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Publication numberUS1686789 A
Publication typeGrant
Publication dateOct 9, 1928
Filing dateDec 21, 1923
Priority dateDec 21, 1923
Publication numberUS 1686789 A, US 1686789A, US-A-1686789, US1686789 A, US1686789A
InventorsBelden Edward H
Original AssigneeBelden Patents Inc
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Sleeve-valve two-cycle motor
US 1686789 A
Abstract  available in
Images(2)
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Claims  available in
Description  (OCR text may contain errors)

Oct.; 9, 192s. 1,686,789

E. H. BELDEN SLEEVE VALVE TWO CYCLE MOTOR` Filed Dec. 21, 1925 2 Sheets-Sheet 1 7111 lll l l 1 l l Innen-hw A Zaward/zBe/dehf HWS ' oci. 9, 1928.

E. H. BELDEN SLEEVE VALVE TWO CYCLE MOTOR Filed Dec. 2l, 1925 2 Sheets-Sheet 2 Edwara'HBe/den.

Y cylinder llthere is alpiston 13. A crankA vunnecessary friction.

, ceeds.

Patented ct. 9, 1932.81.

UNITED gSTATES EDWARDv H. BELDEN, or TOLEDO, OHIO, AssIGNon'rosBnLnnN PATE'Nrs Inoonro- RATED, OF TOLEDO, OHIO,

A' CORPORATION or OHIO.

SLEEVIL-VALVEk TWO-CYCLE MOTR. i

Application filed December 21, 1923. Serial No. 682,010.

My invention relates to an internal combustion motor and particularlyto a motor of the two-cycle sleeve-valve type.

My invention has tor its object' to provide such a motor which will work reliably and accurately as to charging action and without Other features of my invention will appear as the description .pro-

In the accompanying drawings, illustrating one tormof motor embodying my invention, Fig. 1 is avertical cross section of such a motor; Fig. 2 is a vview partly in sectionand partly in elevation of a portion of the device viewedffrom the right ofFig. 1, and Figs. 3, 4 and 5 are 'diagrammatic views showing diierent positions of the moving parts.

inders 10 and 11. In theworking cylinder 10 there is a piston 12 and in the charging shaft 14 is mounted within the casing and has a crank 15 connected by a rod 16 to the pivot 17 of the piston 12. Projecting :trom near the crank end ot the rod 16 are earsv 18 in which is mounted a pivot 19. A rod 2() connects the pivot 19 with the pivot 21 of piston 13. Within the working cylinder 10 there is a sleeve valve 22. The crank shaft has an eccentric 23 beside the crank 15.

Ears 24 project from the sleeve 22 and are connected tothe eccentric by a rod 25. A head 26 has a member projecting into the end of cylinder 10 and spaced fromI the walls ofthe cylinder so as to'leave an annularV space 27. There is also .provided a recess 28, forming a vcombustion chamber, and the usual spark plug 29 enters this chamber. The outer endot the charging cylinder 11 is closed by a cap 30. Y

There is an inletport 31 in the side of the charging` cylinder in position to be ,uncovered by the piston 13 during its downward stroke. There is a connecting port 32 between the closed ends of the two c linders, and outiet ports 33 and 34 open rom the working cylinder. The vsleeve valve 22 has ran inlet port 35, registering at proper intervals with port 32, and exhaust ports 36 and 37, registering at proper intervals with eX- haust ports 33 and 34. Y

While I have shown in detail but one working .cylinder and its yaccompanying charging; cylinder, it will be understood that On a crank case there are mounted cylas many as desired may be connected to the same crank shaft, and I have-indicated inv Fig. 2`another charging cylinder with itsV piston 41 androd 42, which may be connected to a crank 43, and the sleeve valve 44V with its rod 45, which may be connected vto an eccentric, not shown.

VThe general operation 0I the motor willV readily appear from the structure described, but tor greaterjconvenience may be'briefiy stated in connection with the diagrammatic views. .Y i y In the position shown in Fig. 1, a charge will have been compressed and fired within theworking cylinder and the working stroke is justA beginning. [As the piston l2 moves downward, the sleeve moves with it at nearly the same speed. p As will be seen from Fig. 3,"the crank pin 15 travels in a circle 46, while the center` 47 of the eccentric strap travels in a circle 48whichis only about onre-Y third the diameter of the circle 46; butgat the start of the explosion stroke whenthe pressure within the cylinder is greatest the eccentric is in such aposition in its path where the resultantmotion of the piston 12 is" the slowest, and consequently the sleever y22 vtravels for a time at nearly as greatspee kexhaust, through ports 36 and 33. Upon the upward stroke of the piston, the ports 37 and 34 will register until the piston crosses the port 37 in the manner shown in Fig. 5.

' While the piston 12 is descending, piston 13 also descends and rarefiespthe gases in ycylinder 11. When the descent of piston 13 uncovers port 31,'fuel gases rush in andcharge the cylinder. During the'upward stroke, the piston 13 compresses the charge within 'the cylinder,'and by the time Y the port 35 begins tov register with port V32, as shown in Fig. 5, ythe gases within cylinderll will be 'sutl'iciently compressed to pass lrapidly through the opening into cylinder 1G.

ythat its vertical travel is fairly rapid, while .the crank pin 15 is in the portion of its travel i ldlhile l prefer to open the inlet through ports and 35 sligl'itly before the complete closure the exhaust through ports 37 and 234i, so as to blo-W out any remaining exhaust this is not necessary, as the amount of exhaust gases Within thecylinder 10 is comparatively small at this vtime and, when cooled by the incoming; charge, docs not make any material di florence with the operation of the motor.

As Fwill. be seen, the charging piston 13 reaches the upper limit of its stroke before the Working` piston reaches its Ahighest point. rlhe .ports 32 and are arranged to close at about the time when the piston 13 reaches the upper limit ol' its travel, and piston l2 tlien continues to further compress the charge Within cylinder l0. rllhis allows any desired advance nt of the spark.

By my construction it will be seen that the ports of the ,Working cylinders are effectually controlled by the sleeve valve, and this operation allows the'{rasoi-iA to be eX- hausted during,- a considerable portion of the stroke of the piston and the charge to be f-introduced almost entirely While the exhaust ports are opened. This results in a tvvocycle engine Which has su'llicient time for eX- f h'aust and charging;w Without danger of blowing any of the charge out of the exhaust and Without shortening in the least the Working stroke. By the use of the separate charging piston, the charge may be introduced under any desired pressure, the diameter of the charging` cylinder being` so proportioned to -that of the Working cylinder as to secure the size of charge desired.

As Will be noted, the sha-ft la is at one side of the axial line of the Working cylinder' and with the shaft rotating,` in the direction indicated by the arrows theworkina; stroke 'takes place While the crank is on the side of the shaft towards the axial line of the Working' cylinder. rhe result is that there is less anguiarity of the piston rod i6 during` the 'Working stroke than there Would'be if the shaft were mounted in the axial line of the cylinder. lhis is a particular' advantage when a sleeve is used, as it lessens the liability of the sleeve to be cramped by th Aside pressure of the piston.

ln the arrangement shown, there is practically noextra friction caused by the use of the sleeve, because the sleeve is always moving inthe same direction as the piston eX- the piston and sleeve iii-opposite directions through about one-fifteenth of the distance traveled, While an advancement of even forty-five degrees Wouldresultfin such opposed travel for less than one-sixth ofthe total distance.

e. sleeve within the charging` cylinder would control the port 3Q, as Well as the one shown, and might be made to control vthe intake also, if desired; or sleeves might be provided in both cylinders and control intake, transference and exhaust.

Various other changes in the construction Vand arrangement of parts Within the scope of the appended claims may be made Without departing from the spirit of my invention.

lTVhat l claim is l.y In an internal combustion motor, a working cylinder and piston, a charging` cylinder and piston at one side of and parallel with the Working cylinder, there being a port connecting the cylinders, a sleeve valve governing the port, a crank shaft, means connecting' the pistons to a crank on the shaft, an Veccentric on the shaft, and a link connectingr the eccentric to the sleeve.

2.. In an internal combustion motor, a Working cylinder and piston, a charging' cylinder and piston at one side of and parallel With the Working cylinder, there being a port connecting the cylinders, a sleeve valve sur` rounding` the piston Within the Working cylinder, a crank shaft, means-connecting the EDWARD H. BELDEN.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2505216 *Nov 27, 1946Apr 25, 1950Armstrong James HBelt installing tool
US6019075 *Aug 25, 1998Feb 1, 2000Walbro CorporationAir and fuel delivery system for fuel injected engines
US6026769 *May 29, 1997Feb 22, 2000Walbro CorporationMechanical direct cylinder fuel injection
US6189495Jan 7, 1999Feb 20, 2001Walbro CorporationDirect cylinder fuel injection
Classifications
U.S. Classification123/70.00V, 123/65.0VB
International ClassificationF02B75/02, F01L5/00, F01L5/06
Cooperative ClassificationF01L5/06, F02B2075/025
European ClassificationF01L5/06