US1845734A - Internal combustion engine - Google Patents

Description

Feb. 16, 1932. J E WH|TF|ELD 1,845,734

INTERNAL comsusuou ENGINE Filed May 31, 1929 2 Sheets-Sheet 1 2 mysni'oa I W,

Feb. 16, 1932.

J. E. WHITFIELD INTERNAL COMBUSTION ENGINE Filed May 31, 1929 2 Sheets-Sheet 2 lNVENTOR Patented Feb. 16, 1932 JOSEPH E. WHITFIELD, O1 PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WHITFIELD- JOHNSON MOTOR COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION or DELAWARE Application filed May 31,

My invention relates to internal combustion engines of the type wherein the cylinder, or each of the cylinders, is providedwith a single sleeve valve whose movements control 5 the opening and closing. of the fuel inlet and exhaust ports and Within which the piston works, the sleeve valve obtaining its movement from a valve shaft which is rotated at half the angular speed of the main crank shaft to which the piston is connected.

The principal objects which I have in view are, inter alia, as follows.

The imparting to the sleeve valve a motion in an ellipsoidal path of such character to obtain an improved opening and closing of the ports and which will allow a maximum port area.

The reduction to a minimumof the relative movement between the sleeve valve and the parts in sliding contact therewith, thus reducing friction and wear and simplifying lubrication.

The substantial eliminationof rotary or turning movement of the sleeve during the periods of greatest pressure between the sleeve and the cylinder wall, thus reducing friction, wear and power-absorption.

These objects and other objects I attain by the new and improved lever connection between the valve shaft and the sleeve valve and by the proper positioning of the ports and the regulationof their size and shape.

The operative connection which I employ between the valve shaft and the sleeve valve comprises a lever which intermediate of its length, preferably at its center, is mounted on the crank of the valve shaft and hasone end attached by a flexible connection to the sleeve valve while the other end of the lever is fulcrumed in such manner as to move in an arcuate path.

The connection between the lever and the sleeve valve issuch that both a combined reciprocating and oscillatory movement is imparted to the sleeve valve by the rotation of the valve shaft.

Other novel features of construction, and also of arrangement of parts, will appear from the following description.

In the accompanying drawings, wherein I mrnamn COMBUSTION ENGIN 1929. Serial No. 36'7,294.

have illustrated a practical embodiment of the principles of my invention, Fig. 1 is a vertical section of a two-cylinder internal combustion engine to whichmy present invention is applied. l y y Fi 2 is a broken section through one of the cylinders taken in a plane at right angles to that of Fig. 1.

Fig. 3is a detail in plan showing one of the valve shafts, oneof the valve levers and the connection ofthe latter to the sleeve valve.

Fig. ll-is a broken elevation looking from the right inFig, 2Q f I Fig. filisa horizontal sectiontak the line "55 in Fig; 3.

Fig. 6 me broken side elevation of one of the sleeve valves. l a

Fig. 7isa diagrammatic view showing the ellipsoidalpath of movement of the sleeve valve.

Referring to the drawings, 1 represents the two cylinders of an internal combustion engine,the engine being shown for the sake of illustration as atwocylinder engine with the cylinders casten bloc. j y p l The cylinders are superimposed in the usual manner on the crank case 2 and they may, if desired, be provided with a water jacet or jackets 3. y

The cylinder heads 4 are shown as of the reentrant type and provided with water jackets, and are bolted or otherwise secured to the ends of the cylinders. The spark plugs 5 are shown mounted in suitable threaded holes in the center of the cylinder heads. i

6 represents the cylindrical sleeve valves which have a sliding fit in the cylinders 1 and whose upper ends slidably lit and move in the annular chambers 7 formed between the inner cylinder wall and the wall of the reentrant cylinder head.

The upper ends of the sleeve valves are at all times containedjin the annular chambers 7 thus preventing leakage at the end of the sleeve valve and when the sleeve valve is at the upper portion of its stroke, sealing its ports both from within and from without, thus effectively sealing them.

n along in the crank case in the usual manner.

The cylinders are each provided with one or more fuel inlet ports 8 and one or more exhaust ports 9, and the sleeve valves are provided with a like number of inlet ports 10 and exhaust ports 11, which by the movement of the sleeve valve are periodically brought into registration. with the corresponding cylinder ports for the admission of fuel and the scavenging of waste gases.

The ports are so arranged that the ellipsoidal movement of the sleeve valve causesthe periodic opening and closing of the ports. The ports are relatively longand narrow.

12 represents the main, crank shaft, of the. engine, a portion of which is journaled with- The pistons 13 which Work in the sleeves 6 are connected to the. crank shaft by the usual piston rods 14. V

15 represents the valve crank shaft, also journaled in bearings in, the crank case 2, and having its one end operatively connected with the crank shaft 12 by means of; the gears 16 and 17 which are so proportioned that the angular speed of the crank shaft 15 is onehalf that of the crank shaft 12.

At the lower end of the sleeve valvethere is provided a flange1 8 which is shown as external but which of course may. be internal. Cast inte ral with thefla-n e .or otherwise a a a fixed thereto, 1s a block 19 whose underside is cavitated toform the upper part of a spherical socket whose other part is formed by the cavitation of a block 20 which is detach-ably connected to the block 19 as by the screws 21.

Within said socket is mounted the spherical journal ball 22. The ball 22- is provided with a diametrically disposed hole 23 in which is slidably mounted a wrist-pin 2e whose ends are heldin the upwardly extending armsv of av yoke-25 which is mounted on or forms the end of a valvelever 26. The yoke 25 loosely embraces the bearing of the, ball 22 so that the bearing and ball may have a sufiicient movement endwise of the pin 24 to prevent binding between the valve lever and the sleeve valve.

The apertures at the ends of the socket through which the pin-2e extends are flared or enlarged outwardly to provide clearance for the pin as the ball turns in the socket.

Intermediate of its length, and preferably at its center, the lever 26' is mounted, as for instance by means of a partible bearing 27 on the crank 28 of the valvelever 15.

The other end of the lever 26. is provided with a fulcrum arranged for an arcuate movement.

. Thus I have shown the end of the lever pivotally connected to the one end of a link 29 whose other end isin turn pivotally connected to a stand 30 which may extend trom the bearing of'the main crank shafit.

The connection between thelink 29 and the lever 26 may of course be at the lower end of the link-if desired, the link in such case depending from the stand.

It is evident that the sleeve valve completes a cycle of movement while the piston is completing two cycles 01 its movement, and that the oscillation of the valve lever 26, due to the rotation of the valve shaft 15, will cause the sleeve valve to travel in an ellipsoidal path shown in the diagrammatic view, Fig. 7, the direction of movement being assumed to be counter-clockwise, as indicated by the arrows.

v It is evident that insomuch as the valvelever 26' is connected at its center to the crank oi the valve shaft, the length 01. the reciprocating movement of the sleeve valve will be twice the throw of the crank of the valve shaft but the length of the oscillatory movement of the sleeve. valve will be the same as.

the throw of the said crank. g

It will be noted that the side of the ellipse which indicates the down travel of the sleeve valve is somewhat flatter than the side which indicates the up travel of the sleeve valve. This however may be reversed by causing-the direction of travel tobefclockwi-se instead of counterclockwise, as illustrated. v

The exhaust port of the sleeve valve .11

moves into registration with. the exhaustport.

9. of the. cylin or at about the point indicated at 31 in Fig. 7 or before the sleeve. valve reaches the center of its descent and thereafter the, sleeve valve is moving downwardly at its maximum speed when the exhaust ports register, thus providing for a quick opening. 7 The fuel-inlet ports pass out ofregistrati'on or close after. the sleeve valve haspassed' the center of itsupward movement or at about the point 32 in Fig.7. 3

It. isevident that the sleeve valve is. moving upwardly at its maximum speed when the-inlet ports close, and the explosion is arranged to takeplace. as the sleeve valve approaches its uppermost position, thus providing a com-- plete seal.

Since the sleeve isat its extreme. top; at the time of-explosion the ports in the sleeve are widely separated from theports, in the cylinder making leakageat this point almoSt. possible. As the piston moves toward the bottom on its power stroke the sleeve. has moved about one third-of'its travel down at which point the exhaust portsmovfeintoregistration. Since the sleeve is; in the. middle.

of its movement at this time quick registration. of ports is. assured. The ports are-long and narrow, depending of course in dimensions on the. amount of sleeve movement.

The exhaust ports aremoving endwiseat the: a

time of opening and close by the side movement or oscillating movement of. the sleeve and the intake ports can be so arranged to open at any predetermined time when the exhaust ports: are closingby thefiurther side.

motion of the sleeve while the intake ports are closed by the endwise movement of the sleeve. Since all the side motion of the sleeve can be utilized in port area, maximum port area is provided with a minimum sleeve movement. A very important feature as effecting mechanical. efiiciency, long life, minimum upkeep and high speed with small inertia forces and consequent less vibration. By using multiple ports the sleeve movement can be further reduced.

The principal advantages of the engine are simplicity, long life, minimum upkeep and greater power.

Greater power is produced by, greater mechanical eiliciency, greater thermal efliciency due to the shape of the combustion chamber and also because a higher ratio of compression can be used. Greater volumetric efiicienoy because of better port action and greater port area. Greater turbulence because of the use of multiple intake ports. Cleaner scavenging because of the lack of pockets in the combustion chamber. Better flame propagation because of the better positioned spark plug. The ability of the engine to stay in a better mechanical condition for a longer period of use than other types. This engine will continue to deliver its maximum power for a longer period than in the case of the poppet valve type because the combustion chamber, so far as the valves are concerned, would remain more nearly tight for a far longer period of use.

The sleeve is kept clean because it is wiped all over inside and out every second revolution.

, Sleeve lubrication is simplified because of its slight oscillation.

Burned edges of the sleeve ports are eliminated because the sleeve is cooled both by the cylinder and head and also because the ports in the sleeve are so far from the orts in the cylinder during the beginning 0 the power stroke that leaka e and consequent urning is eliminated entirely.

The piston is better lubricated because the sleeve receives oil both from the bottom and top, thus eliminating the dry cylinder wall as the piston travels the upper part of its stroke.

Out of round condition of the iston and cylinder is lessened because of t e oscillation of the sleeve.

It is well to be noted that themovement imparted to the sleeve drive pin is not exactly that imparted to the sleeve itself but changes slightly due to the are through which the sleeve moves while the wrist pin is moving back and forth in a straight line and also because the axisof the sleeve drive bearing is not necessarily in line with the outside edge of the sleeve.

What I desire to claim is In an internal combustion engine, the combination with a cylinder provided with fuel inlet and exhaust ports, an oscillating and reciprocating sleeve valve working in the cylinder and provided with fuel inlet and exhaust ports which are brought into registration with the corresfponding cylinder ports by the movements 0 the sleeve valve, a piston workingin the sleeve valve, a main crank shaft to which the piston is connected and a valve operating crank shaft rotated at onehalf the angular speed of the main crank shaft, a circumferential flange on the lower end of said sleeve valve, a longitudinal shiftable valve lever mounted on a crank of the valve operating shaft having a yoke at one end thereof and oscillating on a lever at the other end, a depending block on the sleeve valve, a spherical socket in said de endin block, a ball mounted within said soc et, an a transversely extendin wrist pin carried by said yoke on the en of the valve lever and extending through said ball and upon which said ball slides in the operation of said sleeve valve.

Signed at Pittsbu of May 1929.

JOSEPH E. WHITFIELD.

gh,Pa., this 29th day

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