US1734345A

US1734345A - Sleeve valve for gasoline motors

Info

Publication number: US1734345A
Application number: US231216A
Authority: US
Inventors: Henry A Recen
Original assignee: CHARLES W BURNHEIMER
Current assignee: CHARLES W BURNHEIMER
Priority date: 1927-11-05
Filing date: 1927-11-05
Publication date: 1929-11-05
Anticipated expiration: 1946-11-05

Description

Nov. 5, 1929. H. A. RECEN SLEEVE VALVE FOR GASOLINE MOTORS Filed Nov. 1927 Patented Nov. 5, 1929 UNITED STATES PATENT OFFICE HENRY A. RECEN, F BRECKENRIDGE, COLORADO, ASSIGNOR OF ONE-HALF TO CHARLES W. BURNHEIMEE, OF BRECKENRIDGE, COLORADO SLEEVE VALVE FOR GASOLINE MOTORS Application filed November 5, 1927.

This invention relates to improvements in the construction of internal combustion engines and has reference more particularly to an improved construction of the intake 6 ports of sleeve valve engines.

broken up and vaporized before they enter the combustion chamber so as to produce a more complete vaporization of the gasoline and thereby effect a more thorough combustion with increased efficiency.

It is another object of this invention to provide means whereby the gaseous mixture will be more uniformly heated before it enters the combustion chamber and whereby small unvaporized particles of hydrocarbon will thereby be evaporated so as to increase the proportion of vapor present in theinixture.

In order to more clearly describe this 1nvention, I shall have reference to the accompanying drawing in which the preterred embodiment thereof has been illustrated in connection with a sleeve valve engine and in which:

Fig. 1 is a vertical diametrical section through an engine cylinder showing the 1ntake and outlet ports and the various sleeves that control. the operation of the engine;

Fig. 2 is a perspective view of the upper end of the inner sleeve showing the intake port and the i'nanner in which this has been modified to attain the results desired; and

Fig. 3 is a section taken on line 38, Fig. 1.

In the drawing numeral 1 represents the wall of the cylinder which is surrounded by a water jacket space 2. The upper end of the cylinder is closedby a cylinder head 3 n'l'iicli is removable and which is also pro vided with a water jacket space 2, which cooperates with the water jacket space 2 for the purpose oi cooling the engine. The cylinder head has a cylindrical portion -1- that extends downwardly into the interior of the cylinder 1 and which has an outwardly extending flange 5 that cooperates with the upper edge of the cylinder wall 1 to form a tight closure in the manner shown in Fig. 1. The cylinder Serial No. 231,216.

wall is provided with an inlet port 6 and with an outlet port 7. The inlet port communicates with the interior of a closed chamber portion 6 that connects with the intak manifold which has not been shown.

Slidably mounted within the cylinder are two

sleeves

8 and 9, the latter of which will be referred to as the inner sleeve, while number 8 will be designated as the outer sleeve. A piston 10 is mounted for reciprocation within the inner sleeve and is connected by means of a connecting rod 11 to the crank pin of the crank shaft which likewise has not been shown as it does 11013101111 a part of this invention. As the engine illustrated is old and well known, no attempt will be made to describe the same in detail, except in so far as this is necessary for the purpose of properly explaining this invention. An annular chamber 12 is formed between the inner sur face of the cylinder 1 and the outer surface of the cylinder member 4 and the upper ends 01 the

sleeves

8 and 9 reciprocate in this space. Cylindrical member 4 is provided with grooves on its outer surface in which are located rings 13 and 14:, which serve to make a tight connection between member l and the inner surface of the sleeve 9. The outer sleeve is provided with two port openings 15 and 16 which cooperate with the intake port 6 andthe outlet port 7 for the purpose of admitting and permitting the intake and the expulsion of It will be observed from Fig. 1 that the opening 15 is located somewhat nearer the top of sleeve 8 than the opening 16, so that only one of the ports will register with the corresponding opening in the cylinder at one time. The inner sleeve is provided with two

openings

17 and 18, the former corresponding to the outlet port 7 and the latter to the inlet port 6. Opening 17 is of the same size as opening lo in sleeve 8 and does not differ from that now ordinarily used in this type of 7 engine. a I

My invention relates to the construction of the inlet port indicated by numeral 18 and consists in this, that this opening does not extend entirely through the inner sleeve, but extends substantially half the thickness 01" the sleeve in the manner shown most clearly in Fig. 3. The inner wall of ring 9 which corresponds to the opening 18 has been perforated and is provided with a plurality of holes 19. From Fig. 3 it will be observed that the length of the opening 18 is considerably greater than the length of the opening 6 in wall 1 and this makes it possible to obtain a total area of hole openings which is equal to the area of the opening 6. This is made necessary by the fact that a considerable amount of metal must be left between adjacent holes 19 and therefore the area of the hole or recess 18 must be increased sufficiently to compen sate for this decrease. Holes 19 may be made of any size desired, but should preferably be quite small and they may all be of the same diameter or may be made of diiierent diameters as this is of no material consequence ex cept to this extent that if they are made too large, they will not perform their function in the most effective manner.

Let us now assume that the engine is in operation and that the intake and outletports are periodically opened and closed in the manner necessary for a four-cycle engine operation. l/Ve will now find that after the engine has been running for some time, the inner sleeve will become highly heated, due to the heat generated by the combustion and the metal surrounding the holes 19 will naturally assume a temperature corresponding to that of the sleeve. As the mixture of air and hydrocarbon is sucked into the cylinder during the downward stroke of the piston,

this mixture will be forced to flow through the openings 19 where any unvaporized particles of hydrocarbon will be broken up by its impact with the metal and these small particles will be further vaporized by the heat. As holes 19 are preferably quite small and the nictal is quite hot, it is apparent that the entire air stream will become thoroughly heated, whereas if the same amount of air would pass through an opening'having the same area as opening 6, very little heat would be imparted to the center of the air stream as this would not come in contact with the metal. By my construction, however, the entire air stream will become equally heated throughout every part of its area and therefore the vaporization of the particles in the middle of this air stream will be as effectively accomplished as the vaporization along brie outer edges would be if a larger port opening were employed. I have found that by this construction the hydrocarbon fuel is more intimately mixed with the air and therefore produces an explosive mixture of great uniformity that will readily ignite and in which the combustion is very complete. By thus intimately mixing the air and hydrocarbon vapors, a smoother operation of the motor and a more etlicientutilization of the heat units 1 of the hydrocarbon fuel is accomplished with the result that the eiiiciency of the engine is greatly increased and at the same time the operation is improved.

Having described the invention what is claimed as new is:

1. In an internal combustion engine of the sleeve valve type which has a cylinder provided with an intake port and two concentric sleeves telescopically connected with the cylinder and with each other, each sleeve having a port adapted to be moved into reg ister with the intake port, the port in one of said sleeves being formed by a large number of small openings placed close together, the wall of the sleeve being of reduced thickness where it is perforated.

2. In an internal combustion engine having a cylinder provided with an intake port and with two sleeves, the outer sleeve being slidable within the cylinder and the inner sleeve slidable within the outer sleeve, the outer sleeve having a port of substantially the same size as the port in the cylinder, the inner sleeve having a recess in its outer surface which is of greater area than the port, the bottom of said recess being thinner than the other parts of the sleeve and provided with a large number of small holes.

3. In an internal combustion engine having a cylinder provided with an intake port and with two sleeves, the outer sleeve being slidable within the cylinder and the inner sleeve slidable within the outer sleeve, the outer sleeve having a port of substantially the same size as the port in the cylinder, the inner sleeve having a recess in its outer surface which is of greater area than the port, the bottom of said recess being thinner than the other parts of the sleeve and provided with a large number of small holes, the combined areas of the holes in the inner sleeve being substantially equal to the area of the port opening in the cylinder.

In testiminy whereof I aflix my signature.

HENRY A. REGEN.