US2085943A - Internal combustion engine - Google Patents

Description

July 6, 1937. J. A. l-ll. BARKEIJ 2,085,943

INTERNAL COMBUSTION ENGINE Filed Jan.4 6, 1928 (7,/ 1 -a 94 ATTORNEY.

/ i Jian Jfaney' Patented `lilly 6, 1937 UNITED STATES zessen ATET orifice 1 Claim.

This application is a continuation in partfof my application, Serial No. 157,845, led December 29, 1926 now issued into Patent No. 1,874,419 under date of August 30, 1932.

This invention relates to engines and more particularly to engines of the sleeve valve type. In general, there are two typesjof sleeve valve engines commercially exploited, the double sleevevalve type and the single sleeve valve type employing a single sleeve valve having an elliptical movement which results from the fact that the sleeve is moved with a combined reciprocating and oscillating motion, whereby any point on the sleeve traverses a closed'elliptical path with respect to the sleeve and cylinder axes. Both of these types of engines have given satisfactory service as compared with poppet valve engines but are however, relatively expensive to manufacture as compared with the standard poppet valve engine.

An object of this invention is to provide a' sleeve valve engine that can be more economically manufactured. i

Another object of this invention is to provide a simplified sleeve valve engine construction embodying a single reciprocating sleeve having -an approximate simple harmonic motion, said engine having exhaust ports adjacent the outer end of the cylinder and inlet ports adjacent the inner end of the cylinder. t

Another object of this invention is to appreciably eliminate power losses due to carbon accumulations in the ports by providing a detachable cylinder head provided With horizontal extensions or bosses arranged to slide in the portrecesses of the single sleeve valve for kremoving any-carbon deposits that tend toform therein.

Another object of this invention is to lconstruct the inlet port or ports at thelower end of the sleeve and cylinder, vbut considerably above the lowest position attained by the piston.

Still another object of this invention is to construct an additional air scavenging port in the cylinder at the lower or inner endthereof below the linlet port and above the lowest'positiori attained by said piston.

Still another object of the invention is to introduce the fuel mixture and scavenging air into the cylinder under pressure, said pressure being in-l duced by a blower of the positive' impulse or centriiugal type'in which the pressure produced is sufficient to answer the particular conditions and demands of the engine. Pressure producing means of the type in which pressure `is produced by the action of a piston pump is not satisfactory at times, since the speedof the piston pump means that ofthe blower at its outlet.v Preferablyjthe is variable and furthermoreit necessitates a complicated mechanism when employedwith an en-v gineof the multi-cylinder type. f

A further object of the invention is to provide an improved piston constructionv for cooperative action with the cylinder ports by providing a piston skirt adapted to cover up or mask the two rows of circumferential ports at the lower end of the cylinder during any position of the ports in the sleeve and the position of the piston in a fourstroke cycle without increasingsubstantially the length of the connecting rod or the overall height of said engine.

A further object ofthe invention is to arrange the ports circumferentially ofthe cylinder Wherel5 by to obtain a maximum port area'and to facilitate the construction of common conduitsfor the inlet and scavenging ports respectively for a plu"- rality of engine cylinders.

-A further object of the inventionis to provide a construction in which mixing of the scavenging air and burnt gases is held to a minimum whereby to hold the burnt gas content trapped in the cyl-- inder to a minimum for mixing with. the following intake charge. Y r Y A still further object .of this invention is.` to provide an engine construction in which the .engine crankshaftv is offset in such a direction that the decrease in piston pressure takesplace onthe side toward the' sleeve-actuating eccentric shaft 30 almost perpendicularly above thezdriving; peint during the explosion stroke. f f

And a still `further object of the invention is .to introduce a fuel mixture charge at the lower end of the cylinder of an internal-combustion engine under more than atmospheric pressure by aro-- tative blower, the fuel being mixedwith air at the blower intake whereby to eliminate the necessity ofV raising the pressure in the fuel jet ,relative to valve is placed infront of thefuel introducing means in order to raise a greater rsub-atmosplieric pressure laround said means' than when said valve is placed betweenthe inlet side of'ws'ai'd blower and said mixing means. .i In the accompanying figures illustrative of an embodiment of the invention like reference chari acters refer to like parts throughout `the several views, and `v I t Fig.A l is' a vertical sectional vie-wot' a'ftypiclal 50 engine cylinder illustrating an engine 'of 'the sleeve valvetype and particularly showing the porting arrangement, said View being taken sub- StantialIy'Ontheline I-l of Fig. V6, v y Fig. 2 is a horizontal sectionalview taken sub- 55 ILD stantially on the line 2-2 of Fig. 1 showing one o-f the engine cylinders,

Fig. 3 is a horizontal sectional view taken substantially on the line 3 3 of Fig. 1 showing the relation of engine parts when the piston is in its top position and the sleeve on its way upwards from its bottom position, the lower ports of said sleeve lying opposite the scavenging ports in the cylinder,

Fig. 4 is a graphical diagram illustrating the relative position of the upper and lower sleeve ports with respect to upper exhaust port and lower fuel mixture port of the cylinder during a complete engine cycle of four strokes in relation to the piston, Y'

Fig.V 5 is a similar graphical diagram illus. trating the relative position-of the piston upperv edge, the sleeve lower edge with respect to the fuel mixture and an additional scavenging Aport in relation to piston travel, and

Fig. 6 is a horizontal sectional view of a multicylinder engine showing the common inlet conduit and associated blower and in addition illustrates the relative positions Vof the sleeve and cylinder lower parts.

I have chosen for purposesrof illustration to show my invention with a sleeve valve engine and have particularly illustrated an embodiment employing a single sleeve Valve means o-f the reciprocating type. In general, lI have provided an engine A having a cylinder I0 suitably ported for intake and exhaust. More particularly, the cylinder is provided with an exhaust port means II adjacent the upper or outer end of the cylinder arranged to communicate with a suitable exhaust manifold structure I2. I have provided the cylinder with fuel mixture intake port means I3 located inwardly of the cylinder with respect to the cylinder exhaust port means and below or inwardly of said cylinder intakev port means VI have provided an additional scavenging intake port means I4. The cylinder head B is secured to the engine block A by any suitable fastening'devices such as bolts I5 and thecylinder head is preferab-ly provided with a reentrant portion I6 depending within the cylinder and carrying a combustion chamber I1. Preferably a spark plug I8 or other ignition device is carried by the cylinder head and is provided With suitable ignition points I8 located within the combustion chamber. I preferably provide a junk ring I9 or other suitable sealing means adapted to be carried b-y the cylinder head and Lfor engagement with the inner surface of the sleeve valve means 2Il.v The cylinder head depending portion is `preferably spaced from the cylinder walls as at 2I Vto provide a pocket for accommodating the upper end .of the sleeve valve means. The sleeve valve means is preferably provided with exhaust port controlling means preferably consisting of recessedor slotted portions openingjoutwardly `of the sleeve top edge, these recesses forming what I may term sleeve exhaust ports 22, the lower edgeof said ports being designated b-y vthe reference character 23 and the sleeve portions intermediate the ports forming extensions or iingers 24. The cylinder headY is provided with bosses or lugs 25 bridging the sleeve pocket as shown in Figs. 1 and 2, these bosses or lextensions being adapted to be straddled by the sleeve valve means in such a manner as to scrape or otherwise remove any carbon deposits that may accumulate -or form in the sleeve exhaust ports .221

i preferably connected with the crank 32 of the crankshaft 33 by means of a connecting rod 34.

It will-be'noted that the operation of the sleeve valve means is such, in this particular instance, that the same is operated preferably at` onehalf crankshaft speed.

The top face 35 of the piston is constructed as rto closely approach the under surface of the cylinder head when'the piston' app-roaches its outermost position of travel and said piston is arranged toV move'inwardly'of the cylinder a distance suflicient to uncover the cylinder intake Yport means I3 and I4 when the same approaches its innermost position of travel. lThe piston skirt 36 is preferably'vslotted at diametrically opposite pointsasat 36. 1 y

'The sleeve valve is provided with one or more intake port means adjacent the inner end of saidV sleeve valve means, and preferably said sleeve intake port means includes a plurality of ports disposed in a horizontal plane around the sleeve, thatV portion vof the sleeve intermediate the ports providing a bridge 31 for connecting the sleeve portionsabove and below said ports. It will be noted that the slotted skirt portions 3Bof the piston are arranged to be covered or masked by these bridge portions 3l of the sleeve valve means. The outer and inner edges of' these sleeve ports m are respectively indicated by reference characters 'I and 8.

In' Fig. 4, line23 Yrepresents graphically the travel. of the sleeve top ledge'relati-ve to exhaust port I'l to illustrate the timing of exhaust opening and closing. Also,v the top'and lower edges of the sleevev intake yport m are caused to travel relative to the intake port I3. Therefore, lines 7 and 8 represent the travel of these portedges, whileline 35 vgraphically represents the :travel of the .piston top edge.' Thus, it will benoted that the engine intake lis open during a. certain definite period when the sleeve intake port registers with the cylinder intake port and when said sleeve port is uncovered by the piston. Fig. 5 adds to Fig. 4 the relation of the scavengingintakeport|4 with respectY to sleeve and piston travel, and; it willv be noted that said scaveng-` ing port I4j'is'closed bythe sleeve valve when port I3 is open and is uncovered by said sleeve valve only while the intake I3is closed.

In'Figs. 1 and' 6-it will be noted that I have shownablower or-compressor structure C embody-ing a pair of blowers 38 and 3B driven by a drive shaft 39 connected with the engine crankshaft A,by suitable Vdriving means '39. These blowers' are preferably arranged side by side on' a-common; shaft and are preferablydriven together.; ` vSuitable intakes 40 and 40 are respectivelyvassociated with these blowers 38 and 38 and preferably have associated therewith the butterilyyalves 4I and'4l respectively. If desiredga ffuelnozzle :42 may be incorpo-rated with one or both of these-intakes. The blowers 38 and-3,8' each `respectively include a blower casing 43 and 43' respectively having openings 44 and 44 communicating with the intake means 4I! and 4U. Suitable blades 45 are associated Within the casings of said blowers 38 and 38 respectively and said blowers are respectively provided with outlets 46 and 46 communicating respectively with the fuel mixture cylinder intake port means I3 and the cylinder scavenging intake port means I4. 'I'hese blades are connected with shaft 3S driven by the engine and preferably are driven at various speeds depending upon the engine speed, that is, as the engine speed varies, the

' speed of the rotating blades will be correspondly varied, these blowers being so constructed as to normally provide a pressure of approximately twice atmospheric pressure so as to prepare a compressed gas for introduction into the engine.

In most instances it is preferable to introduce fuel into the fuel mixture intake passage I3 intermediate the outlet 45 of the blower 38 and the cylinder. In Fig. 1 I have illustrated a preferred construction comprising a fuel nozzle 41 connected with the fuel supply or carburetor 48, this fuel introducing means being constructed so as to provide for fuel introduction in response to flow of compressed air past the nozzle 47.

In some instances the use of the air scavenging intake means is not necessary and I wish to have it understood that within the broad aspect of my invention I do not limit myself to the construction. embodying both the fuel mixture intake as well as the pure air intake.

It will be also understood that the present construction is well adapted for use with engines of lthe compression ignition type in which pure air is admitted to the cylinder and the fuel is injected into the cylinder by a suitable fuel atomizing device or other means. Insofar as the broad aspects of my invention are concerned, it will be pointed out that the structure described in the appended claim is not limited to either specific type of engine.

The operation of the engine illustrated in Figs. l to 6 inclusive is graphically illustrated in Figs. 4 and 5 and the following description of the engine cycle will explain the engine operation.

Following the exhausting of the burnt gases through the exhaust ports the piston moves inwardly of the cylinder while the sleeve valve means is moving outwardly thereof. The exhaust ports 22 are moved into the sleeve pocket and the lower edge 23 o-f the sleeveexhaust port is moved past the upper edge IIa of the cylinder exhaust port to effect a closing of the engine exhaust. The closing of the eninge exhaust is designated at 5i! in Figs. 4 and 5. Further movement of the Vpiston inwardly of the cylinder creates a vacuum in the cylinder and the fuel mixturer intake occurs at point 5I in Figs. 4 and 5, at which time it will be noticed that the sleeve intake port m has partially opened the cylinder intake port means I3. As the piston moves further inwardly of the cylinder, it will be noticed that the pisto-n u-nmasks the sleeve intake port m and fuel mixture is introduced into the cylinder near its inner end under pressure due to the pressure built up by the blower or compressor. The closing of the engine intake is effected by the piston on its upward movement elo-sing or masking the sleeve intake port m.

In my description and claim I have designated the end of the cylinder nearest the crankshaft as its inner end and the end of the cylinder most remote from the crankshaft as the outer end, and therefore motion of the piston inwardly and outwardly of the cylinder respectively defines a motion of the piston towards or away from the crankshaft. By inner and outer cylinder ports, I mean cylinder ports respectively located inwardly and outwardly of the cylinder relative to each other.

When engine intake closes, it will be noticed that the piston has travelled a considerable way outwardly of the cylinder from its innermost position of travel. If the cylinder was entirely filled with fuel mixture when the piston is at the lowermost position of travel, this outward movement of the piston would compress the cylinder contents to about twice atmospheric pressure, or about 30 lbs. For this reason the compressor is preferably designed to provide a pressure of about V30 lbs. to'p-revent the discharge of any of the fuel mixture from the cylinder during that portion of the time the intake port is open and the piston is travelling outwardly of the cylinder. It has been found, however, that the cylinder is not completely filled 100% when the piston is at its innermost position of travel'.

'I'he piston in cooperation with the blower or compressor builds up the pressure to approximatchr 30 lbs. when the engine intake closes. The wider the throttle'is opened, the greater will be the initial volume when the piston is at its innermost position of travel and the speed of the engine and blower will, to some extent, determine the ultimate pressure obtained in the engine cylinder. I find that a blower or compressor of the positive impulse type or of the centrifugal type as herein illustratedV are both able to produce a pressure of twice atmosphere .at high speeds. At the end of the compression stroke, it will be noticed that the sleeve exhausts port 22 is not in registration with the cylinder exhaust port andnat the end of thepower stroke, it will be noticed that the sleeve intake port is not in registration with the fuel mixture cylinder intake port means I3.

In engines in which it is desired to employ a scavenging cylinder air intake port means I4, it will be noticed that the piston uncovers the sleeve intake port near the end of the power stroke when the said sleeve intake port m is in registration with the cylinder port I4. It may be further noted that the engine intake of the scavenging'air is controlled by piston movement as the intake opening is controlled by the piston previous to the introduction of the scavengingl air, however, it will be noted that the scavenging air is introduced under a pressure built up by v the blower or compressor and the burnt gases remaining in the cylinder are very quickly swept j out through the exhaust ports. In fact, by employing scavenging air pressure, the scavenging of the cylinder is quickly obtained and as a result there is practically pure air within the cylinder prior to the following intake of a new combustible charge.

As shown in the preferred embodiment of my invention, I have provided a pair of blowers or compressors operatively driven together by the engine, but in many instances I nd that a single blower or compressor may be satisfactorily employed. In Fig. 7 I have provided a single blower having an intake passage BI which may be provided with a valve 62 and a fuel introducing means 63 if so desired. The outlet ofthe blower communicates with the passage 64 which branches into a pair of separate conduits 65 and 66, the conduit 65 connecting with the cylinder intake port means I4' and the passage 66 connecting with the cylinder intake port means I3'. Preferably a fuel introduction device 61 is interposed in the passage 66 and includes a nozzle 68 through which the fuel is drawn by the flow of air through the passage 66. In this modified construction illustrated in Fig. 7, it will be noted that the cylinder intake port means I3 is a fuel mixture intakeport similar to the intake port I3 illustrated in Fig. 1 and the intake port i4 is similar in function and construction to the intake port I4 shown in Fig. 1.

The crankshaft 33 shown in Fig. 1 is positioned to lie in the central longitudinal vertical plane of the engine but the crankshaft shown in Fig. 7 is offset from this central plane. This oiset decreases the pressure due to the angularity of the connecting rod on that side of the sleeve where the unsymmetrical drive takes place. It is further preferred to rotate the eccentric crank 29 in a direction so that the upper surface of the eccentric crankshaft 26 rotates toward the sleeve. The result will be that during the eX- plosion period the crank 29 of the shaft is more perpendicularly located below the point of resistance, thereby diminishing the stress exerted on the lug and the sleeve by the short connecting rod 2l connecting the crank with the extension 28 carried by said sleeve. n

It will be noted that the intake port means carried vby the sleeve is so constructed and operated as to control both of the cylinder intake port means. Y l

The added application of a blower or compressor with an engine of the type herein illustrated has made it possible to employa single reciprocating sleevein a practical manner, thereby eliminating the needof a second sleeve and other more complicated sleeve mechanisms which are subjected to an increased amount of wear. Furthermore, the blower has the advantage of breaking up the fuel to an extent impossible with an ordinary carburetor, such a construction-being especially of importance where gasoline of a very high specific gravity is employed.r

One or two blowers or compressors may be employed depending upon the volume of air needed in the engine. The throttle valves controlling the intake to the blowers may be operated simultaneously or separately.

It will be apparent to those skilled in the art to which my invention pertains that various modifications and changes may be made therein without departing from the spirit of my invention or Vfrom the scope of the appended claim.

What I claim as my invention is:

In aV four-stroke cycle internal combustion engine, a cylinder having upper exhaust ports, inner intake ports including two rows of circumferential ports one row being located inwardly of the other, ported sleeve valve means controlling said cylinder ports and including a sleeve intake port operated to open said cylinder intake ports, said sleeve port opening the lowermost row of cylinder intake ports at the ends of the ex- Y pansion stroke and the other row of cylinder intake ports at the end of the engine intake stroke, and a blower having an outlet communicating with said cylinder intake ports, said blower operatively driven bvy'said engine, fuel injection means associated with said blower intake, and fuel injection means intermediate said blower outlet and said outer row of cylinder intake ports.

JEAN A. H. BARKEIJ.

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