapered wall of the valve or rotor 25 and the correspondingly tapered wall of the cylinderhead cavity 21 is a rotatable thrust bearing ring 15 formed of a suitablematerial .such as bronze or a lead bronze alloy. The-rotor is formed'with an annularly extending recess 16 to receive the frusto-conical ring 15 which is a free floating bearing between the rotor and cylinder head. ,In the present embodiment of the invention the upper edge of the bearing ring 15 is machined on the inner surface thereof to provide a cylindrical portion 11 adapted to fit smoothly against the outer cylindricalsurface of the stem 26. Thus, the inner surface of the r1118 16 bears smoothly 2,305,874, December 22, 1942,

stem 26, as clearly seen in Fig. 2. The recess 16 is formed so that normally there is a space or clearance between the lower edge of the bearing ring and the lower edge of the recess at 16a. The width of the bearing ring and recess is preferably such that their lower edges are located a suitable distance above the upper edges of the ports 60 and 62 and similarly above the port 59.

Interposed between the lower end of the tapered wall of the valve or rotor and the tapered wall of the cylinder head cavity 21 is a second rotatable thrust bearing ring 18 formed of material similar to that of the upper ring 1.5. The lower ring 18 may have substantially the same construction as the upper ring 15, as shown in Figs. 3 and 4, and inlike manner is housed within a similarly shaped annularly extending recess 19 in the outer surface of the valve or rotor 25. The width of the recess 19 is somewhat greater than the bearing ring 18 so as to produce normally a clearance 190 between the adjacent upper tapered edge T! of the ring and the correspondingly tapered upper edge of the recess. The width of the bearing ring 18 and recess 19 is such that their upper edges are located a suitable distance below the lower edge of the ports- 59, 60 and 62, the lower edge of the ring 18 terminating flush with the bottom of the valve. The clearances 76a and 79a are important in permitting slight relative axial movement of the valve and rings during operation.

Since the rings 15 and I8 are free from positive connection with the rotor and cylinder head and, therefore, substantially float therebetween, it will be seen that these rings will have rotational movement imparted to them during rotation of the rotor. Normally the rings 15 and 18 will turn at half the speed of the rotor, thus materially reducing frictional losses and providing a very efficient and longlived The rotor, therefore, will rotate relatively to the rings which in turn will rotate relatively to the head, and these parts also will be permitted relative movement in a direction parallel. to wall.

Each of the bearing rings 15 and i8 is provided on its outer and inner surfaces with serpentine or generally zigzag oil grooves BI! and 8|, respecbearing for the rotor.

resides in the fact that the bearing loads between the rotor or valve 25 and the head 28 are taken substantially entirely at the locality of the I bearing rings 15 and 18. To accomplish this purpose the areas between the bearing rings are relieved to such an extent as to -rprovide a greater clearance between the-valve and cylinder head walls than the clearance at the locality of the rings. The various clearances between the valve, bearing rings and associated cylinder head parts have been exaggerated in the drawings in order tively. The undulations of the grooves are ar-.

ranged reversely to each other. Where the paths of the inner and outer oil grooves II and 80 cross each other, as shown in Fig. 1, the two grooves are connected by holes 82 drilled through the wall of the bearing. An'adequate and metered supply of oil is directed to the bearing rings 15 and 18 during operation 01' the engine through oil. passages 12 leading from the oil distributingpassage or conduit 1|. Lubricating oil thus will be delivered at timed intervals and in predetermined amounts to the outer surfaces of the bearing rings 15 and I8 and, hence, to the outer oil grooves '80 therein. Oil will be .collected in the serpentine grooves rings, and will provide adequate lubrication for the entire outer surfaces ofv the bearing rings.

An important feature of the prwent inventionto illustrate these features more clearly. This applies especially to Figs. 6 to 8 inclusive which are intended to be largely'diagrammatical.

In the embodiment of Fig. 6 the bearing rings 15 and 18 are, as above described, located in annular recesses 16 and 19 formed in theouter wall of the valve 25. All surfaces of the outer wall of the valve 25 are relieved a corresponding amount between the bearing rings;'l5 and 18, as indicated at 83, so as to space ,these surfaces away from the adjacent surfaces of the cylinder head 28 sufliciently to relieve them of any material bearing loads. In the preferred construction there is what is ordinarily considered an operating or running clearance between the bearing rings and the adjacent surfaces of the cylinder head 28 and also between the inner faces of the bearing rings and the bottom surfaces of the recesses l6 and 19. These running or operating clearances .areindicated in Fig. 6 at 84 whereas the clearances between the bearing rings are increased materially as indicated at 83. The clearances at 83 may be in the neighborhood of one and one-half: or two thousandths of an inch greater than the operating clearances at 84. From this construction it will be readily seen that the principal'bearing loads are taken at the bearing rings, all other surfaces of the valve between these rings being relieved of load.

In the embodiment of Fig. 7 the upper bearing ring 15 is' mounted within the annular recess 16 in the valve as described in the previous embodiment. However, in this instance the lower hearing ring 18 is mounted within an annular recess.

85 formed in the cylinder head 28. These hearing rings have the same operating clearances with the valve and cylinder head as described in connection with Fig. 6, and the increased clearance 83at all surfaces between the bearing rings is the same as in the embodiment of Hg. 6. The lowerbearingring 18isalsofreetomovein an axial diretion relatively to the surface of the recess 85 and also relatively to the valve 25, this being permitted by virtue of the clearance 88 between the upper edge of the bearing ring and the upper edge of the recess 85.

In the embodiment of Fig. 8 both bearing rings 15 and 1a are mounted in recesses formed in the cylinder head 28 instead of within recesses formed in the valve according to the embodiment of Fig. 6. As illustrated in Fig. 8, the upper hearing ring 15 is mounted within an annular recess 81 in the cylinder head 28, a clearance 88 being provided between the lower edge of the bearing ring and the recess 81. The lower bearing ring 80, which extend entirely around the bearing 18 in the embodiment of Fig. 8 in the same manner-as described in connection with the embodiment of Fig. '7. The operating clearances at the locality of'the bearing rings are fire same in-all embodiments and the increased clearance at 83 in the areas between the bearingrings is also preferably the same in all embodiments. A

The bottom of the rotor 25 is substantially at all times free from bearing or frictional contact ing free of said valve and wall and extending with the mask plate 29. The rotor is normally held away from the mask or flame'plate 29 by the spring ring 48. At the time of the explosion there is some resultant force tending to shift the rotor toward theside of the cavity 21 opposite the spark plug location BI and also to shift the rotor outwardly in-an axial direction. These forces are all transmitted to the cylinder head through the bearing rings 15 and 18 which relieve the remainder of the valve wall between these bearings of any material bearing loads. Moreover, since the rings girdle the valve above and below the ports 58, 60 and 62, they will effectively seal these ports against leakage of gases from the combustion chamber. At the time of maximum-outward pressure on the valve the clearance between the bottom of the valve and the mask plate 29 will preferably be approximately fifteen thousandths of an inch, as indicated at 90 and 90a in Fig. 7. The construction and amount of relief are such that throughout the cycle of operation a clearance is maintained between all adjacent surfaces of the valve and the mask plate'so that at no time does the valve ride upon or against any surface of the mask plate.

The use of the floating bearing rings I5 and I8 and the provision of increased clearance in the areas at 83 eliminate the necessity of oiling the surfaces between the rings and thereby reduce greatly the oilloss due to biirning on of oil when surfaces of the cylinder head are exposed-to the combustion chamber at port 59. It is only necessary to conduct oil as at 12 to the bearing rings and in effect the areas at 83 can be left free of any oil film, Thus, great savings in oil consumption as well as appreciable increase in the life of the valve due to elimination of friction are possible. The use of the floating bearing rings 15 and 18 has the further advantage of permitting substantial savings in the cost of metals used for manufacturing the head and the valve 25. By virtue of this construction it is possible to use cast iron in the head instead of aluminum as heretofore and alsoto use inexpensive steel in the manufacture of the cone 25.

I claim:

'1. In an internal combustion engine having a into a recess in one thereof.

5. An internal combustion engine comprising a cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in said head, and a bearing ring interposed between. said valve and the wall of the recess adjacent the wider end of the valve, said ring being located in a recessed portion of the valve and being free of said valve and wall.

6. An internal combustion engine comprising a cylinder head, a rotatable irusto-conical valve mounted within a generally similarly shaped recess in said head, and a pair of free floating bearing rings interposed between the wall of said valve and the wall of the recess adjacent the narrower and wider .ends of the valve, each ring extending into a recessed portionof one of said walls.

'7. An internal combustion engine comprising a cylinder head, a rotatable irusto-conical valve mounted within a generally similarly shaped recess in said head, and a pair of bearing rings interposed between said valve and the wall of the recess adjacent the narrower and wider ends of I the valve, said rings being located in recessed portions of the valve and free to rotate relative thereto.

8. An internal combustion engine comprising a cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in said head, and a pair of bearing rings interposed between the wall of said valve and the wall of therecess adjacent the narrower and wider ends of the valve and each being free of said valve and wall, each ring extending into a generally similarly shaped recessed portion of one or said walls.

' 9. An internal combustion engine comprising a cylinder head, a rotatable frusto-comcal valve mounted within a generally similarly shaped recess in said head, and a pair of bearing rings interposed between the outer wall of the valve and the wall of the recess'adjacent the narrower and wider ends of the valve, said rings being located in recessed portions of one or the other of said walls and being free of said walls.

cylinder head, a rotatable cone type valve therein, and a plurality of spaced floating frusto-conical bearing rings interposed between adjacent tapering walls of the valve and head, each ring extending into a recess in one of said walls.

2. An internal comb ustion engine comprisinga cylinder head, a rotatable frusto-co'nical valve mounted within a generally similarly shaped cavity in said head, and a free floating bearing ring interposed betweenthe wall of said valve and the wall of the cavity adjacent the wider end of the valve, said ring extending into a recess in one of said walls.

3. An internal combustion engine .comprising a cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in said head, and a bearing ring interposed between'sald valve and the wall of the recess adjacentthe wider end of the valve, said ring being locatedin a recessed portion of the valve, and

- free to rotate relative thereto.

4. An internal combustion engine comprising a 7, cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in said head, and a bearing ring interposed between said valve and the wall of the recess adjacent the wider end of the valve, said ring he- V interposed between said 10. An internal combustion engine comprising a cylinder head, a rotatable frusto-conical valve shaped rewall having suillcient clearance in the area between said rings to cause most of the bearing load to be applied at the locality of said rings.

11. An internal combustion engine comprising a cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in said head, and a pair of bearing rings recess adjacent the narrower and wider ends of the valve, said rings being located in recessed por tions of the valve and free to rotate relative thereto, said valve and recess wall having sufficient clearance in the area between said rings to cause most of the bearingload to be applied atthelocalityofsaidringa.

12. An internal combustion engine comprising I cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recessinsaidheadandapairofbearingrims interposed between said valve-and the wall of the recess adjacent the narrower and wider ends and a pair of free floating bearvalve and the wall of theor the valve and each being tree or said valve and wall, said rings being free to move axially or the valve. I

13. An internal combustion engine comprising a cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in'said head, and a pair of bearing rings interposed between the outer wall or the valveand the wall or the recess adjacent the narrower and wider ends of the valve, said ringsbeing located in recessed portions of one or the other 01' said walls and being free of said walls, said rings being free to move axially or the valve and constructed to receive most of the bearing loads i during operation.

therein, afixedbody having a cavity to receive the valve, the valve and cavity-having corresponding converging walls, two spaced floating bearing rings interposed between the adjacent walls of the valve and cavity, conduit means for supplying lubricating oil through the wall or said cavity solelyat'points opposite said rings. the

areas or the adjacent walls or the valve and cavity 14. An'internal combustion engine comprising a cylinder head, a cylinder having a reciprocable piston therein, a rotatable frusto-conical valve in said head having a chamber forming-a substantial portion or the combustion space, said valve having a port in the base thereof connecting said cylinder and chamber and a port in the tapered sidewall thereof leading to said chamber,

between said rings beingf free or direct lubrica- .tion.

20. In an internal combustion engine having a cylinder, a rotatable valve associated with the cylinder and having a combustion chamber therein, a fixed body having a cavity to receive 'the valve, the valve and cavity having-correspending converging walls, two spaced floating bearing rings interposed between the adjacent walls or the valve and cavity, conduit means for supplying lubricating oil through the wall or said and a pair or floating bearing rings interposed between the valve and head at opp ite Sid s of said last named port and constructed to receive.

most or the bearing loads during operation.

15. An internal combustion engine comprising a cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in said head; and a bearing ring interposed between said valve and the ,wall of the recess adjacent one end oithe valve, said ring being located in a recessed portion of the head and ireetorotate relative thereto.

16. An intemal combustion engine comprising a cylinder having a reciprocable piston therein a rotatable frusto-conical valve associated with the cylinder and including therein a substantial portion or the combustion space, a fixed body having a frusto-conical bearing cavity for said valve, a pair or floating i'rusto-conical bearing rings interposed between said valveand the wall of said cavity, a portion or the wall of said cavity' being relieved between said rings, one of said rings being freely mounted in a recessed portion of said cavity and the other or said rings being freely mounted in a recessed portion or said valve.

17. An internal combustion engine compri ing a cylinder having a reciprocable piston therein, a rotatable irusto-conical valve mociated with the cylinder and including therein a substantial portion or the combustion space, afixed body having a fl'llsto-conical bearing cavity for said valve, and a pair or frusto-co'nical bearing'rings interpoeed between the outer wall or the valve and the adjacent wall of said cavity, each ring being freely mounted in a recessed portion of one or said walls, and one or said walls between said rings having a relieved area whereby said bearingrings areadaptedtoreceivethe major portion-or the bearing load during operation.

cavity solely at points opposite said rings, the areas of the adjacent walls of the valve and cavity between said rings being spaced and tree oidirect lubrication; v

21. In an internal combustion engine having a cylinder, a rotatable valve associated with the cylinder and having a combustion chambertherein, a fixed body having a cavity to receive the valve,the valve and cavity having corresponding converging walls, two space'd floating bearing rings interposed between the adjacent walls of the valve and cavity, conduit means for supplying lubricating oil through the wall 0! said cavity solely at points opposite said rings, said bearing rings having means for conveying oil from one surface to the other thereof.

22. In an internal combustion engine having a cylinder head, a rotatable cone type valve therein, a pair of floating bearing rings interposed between adiacent tapering walls or the valve. and head and spaced apart in the direction of the axis of rotation of the valve, and

conduit means for supplying lubricating oil directly to said bearing rings and through the walls of the rings.

23. In an internal combustion engine having a' cylinder and a reciprocable piston therein, a rotatable generally frusto-conical valve associated with the cylinder and including therein a substantial portion of the combustion space, a med body having a generally rrusto-conical cavity for said valve, a bearing ring interposed between adjacent tapering walls of the valve and head and free of said walls, and means for supplying lubri- 18. In an internal combustion engine having a cylinder, a rotatable valve associatedwith the cylinder and havinga combustion chamber therein, a fixed body having a cavity to receive the valve, the valve and cavity having corresponding conver ing, walls, two spacedfloating bearing rings interposed between the adjacent walls or the valve and cavity, conduit means for supplyinglubricating oil through the wallet said cavity solely at points opposite said rings.

19. In aninternal combustion engine having a cylinder, a rotatable valve associated with the cylinder and having a. combustion chamber .cating oil to said ring'and through thewail thereof.

24. In an internal combustion engine having a cylinder and a reciprocable piston therein, a rotatable generally irusto-conical valve associated with the cylinder and including therein a substantial portion-oi the combustion space, a fixed body having a generally rmsto conica'l cavity for saidvalve, and a bearing ring interposed between adjacent'taperingwalls or the valve and head and free or said'wa1ls, said ring having an mam 7 oil groove in a wall thereof and a passge through the. wall leading into said groove.

26. In an internal combustion engine having a cylinder and a reciprocable piston therein, a rotatable generally irusto-conical valve associated with the cylinder and including therein a substantial portion of the combustion space, a fixed body having a generally trusto-conical cavity for aid valve, and a bearing ring interposed between adjacent tapering walls of thevalve. and head and free of said walls, said ring having zig-zag oil grooves in opposite surfaces thereof and an oil, passage connecting said grooves.

27. An internal combustion engine comprising a cylinder head, a rotatable frusto-conical valve mounted within a generally similarly shaped recess in-said head, and a bearing ring interposed between said valve and the wall of the recess adjacent the narrower end of the valve, said ring being located in arecessed portion of the valve and free to rotate relative thereto.

28. An internal combustion engine compris- K A ing a cylinder head, a rotatable frusto-conical interposed between said valve and the wall of the reces adjacent the narrower end of the valve, said ring being located in arecessed portion of the valve and being free of said valve and wall. W

29. In an internal combustion engine having a cylinder head and a rotatable valve therein having a tapering wall associated with a tapering wall in the head, a floating bearing ring inter-=- posed between said walla and extending into a recess in one thereof.

, valve and head. I"

,. 30. In aninternal combustion engine having acylinder'head and a rotatable cone type valve therein, a floatins bearing ring interposed between a portion only of the adiacent'taperlng walls 0! the valve and head and extending into ta recess in one of said walls, the 'depth of said recess being substantially equal to the wall thickness of the ring.

31..in an internal combustion engine having a cylinder head and a rotatable valve therein having a tapering wall associated with a tapering wall in the head, a floating bearing ring interposed between said walls and extending into a recess in the valve wall.

32. In an i'nternalcombustion engine, a cylin- 1 I der head, a rotatable cone type valve therein, a

' floating generally frusto-conical bearing ring interposed between adjacent tapering walls df the valve and head, said ring having a width less than the'height of the said tapering wall of the I valve and located in a recessed portion of one of said walls. 4

33. In an internal combustion engine, a cylinder head; a rotatable valve therein, said head and valve having cooperating tapering wall a rotatable bearing ring freely interposed between adjacent walls of the valve and head and lo-- cated in a recessed portion of one thereof.

34. An internal combustion engine comprising a cylinder head, a rotatablevalve, said valve and head having cooperating tapering walls, and a bearing ring located in a recess in one wall ad jacent one end of the valve and being free of said wanno a. onnmnn'r.

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