US2391380A - Valve control for internalcombustion engines - Google Patents

Description

I Dec. 25, 1945. P. E. BARKER 2,391,380

' VALVE CONTROL FOR INTERNALCOMB USTION ENGINES Filed Nov. 30, 1944 5 Sheets-Sheet l Am/54170;? v Ps c 5 514mm? gmwm Dem-25, 1945. P. E. BARKER 2,391,380

VALVE CONTROL FOR INTERNAL-COMBUSTION ENGINES 'Fil d Nov. 50, 1944 3 Sheets-Sheet 2 ERCV 554mm,?

Arron/mars.

P. E. BARKER Dec. 25, 1945.

VALVE CONTROL FOR INTERNALCOMBUSTION ENGINES Filed Nov. 30, 1944 3 Sheets-Sheet 5 flvve/vrak: 8105796) 6 EAR/(6k 7 H6. /2 k 9 AM qwlm Patented Dec.25,'1945 VALVE CONTROL FOB INTERNAL- COMBUSTION ENGINES Percy E. Barker, Pepper Pike Village, Ohio Application November 30, 1944, Serial No. 565,886

- 11 Claims.

The invention relates to improvements in valve control for internal combustion engines, and particularly to improvements of this character which effect a change in the timing of the feeding of the explosive mixture into the crank case and cylinder of two-cycle engines. More particularly,

the invention effects in a new and improved manner an advance in such fuel feeding during a starting period of the engine and a return to normal feeding periods at any desired time subsequent to the starting of the engine. The invention is particularly applicable to model aeroplanes and other equipment using miniature motors, and to outboard motor boats.

As is well-known by those versed in the art, engines designed for high speed, operation, such as the type of engines under consideration, are most effective; when. operating normall or at high speeds, if the charge of explosive mixture is commenced to be drawn into the crank case somewhat subsequent to the passage of the axis of the crank-pin by its outer dead-center, and ceases to be so drawn somewhat subsequent to the passage of this axis by its inner dead-center. This angular advance of the crank pin axis for these mixture-feeding beginnings and endings is about 45". However, when starting the engine, the comparatively slow speed thereof efiects the drawing of exhaust or combusted gases back into the crank case if the periods of drawing in explosive mixture to the crank case and of shutting off the mixture are those above given for high speed engine operation.

This invention is designed to obviate the abovementioned disadvantages by providing rapid easy starting of such high speed engines through a slip movement efiected at will between the drive and fuel mixture feeding valve actuated thereby,- this relative movement being effected before starting the engine by a clock-wise angular movement of the drive relative to the usual position of the valve ports, and then the imposition of a drag upon the movements of the valve ports after starting the engine to permit the drive to recover in a counter-clockwise direction the relative angul-arity previously lost and thus run normally relative to the valve ports.

The annexed drawings and the following description set forth in detail certain means illustrating the improvements in valve control for many forms in which the principle of the invention may be embodied.

In said annexed drawings:

Figure 1 is a section of the improved valve control axially of the crank shaft and cylinder of a two-cycle internal co bustion engine to which the invention is app ed, the plane of the section being shown by the line'ffl, Figure 2;

Figure 2 is a section taken 1 the planes indicated bythe line 2.-2,'Figure 1;, r

Figures 3 and 4 are seetionstakeh in the planes indicated by the respective lines 3 -3 and 4-4, Figure 1;

Figure 5 is a section, similar to Figure 2, but

one. smaller scale, showing the positions of the crank-pin and connecting rod at the commencement of mixture feed intothe crank case, when starting the engine; v

Figure 6 is a section through the crank-case, similar to Figure 4, showing the position of the ports forming the mixture inlet at the phase of a cycle shown in Figure 5';

Figure '7 is a section, similar to Figure 5, showing the position of the crank-pin and connectthe rod at the time of shutting off the mixture feed into the crank case, when starting the ensine;

Figure 8. is a section through the crank-case,

similar to Figure 6, showing the position of the ports forming the mixture inlet at the phase of a cycle shown in Figure '7;

Figure 9 is a section, similar to Figure 5, showing the position of the crank-pin and connecting rod at the commencement of mixture feed into the crank-case when the engine is running normall or at high speed;

Figure 10 is asection through the crank-case,

similar to Figure 6, showing the position of the ports fo ming the mixture inlet at the phase of n a cycle shown in Figure 9;

Figure 11 is a section, similar to Figure 9, showing the position of the crank-pin and connecting rod at the time of shutting off the mixture feed into the crank-case, when the engine is running normally or at high speed; and

Figure 12 is a section through the crank-case showing the position of the ports forming the fuel inlet at the phase of a cycle shown in Figure 11.

Referring to the annexed drawings, in which the same parts are indicated b the same respective numbers in the several views, a'cylinder I of an internal combustion two-cycle engine has a piston 2 working in a combustionchamber 3, and ignition means 4, .the' wall of the cylinder i being formed with an exhaust port 5. The cylinder l is mounted on the engine crank case 6, with the chamber 8 of which its chamber 3 has I communication through the angular mixture in-.

let passage 1 and port I thereof formed in the lower portion of the cylinder wall. The exhaust port 5 is uncovered by the recipro'catory movements of the piston 2 throughout substantially a 130 angular movement of a crank-pin 24, hereextension-i6? of the sleeve valve [6.

tion, relative to the slot 32, shown in Figure 2,

when the crank-pin 24-is driving, the direction of driving being counterclockwise, and the manual drag on the movement of the disk being removed. An application of the drag during this counterclockwise 'movement will result in the stud 25 moving to the advanced end of the slot 32.

This drag upon or retardation of the turning of the disk 3| is effected by a button or plu 38, Figure 1, mounted in and outwardly extended from the crank-case part 9, passed through the valve housing 28, and adapted to have a dragging contact with the outer surface of an end Conven ient operation of the button 38 is provided by a spring strip '39 mounted at one end in the in one side ofthis crank-case part 9 and on the end flange 3' thereof is an exteriorly end-flanged cylindrical valve housing 28 having a port In by which explosive mixture is admitted to a rotary sleeve valve I6, hereinafter more fully mentioned, the fuel entering said mixing chamber I from a depending fuel tank l5 'by aconduit I3 controlled by an adjustable needle valve l4. Combustion air enters the mixing chamber I I through an inlet'endportion,|2 of the crank-case formation 9.

The sleeve valve I6 .is rotatably mounted in the cylindrical housing 28, is closed at its outer end by a plug I 6', and opens at its inner end into the crank case chamber 8. The sleeve valve l6 hasa port I! which throughout 180 of the rotation of the valve i6 registers more or less with the port ill of the housing 28 whereby to pass explosive mixture into the interior of the sleev valve l6 and chamber 8. A second and right hand cover member BB. Figure 1, of the crank case 6 is coupled to the left hand cover 9 by an intermediate main crankthence into the crank case case part G9 which is a generally cylindrical forextended stud 25 which intersects an arcuate slot 32, Figure 3, formed in a disk 3| mounted on the inner end of and having a driving fit with the sleeve valve IS. The periphery of the disk 3! is a grooved formation 35 and in the groove thereof is mounted a spring wire 33, one end'36 of which is angularly bent to seat in a 1 recess 31 of the disk 3|, so that. the disk 3| and the wire 33 are rotatably secured together. An intermediate portion of the spring 33 is bent so as to constitute a substantially straight section 34 thereof and this section 34 intersects the path of travel of the crank-pin stud 25in the slot '32 of the disk 3|. Spring stress is thus applied against the movement of the stud 25 in th slot 32 and this stress is sufiicient to impose a drag upon such stud movement but not so heavy a drag but that relative movement of the disk 3| andthe stud 25 can be readily effected by a manual turning of the crank shaft 22 clockwise, when a manual drag is imposed upon the turning movement of the disk 3| by means hereinafter described. However, the rotation of the disk 3l'is effected from'the crank-pin 24 through the spring section 34, so that when the crankpin 24 is in the relative angular position shown inFlgure 2, the stud 25 will remain in the posihousing for the needle valve I4, engaging the top of the button 38 intermediate its ends, and

having a curved finger-engageable portion at its A other end. l

The type of'engine illustrated is adapted for model aeroplanes and to thatend the outer end of the crank shaft 22 has a reduced cylindrical end extension 26 serving as a propeller shaft to which the propeller (not shown) is secured by relatively adjustable clamping plates 21.

'When the engine is running at its normal high speed, the fuel ports lil and I! come into registry, Figure 10; to commence to admit mixture to the sleeve valve l6 and, hence, to the crankcase chamber 8, after the crank-pin 24 and crank-pin stud 25 have passed their outer dead-.

center substantially an angular distance of 45", Figure 9, after which these ports l0 and I1 continue to register to a reater or less extent for a crank-pin and sleeve valve movement of and then registration ceases when the crankpin has passed its inner dead-center substantially 45. At high speeds such a setting is suitable for best performance since, although the ports ill and I! are open to the crank-cas chamher 8, after ignition, throughout a substantial part of the compressive movement of the piston 2, still the phases of the cycle follow so closely upon one another that there is no substantial passing of combustion products into the crankcase chamber 8. Y

However, when the engine is running comparatively slowly, as at starting, th setting just described retains the registration of the ports l0 and I! too long after the piston 2 has commenced its inward stroke, resulting in the pass:

ing of combustion products back into the crankcase chamber 8. Therefore, this invention is designed to build up or increase the pressure in thecrank-case chamber 8 by replacing, at an earlier phase of the cycle, themixtur passing therefrom into the cylinder with fresh mixture, and then closing the port l! at an earlier phase of the cycle. The invention also prevents a blow-back from the crank-case chamber 8 during the initial compression effected therein by the descent of the piston 2. These advantages are obtained by advancing the registry period of the mixture ports l0 and I1 relative to the angular position of the crank-pin 24. The

manner in which this is done and also the mannerof returning to the normal setting for high speed operation are as follows;

Before starting the engine, the button 38, Figure 1, is depressed by finger pressure upon the spring strip 39 suflicient to prevent the disk 3| from being turned by a movement of the wrist- 34, Figure 3. It may be stated that the wristpin stud 25 is at this time at the opposite end of the slot 32 from that in which it is shown in Figure 3. That opposite end of the slot 32 is where the wrist-pin stud 25 was positioned when the engine-was previously shut off. The function of the wrist-pin stud 25 is, as is well understood, to'drive against the forward wall of the slot 32 during normal running of the engine. Then, with the disk 3| thus restrained, the crank-shaft 22 is turned in a clockwise direction causing the wrist-pin stud 25 to move to the opposite end of the slot 32, i. e., the end shown in Figure 3, the stress of the spring portion 34 upon the stud 25 being less than the drag iniposed upon the disk 3| through the button 38 so that the disk 3| is not moved by the clockwise movements of the crank-shaft 22 and the stud 25. This operation effects an advance in the time of registry of the mixture ports III and I1 relative to th angular position of the wrist-pin stud 25. Then the button 38 is released and the propeller flipped counterclockwise to start the engine, and the stud 25 drives the disk 3| and, hence, the sleeve valv I5 through the spring portion 34, thus maintaining the advanced position of the valve port I1. When the engine is running normally, or at any suitable desired time, the button 38 is again depressed to place a, drag upon the rotating disk 3| until the stud 25, which is turning at a speed determined by the impulses from the cylinder, pushes by the spring portion 34 and advances relative to the disk 3|, and, hence, advances angularly relative to the time of registry of the ports l8 and I1. When the stud 25 reaches the forward end of the slot 32, it drives the disk 3I at its own speed and the drag imposed by the button 38 on the sleeve I6 is ineffective; and the button 38 is released. The angular relation of the crank-pin driving stud 25 to the mixture feeding period into the crank-case chamber 8 is then that suitable for normal engine operation.

In addition to the building up of the pressure in the crank-case 8 by the apparatus and method of working the same hereinbefore described, a

collateral benefit arises from the fact that a blow- Particular emphasis is placed upon theiact that the nozzle I3 and the vaporizing arrangement of the chamber I I are positioned below the level of the valve I6 and the inlet to the crankcase chamber 8. This arrangement minimizes flooding at starting. The excess fuel drains away from the valve i6. oftentimes, manually or otherwise, the air inlet I2 will be more or less completely shut oir at starting and a rich mixture admitted which, if it does not drain away, will induce a long-time stalling period in which a very wet and globular mixture is fed, which wet mixture must be dried out before the engine will start. The drainage arrangement mentioned obviates or quickly clears up the disadvantages mentioned.

It will be noted in Figure 3 that there are an additional arcuate slot 32' and a deformed spring portion 34' intersecting the slot 32', which are diametrically opposed to the slot 32 and the spring portion 34. In addition to balancing the weight of the disk 3|, the provision of this additional slot and deformed spring portion permits running of the engine with the cylinder I either upright or upside down and still preserves the proper timing of fuel feed and the location of the fuel tank I 5 in a dependent position. To change from an upright position to a dependent position of the cylinder I, the crank-case cover 3 is loosened from the crank-case 3 and the stud 25 from the slot 32,

and the crank-case cover 3 and crank-case 8 then reassembled with the cylinder I and the tank I5 'both on the bottom and with the stud 25 intersecting the slot 32', thus preserving the beginning phase of the entry of mixture into the crank-case chamber 8, or the beginning of registration of the ports I 0 and IT, for the time when the crank-case pin 25 is at outer dead center, for starting, and is substantially 58 beyond outer dead center, for normal running. 1

I What I- claim is:

. 1. A valve control for internal combustion engines comprising relatively movable elements formed with registrable ports providing a fluid -inlet, driving means for moving one of the elements in cycles to cover and uncover the inlet, and selective means operable atwill upon the driving means and said one element respectively to produce a drag upon said one element and a slip movement between the driving means and said one element whereby the inlet covering and uncoverin phases of a cycle are shifted.

2. A valve control for internal combustion engines comprising relatively movable elements formed with registrable ports providing a fluid inlet, a crank-shaft and crank-actuating one of the elements, in cycles to cover and uncover the inlet, including slip movement means between the crank and said one element, and means for imposing a drag on the movement of said one element to permit the slip movement means to function.

3. A method of varying the feeding periods of a combustible mixture, said method being worked in an internal combustion engine having a cylinder formed with an exhaust port, a reciprocable piston therein, ignition means, a crank-case having a mixture chamber portion communicating with the cylinder, the piston movements controlling the exhaust port and the communication between the cylinder and said chamber, the mixture chamber having a mixture inlet port, a sleeve rotatable in the mixture chamber and having a port registrable with the mixture chamber port to form an inlet to the mixing chamber, a crankshaft and a crank for rotating the sleeve, and a connecting-rod mounted on the crank and actuating the piston, said crank and sleeve having a controlled limited relative angular movement, which method consists in turning the crank in one direction through such angular movement relative to the sleeve while restraining the latter from moving, then starting the engine with the restraint removed so that the crank and sleeve rotate together in the opposite direction in their changed relative angular positions, and then retarding the rotation of the sleeve while the crank moves forwardly relatively thereto through the angle of relative movement.

4. A valve control for internal combustion engines comprising a cylindrical casing having a' port, a sleeve valve rotatably mounted in the easing and having a port registrable with the casing port, a disk rotatably secured to the sleeve, a rotatable crank-shaft, crank and crank-pin, the

- disk being driven by the crank-pin, means promeans for imposing a drag on the rotation of the disk to permit such slip movement to be efiected.

5. A valve control for internal combustion engines comprising a cylindrical casing having a port, a sleeve valve rotatably mounted in the casing and having a port registrable with the casing port, a disk rotatably secured to the sleeve, a rotatable crank-shaft, crank and crank-pin, the disk having an elongated arcuate slot intersected by the crank-pin, a spring member secured to the disk, rotatable therewith, and having a deformable portion thereof intersecting the path of movement of the crank-pin in the slot and of sufficient resistance to deformation to produce normal rotation of the disk through the spring, and manually-operable means for imposing a drag on the rotation of the sleeve to permit movement of the pin in the slot against the resistance of the deformable spring portion.

6. A valve control for internal combustion engines comprising a cylindrical casing having a port, a sleeve valve rotatably mounted in the casing and having a port registrable with the casing port, a disk rotatably secured to the sleeve,

a rotatable crank-shaft, crank and crank-pin, I the disk having an elongated arcuate slot intersected by the crank-pin, a spring wire peripherally mounted on the disk, having an end secured in the body of the latter, and having an intermediate portion thereof intersecting the path of movement of the crank-pin in the slot and of sufiicient resistance to movement outwardly of the disk periphery to produce normal rotation of the disk through the spring, and

manually-operable means for imposing a drag on the rotation of the sleeve to permit movement of the pin in the slot against the resistance of the spring.

'7. A valve control for internal combustion engines comprising a cylindrical casing having a port, a sleeve valve rotatably mounted in the casing and having a port registrable with the casing port, a disk rotatably secured to the sleeve, a rotatable crank-shaft, crank and crank-pin, the disk having a plurality of elongated arcuate slots spaced apart equal angular distances and adapted to be intersected by the crank-pin, a spring member secured to the disk, rotatable therewith, and having deformable portions thereof intersecting the respective paths of movement of the crank-pin in the respective slots and of suflicient resistance to deformation to produce normal rotation of the disk through the spring, and manually-operable means .for imposing a drag on the rotation of the sleeve to permit movement of the pin in the slot against the resistance of the deformable spring portions.

8. A valve control for internal combustion engines comprising a cylindrical casing having a port, the casing having a mixture chamber formed therein below and communicating with the port and an air inlet to the chamber, a fuel tank mounted on the casing and having controlled communication with the mixing chamber, a sleeve valve rotatably mounted in the casing and having a port registrable with the casing port, a disk rotatably secured to the sleeve, a.

rotatable crank-shaft, crank and crank-pin, the disk being driven by the crank-pin, means providing a slip movement in the rotatability of the disk by the crank-pin, and manually-operable means for imposing a drag on the rotation of aeeaeeo the disk to permit such slip movement to'be effected e. A valve control for internal combustion engines comprising a cylindrical casing having a port, the casing having a naixture chamber formed therein below and communicating with the port and an air inlet to the chamber, a fuel tank depending from the casing and having controlled communication with the mixing chamber, a sleeve valve rotatably mounted in the casing and having a port registrable with the casing port, a disk rotatably secured to the sleeve, a rotatable crank-shaft, crank and crank-pin, the disk being driven by the crank-pin, means providing a slip movement in the rotatability of the disk by the crank-pin, and manually-operable means for imposing a drag on the rotation of the disk to permit'such slip movement to be eflected.

10. A valve control for internal combustion engines comprising a cylindrical casing having a port, a sleeve rotatably mounted in the casing and having a port registrable with the casing port, the sleeve having an extended end portion upon which a disk is secured, a rotatable crankshaft, crank and crank-pin. the disk being formed with an arcuate slot adjacent its periphery intersected by the crank-pin to drive the 7 disk and, hence, rotate the sleeve by the engagement of the pin with an end wall of the slot, the disk being formed with a peripheral groove .in which is mounted a spring wire having a portion thereof intersecting the path of movement of the crank-pin in the slot, one end of the spring wire being secured to the body of the disk, the spring wire being of sufllcient resistance to movement outwardly of the disk periphery to produce normal rotation of the disk through the spring, and manually-operable means for imposing a. drag on the'rotation of the sleeve whereby a turning of the crank-shaft in one direction can overcome the wire resistance to permit movement of -the crank-pin in the slot, and whereby a driving by the crank-shaft can eflect a movement of the crank-pin in the slot in the opposite direction.

11. A method of varying the feeding periods of a combustible mixture, said method being worked in an internal combustion engine having a cylinder formed with an exhaust port, a reciprocable piston therein, ignition means, a crank-case having a mixture chamber portion communicating with the cylinder, the piston movements controlling the exhaust port and the communication between the cylinder and said chamber, the mixture chamber having a mixture inlet port. a sleeve rotatable in the mixture chamber and having a port registrable with the mixture chamber port to form an inlet to the mixing chamber, a crank-shaft-and a crank for rotating the sleeve. and a connecting-rod mounted on the crank and actuating the piston, said crank and sleeve having a limited relative angular movement, which method consists in turning the crank in one direction through an angular movement relative to the sleeve, then starting the engine with the crank and sleeve connected so that they rotate together in the opposite direction in their changed relative angular positions, and then imposing a drag upon the rotation of the sleeve while the crank moves forwardly to it'soriginal position relatively thereto.

' PERCY E. BARKER.

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