Signature Redacted

FLOW TEST

OF A

BRISTOL SLEEVE-VALVE ENGINE CYLINDER

Mark Riley Thomson

Submitted in Partial Fulfillment of the Requirements for the Bachelor of Science Degree in Mechanical Engineering

from the

Massachusetts Institute of Technology

1951

Signature redacted

. Mi ov Instructor in Charge of Thesis olgnature redacted May 18, 1951

Professor Joseph 8, Newell Secretary of the Faculty

Massachusetts Institute of Technology

Dear Professor Newell:

In partial fulfillment of the requirements for the degree of Bachelor of Science from the

Massachusetts Institute of Technology, I herewith submit a thesis entitled "Flow Test of a Bristol Sleeve-Valve Engine Cylinder, Sincerely yours, Signature redacted Mark R., Thomson TABLE OF CONTENTS:

Letter of Transmittal Table of Contents Acknowledgements Abstract

Introduction

Description of Test 10 Diagram of Apparatus 12 Description of Apparatus 13 Photograph of Cylinder Parts, aL

Valve Port Profiles ib Curve "C Ay" vs. C.A!, "Hercules" 16 Curve "CyAy" vs. C.A.", "Cyclone" 17 Summary of Results 18 Engine Specifications 19 Conclusions 20

Curve "e, vs. @" 21 Application of # 22 Calculations 23 Curve "Cy vs. L/D", "Cyclone" 27 Curve "L vs. C.A.", "Cyclone" cd

Curve ih + vs, A", "Hercules" «J Errors J Suggestions for Further Study LY:

Bibliography Data: Sleeve Position vs, C.A.

Data: Flow Test Data: Calculated Air Flow The author wishes to express his appreclation for the assistance and supervision given to him by Professor C, Fayette Taylor Professor P, M, Ku Professor William A, Leary Mr, James C, Livengood and the personnel of the Sloan Laboratory,

Acknowledgement is also made for the use of the facllities of the MIT Hobby Shop and the MIT Experi- mental Foundry, ABSTRACT

One of the primary advocates of the use of sleeve valves in high performance internal combustion engines has been the Bristol Aeroplane Company, Ltd., of Bristol, England, Development by this firm began in 1927, and through successive stages of modification in design and construction evolved the "Hercules" engine, a fourteen cylinder, double row radial type, that has proved itself a serviceable, efficient power plant in more than 60,000 applications, The Bristol Company claims for its engines greater simplicity of construction and maintenance, due mainly to fewer component parfs; cleaner aerodynamic profile, in the absence of poppet valve assemblies atop the cylinders; and greater engine output and efficiency resulting from improved induction and combustion characteristics,

B8ince the induction system 1s effected more directly by the use of the sleeve valve than other characteristic parts of the engine, and since the air capaclty, hence, power output, is limited by the efficiency of the induc=-

tion system, it 1s the purpose of this investigation to

compare the flow characteristics of the induction valve

system of the "Hercules" engine cylinder to similar data for a conventional poppet valve system,

A useful method for the determination of valve per formance 1s the steady flow test, in which the valve

coefficient is determined for a specified valve setting, at a given pressure drop across the valve, The average valve coefficient for all positions of the valve during

the inlet process can be found by means of a series of such tests; and this average coefficient, together with a characteristic valve dimension, is useful as a measure~ ment of the performance of the valve in the engine cylinder,

From the standpoint of air capacity, the results of

this investigation show the sleeve valve induction system of the "Hercules" engine to be superior to the poppet valve system used in the Wright "Cyclone" engine, INTRODUCTION:

Since man's earliest successful attempts to fly,

the need has been established for lightwelght engines of high power output. The high performance aircraft engine in its present state of development is limited in its output by the material from which 1t 1s made, and its physical dimensions, Now, the power output of any heat engine 1s dependent on the mass of working fluid

passing through the engine in a given time; in the case of the internal combustion engine, high air capacity is

attainable by using a large engine, or by increasing the

density of the entering alr, Directly related to the

alr capacity of an engine 1s its volumetric efficiency, and it is toward the attainment of high volumetric effi-

ciency that the induction system of an engine must be

designed, The question has risen whether an induction

system designed around poppet valves 1s or is not superior

to a system designed around a sleeve valve arrangement,

Studies of flow through poppet valves are frequently

made using steady flow techniques; such tests usually

consider only the valve and valve seat as the system

involved, and the air flow through the valve standing

alone might reasonably be assumed to vary somewhat from that through the valve in its actual installation in an engine cylinder, Weiss and Yee in a thesis written in

1943, have considered the importance of exhaust valve design with respect to engine efficieney, but their attention has been focused on the valve itself without regard for the "environment" of the valve, A more com- prehensive coverage of this steady flow anology in 1ts application to inlet valve design can be found in the report of Wood, Hunter, Taylor, and Teylor,

The amount of residual gases left in the cylinder after the exhaust stroke is reflective of the efficiency of the exhaust system; however, the effect of these residual gases 1s of secondary lmportance to the effect of volumetric efficiency. Hence, this investigation is primarily concerned with the inlet valve systen,

Now, the question arises whether the design of the valves is the predominating factor affecting air capacity of a given engine, or whether an optimum desigh level has already been reached. Livengood and Eppes’ have

1. Weiss, H, J., and Yee, Y, L.: Investigation of Exhaust ValveDesignUsingSteady Flow. BS Thesis, M.I.T., 1943 2. Wood, G, B,,Jr; Hunter, D. U,; Taylor, E.8.; and Taylor, C. F.: AirFlow ThroughIntake Valves. SAE Journal, Volume 50, No, 6, June, 1942, 3, Livengood, J, C., and Eppes, J,V.D,; TN 1366, NACA, 1947, studied the effect on volumetric efficiency of such variables as piston speed and valve flow characteristics expressed as a dimensionless parameter, It 1s evident from their report that an increase in volumetric efficiency can be obtained by increasing the flow coefficient of the valve, but it can also be obtained by altering the valve timing. It might then be possible to have the game volumetric efficiency in a cylinder having a relatively poor inlet valve flow coefficlent but with optimum valve timing , as in a cylinder having a superior inlet valve coefficient but with valve timing other than optimum from the air capacity standpoint, The same or slightly lower volumetric efficiency may thus be had in a poppet- valve engine as in a sleeve valve engine, but the lower mechanical efficiency of the sleeve valve system may have a noticeable effect in reducing brake power output,

The figures used for the power output of each engine in this work are those published by their respective men ufacturers, It might be interesting to note, however, that the actual rated power of the Wright R~1820 engine is, at the time of this writing, nearly equal to that of the Bristol "Hercules" engine, it

DESCRIPTION OF TEST:

Before removal from the engine, the movement of the sleeve with respect to the engine crankangle was recorded in terms of its distance from the top of the cylinder, and its rotation with respect to the cylinder,

The distance from the top of the cylinder head was read directly to the accuracy of one hundredth of an inch by means of a steel scale, Accuracy was enhanced by the use of a knife edge attached to the cylinder head while measuring, A crank similar to the one used on the englne was used to provide conveniently and accurately the elliptical motion of the sleeve, Adjustment was provided to orient the sleeve correctly with the reference points already found, The linear dimension of the sleeve motion was the most accurate dimension, and was thus deemed appropriate for notation of the sleeve motion during the test,

The conduct of the test itself was straightforward:

A pressure difference of ten inches of water was maintained across the cylinder ports by adjusting the air flow accor= dingly, The pressure drop across the orifice, the pressure

before the orifice, and the sleeve position were noted for

different positions of the sleeve assumed during the inlet

stroke of the engine, The error that would otherwise have been intruduced by the effect of valve overlap was elimi- nated by sealing the exhaust porte externally, Flow was stable throughout the test, enabling manometer readings to be made easily, .Atmospheric temperate and pressure were, of course, noted at the time of the test, PeORIFICE TYrrr ee CYUNOER & SLEEVE | |

= : g, UJ UJ 2) GuosE vaLve 7 TT 0 PowPo Parw Pr PrP full n,SURGE THM | ly - pr 70 NASH [Fur

Schematic Diagram of Apparatus. DESCRIPTICN OF APPARATUS:

A cylinder, Jjunkhead (cylinder head) and sleeve were removed from the engine and attached to the surge

tank by means of a mounting flange and bracket designed especially for that purpose, The sleeve motion was reproduced authentically by means of a crank attached to

the mounting bracket and engaging the sleeve crank ball

joint, A steel tube fitted inslde the sleeve provided passage for the air between the cylinder assembly and

the surge tank, A sponge rubber strip made an effective

seal between the steel tube and the sleeve, Air left the

surge tank through a three inch steel pipe into which the

ASME: square-edged orifice was fitted, The specified pres-

sure drop across the cylinder ports was maintel ned by means

of a globe valve in the three inch pipe line below the

orifice, The apparatus was connected to the twelve inch

exhaust line of the Sloan Laboratory, which 1s connected

to a Nash punp,

Pressure differences were measured by means of water

nanometers of the cistern type, and pressures could be

read to the tenth of an inch, The orifice conformed to

the specifications set forth by the American Society of Mechanical Engineers,’

l, Leary, W, H,, and Tsai, D, H,: The Measurement of Alr FlowbyMeansof the ASME Bquare-edged Orifice with Flange Taps, Sloan Laboratory. MIT. 16R0. Sleeve Cylinder Junkhead

Gylinder and Sleeve for Bristol "Hercules" XVI Characteristic valve profiles during inlet process,

Sequence begins at top of page. Poet | | Port 2 Port 3 ESS ~ I rs 20°ll amBTC —t _ ———Tota. —_— Aeca —nm = 2.93 wu* —

20° ATC JA. = FIZ mw:

~ )

1 e————————? CoATC 7A: FPO.

Foe ATC 7A = @ OO0m. - S om ——mmmcleR

——— ~ ———— Jo0°: ATC TA. 556m.

J4S CHT 73 +: SSF? ~ Tp. 4

1 Us » u = H - a8 ] + : 1] Eris = TH » 1 Fe : Ea TRE yy - | FH — t rd a - Fo ) | A SRE TRC HHT yh oo cb beep gH he HEHE dg CEL PLAT \ it i oo cre : Bmnw

dT= iEth Hri X mde1 . Hc EECT EEE i HEE A 1 FS ami Hr i i AE IT BEES aterTOHHE ry howeFri] Fe } 3Lv SHY, SHAE * gher dHnn mH - HAT FEE osLL +35aas To HEret rt - : CT HH == HEHHA HHH(HEE Sebr = = pyFry EEBERANE EH | EERERESTHEH HHHJ IrE 1 SR ’ rt =: a Lea THE HE RT : Troop 1 spade =H

nhNS EHHHL HEHHT TE, tf A ; Trli —-D

a0 HH b El z= } a Ht HH LH H + His Tr I T = ot Lil 1 HE i a to Tf \ : oh = HL 1 H f i I ] 1 f y °F ani 111 . 1 teeHH + HHFLEE HHH= : Hao HE : He HF rt eH HH i : ns T HH pH HH of : 4 p THT HHT : CHR + rH ro \ EEERERERJHE hea SHE b } hdd: ? 3 HHTon THEET 3 CirJaan aprEr LE TF + ct - 0 Shes Tt to EEE Lo i 111 Leo | 2 1 Ls Chir Hi, oh \ EE | HE H Be tr HH f- k i bod : 4 +415 } : + : ¢ 4 I 1 ry L - } iy 1 HH | Hy Ht 7 4 i 4 - a ug Tt =

I dtr : ! 4 Fo Fv a } rrr rrr tar = HHT rirrhE tr ALH AEEEERE EEEEE CEE eeHE EEECrh oe SE Pe Te Ty hired HeSEs HH FEE eb t : TT HH TH COPE 1H HHH Lon tz hh : GheeHl Trt SAT) dhe a EEREi1.3 il izEHR I hrhk ‘a Hnbd os k ) = eat wc == ARR CITT i , - rd i 3 + - — . » Wl + a i : 11 fe i

CETn L | i - ronx bein fitf b er Em i: 2s z ol - o | os os : ETRE sé E tig 340 SRG >> “i ) EyEe(7£725 Tee 1 3 - Cal ge | Np od] ~ © 320 ko111 LT] dvi Fo 120 er2 60D LAs sAres TT TT i. Ps {iT cd [1 J Ea ; TV I » Te i PITT] CoH, i ye (ormae= LL AUELE I Bron (S70: woYR AAeLlUL =F"PU. + Ter CN 5 a 7 Ty Hpi / 5 : oH Cdorp dard : as a HEdL ih Lo Fb i 3 Trp I HH | Li : = HEHE deh bee 0 HEH oo iy LTE Co 1. = HE HH 4 s HEH cL JT thee fe ; EE oe Cow ST rrr rrr he - gr Fir rrr rr herdsbid iit }. rrFC ! COECET fT aDo

iatFH 3Ts 3 rTHHH . HBrT HHHerie Shir odLh EEL dr ofHHEEfH CBRE0 HF VHdEEHEE THa Fer + SETI FHT fe HET HT i HHH HE Er ESEEEEN tH. oH 2 HHA HHH Ese aE + EEE nr EEE EE N oo HH HH mmm Le | hie TET ET SITE EEE eh a ++! : EE : E : -t a SR : veo SmmmEn + ! a ; TH oH.+1pdst T=om =to + ; rhSEEEEEEEEEEANE = A CFCo

on iTET Lae di | bripH nl111s SoTin +1HH

ig FEE= EE0 } ALL inifeted huseibin dA2 WERE at raat HLCdl FRErat FE HEE on : EE 1 } bh Hr

Ti = hee [io x Ii ; + AY o for . bE

Th 1} HT Te b A = neiliT ' tT | 2 THEETi]; £ a | Honi OHHTr 1 | HHT I HH BE i, DL Herth Fetes PEED,ETE b vey | Hea. Tit: ln. HhLH I] pat Fi CHHE . : I Ne x : TEE . . ! Sed ay sd I 1 | FEETLTT bo EE=I 1 TTTPTT TETToa 3 : FELD] a5 TH = EET EEBoum THR : PH CRE HH } dhe CF BEE 2a spina eH eH HL tx } LE : LT . iT Tit FELT TTT rr Tie EL TTI : 3 rr GEER 4 oo bE L Cot Chodlb i SR ; (Eth 1 FEE tht i : + 11 HH LL pif: Ee EE EE of SH . EEE IEEE GR HEE I bby’ | Lat,CH ial ak i {EEbel bpd EE 11d HHL + ) HH2s HEEian ER i HECr Se | HOPES em he Ty ee a fr © THERES SUE T 5H : Ra 1 : Hh IK dHae HHHca HE[ee CofE,: aEREESE ; ar EET TTT oh Tr STE TTI TITY ITY EEE EE FR . oo Orr mn FOE WE

E 5 FETECHE : Cl} a recALTTE, ! HHna CHEERHHH } HEFETE Cr err ETE] ry 4 rH ff eH TE Sr rT 2 Cr ET CE et CH f HHH r HHH * ERR EERE EERAN Eun BEEN I 0 EE i chris, A TTT TT TET ot FH or CEE i \ } fe ET er i itHHSoT Te oNyt HT© HHHE EES Ht i TT FR EEE ET { : mame ERE PE Fo / mE " tH gb } : . Lf LH | Hh

< 3 - 4 i L + ir 4 I bt - d "a ” _ Sgt i ~ Aria = . moe pen Lo2 gzw - CF oh 2 FERRE 280 TH 240 G0 Hith- (80 ng eo a } #) CLLOT fTCia SC fT KNEE AGELTF |;200 [AGS 7 Al) CFLS a T rr sezLlpTTi SUMMARY OF RESULTS:

Bristol Wright R-1820 "Hercules" XVI "Cyclone"

Cyhy (1n.2), average 2.12 1.352 CohAv (in.”}, maximum 3, 4h 3,23 A, maximum (1n.2) 6.0 5.3 C, maximum .617 .610 Parameter ¢ .570 LOU? ENGINE SPECIFICATIONS:

. Hercules"Bristol XVI R-1820Wright "Cyclone"

Bore 5.75 in, 6.125 in, Stroke 6.5 in, 6.875 in,

Displacement 2366, cu, in, 1823, ou. in. Compression R. 7.0 6.7 Dry Weight 1930 1b. 1320 1b, Max. Bhp 1675 @ 2900 rpm 1200 @ 2500 rpm

Bhp/cu. in, . 707 . 658 Wt./Bhp 1.15 1bs./Bhp 1.1 1bs/Bhp CONCLUSIONS:

Volumetric efficiency can be increased considerably

by the use of sleeve valves in an internal combustion en-

gine, However, the lower efficiency of a poppet valve induction system is quite adequate, particularly if the

engine is supercharged, The friction power losses are evidently high in the sleeve valve engine, resulting in

poor mechanical efficiency which overshadows the increase

in indicated power output,

The advantage held by the sleeve valve over the

poppet valve seemed to be in ite ability to open and close

faster, rather than in its increased instantaneous flow coefficient (characteristic of the port contour and profile).

The sleeve valve 1s mechanically suitable for relatively

fast opening and closing, but 1ts maximum area is come

parable to that of a poppet valve designed for the sane cylinder, AR SE |

1 2aay +

t H Lo ey I Tp fa Bp IF #7) 1g gliEL H TLFa. payfms fd Rl,7 | TH1366,Se J As WACA,I JAR A [47/ kt td / HY HR i oHyrHT == HEE CTT CeHH ihs teLHe RR WGa re a DgLE ahdr Aeg, = itt] CH HH HA mE HH FH HH ' ka SEL+ op bor| FEHR RE Jat iy Ir 4 rg Ht, ed poy ' ~ Co ——

N ar Hie oo af Foye, 1 AH ~ eid cert be i > gE Hr Herre = Bre PH Bh HH FRE he - = HE TH : 7; Cory:Tl t- Co EEEETTiy bebe . (1.4 oo _ Fi ot LH] ¥ A a ' i x . £ “HaecyES ol thE oT eT I r 1 © EET | EEE EE

Appreer F ot t - i Ht HH er: E HHT i oy FEE EEE TEER E . Bi 1 ; GH Pig fiir Th Hy oo HEA og Sy Ee | | 352 . Ino ; -

i 1 "1 ; ink SH i ay hb HH | jit ge Hy | i. a eT, 4p -

i: HeyFREE SHEET i ‘Creaone- { C { * i x1 a i 1 Li] de Et Hat te 1 - - 2 or J Od i 11 1 ti... 5 i an * < : .aLf oi FETTCo SEjE +H 1 FhON CEE elim olJi.kt d 1 ~HLLi capea i: ctHHTT] ow Tome coe me eile XT hr rr LL re } rr ’ rrr = TF vorrei tH 3 pA Eu I er HL FHT ; iE He 33 i = x i ) a TH 4] i = ro A } + 3 : i i HHT T eH HEH HEHE EE Fi 0 ? Hirer Et i TT TTT 1I CATER5 I TELE TT 1 i. ] J ; gnanny rrr Td 3 ge EE ramon che ake HH Hh ol HEE TT EE . hl i oh rr a as : . II CTE eer Ere 1 T. 0. CE 1: TH : a Tt !

- i £0EE .CHEE 1 0d pat . FXi + IFTtr] : fg OH HER 1 Te —- — - oo ——— Go bbe Co } | S 2a me pe ~ x TI “1H tht I bolo se E TEL rk COTTE IT Sons 1 13 Tis neat, ; TT Hr oir BUit +1 pre: | bisri rtHi, HeHHH HE HEE HH z Cl +=sdrorled 1. #5 nl HD; 3:- EeFET =| $+RO snagrine angie aCT ARTHamdan EERE § Hl i 1 itHEH i SRE i } nL HBTSHF - 3 ot HH ee . rede 7 ) FH rod loa « ~ 4 Cor . 1 _n wih 4 mE ;

rier iT fort y ri er et Tire. at FaEme ra i

creetr Er pe E 7] 1 Es ji+ Tit Sm =e Spt TIE ilmer irE =F Ho. EETPEE T SEREEREEcrrH HEHE ENE ery, HH CH i1 el oe +f 1 - STITT3 | Ire ip ! b! A tie ! 3 1 HEED rh ERE EEE oH + ro re EER rrr oT rh : IT] 313 TET Th afr be “ts FEE Hi Hr 2 Ee! ni HR E ERREEN rh Ee FH ELLE PHIFEE RAH HES RE HEFREER ESEHe TE EE tH ~~Hie

= - wring Eroo Re: aa TEN2 GHEE HEwad

= siHE gnc' SHEERTET oooTT HH * © .. BZ o£ HH

} 2 re =i

0’ :» - . F no HRALE pense rH ‘ HH ~r re SL pH SHH ll Graf x : =TH 17+YO 7 WAS a ETC. 25 4 7 LoE FEICIENCE/ == Sr r= 7? vs.. i He ooli fr mereTre ; ried APPLICATION OF PARAMETER @ :

The curve on the preceding page is reproduced from one of several found experimentally by Livengood and Eppes?, It is the most appropriate curve of the group, in that the valve cam used in the CFR engine from which the data was obtained 1s reasonably similar to those of the "Cyclone" and "Hercules" engines: Engine Intake Opens Intake Closes C.A, Degrees "Hercules" 60° BTC 20° ABC 260 "Cyclone" 40° BTC 70° ABC 290 CFR 45° BTC 60° ABC 285

The abscissa @ is a dimensionless parameter:

# _ piston speed x piston area

Note that in spite of the fact that the intake valve of the

"Hercules" engine closes sooner, and that the valve is

open for a smaller crankangle, volumetric efficiency is higher, While probably not numerically correct, the

relative values for volumetric efficiency can be seen,

At the conditions for maximum power output for each engine: =forHound the "Hercules", # = ,570 velocityxInletvalveareaXOyave, for the "Cyclone" , # = ,942

1. Livengood and Eppes: TN 1366, NACA, 1947, CALCULATIONS:

General equation for the measure of alr £low:®

w_ =~ Ax C - Xx Y4 2 = (pp 2) 8o (I-B Y £0 where Ww = flow rate, 1b,/sec. Zo = gravitational constant, £5./500." A . orifice area, £12

C « discharge coefficient, dimenslonless

Q= 3 ® ratio of orifice diameter to pipe | inside diameter, dimensionless

x = expansion factor, dlmensionless Pr = density of the gas before the orifice, lb/ft) py = static pressure before the orifice, 1b/£t abs. po = static pressure after the orifice, 1b/£t abs,

The working equation is 2

where Ww = flow rate of dry gas, 1lb/sec.

Do = orifice diameter, inches

l, Leary, W. A,, and Tsai, D, H.: The Measurement of Air Flow by Meansof the ASME Square-edged Orifice with Flange Taps. Sloan Laboratory, M, I. T., 1950. K = flow coefficient, dimensionless (K= f(Re) )

XY, = expansion factor, dimenslonless Py = static pressure before orifice, in. Hg abs. I, = Temperature before orifice, ®Fabs

G = specific gravity = 1.00 for alr

y = supercompressibility factor, dimensionless

h = pressure drop across orifice, in Hy0

For the test, (p;=P,) = 10 in Hy0 & 52.0 1b/£t° (= 0753 1b/2t? Therefore, CA, = 9,08 w where A, is expressed in ink

w is expressed in 1b/sec. SAMPLE CALCULATION:

For sleeve reference position 21.85, h = 17,00 in H,0 Bun Py 2 12.1 in HO Y = .9%5

D, = 2.140 in, I, = 533.5 Fabs.

P1 = Pgtm -18.1 = 395.3 in.H0 - 29,1 in. Hg. = 14,28 psi

w = 0.1145 (2.140)° x .985 BLATTus x K

- L498 X

By trial & error:

@ Re = 200,000 , K = .6985 w= L498 x .69%5

= L349 Check: Re = 1528% = 1528 x 10% X .349 = 202,000 (ok) 2 pA 2.140% 1.123 w= 349

Coby = 9.08 Ww = 9.08 x 349 - 3,17 The value for (CyAy),ye found for the Bristol engine cylinder is defined as ® (Opie pve = 1 CA, 40 8, 0 1 which 1s anologous to Livengood and Stanitz' definition of Cvave for a poppet valve, based on its nominal clrcular area: % (Oy) = : | C, do 0 0

8p 1s the number of crankangle degrees that the valve

A, 1s the actual valve area. The integration is performed graphically by measurement of the area under the curve C A, ve, C.A,; and (CyAy)gve = Area x scale factor, 90

1, Livengood and Stanitz: TN No, 915, NACA, 1943, LO

04l 28]

0.7]

0.6] Ns 0.51

0.3 so

0.2 i

i aki

3 \

"i :

Le \ \ \

al . 42vf o 320 250) 240 200 140. 120 ” TC (EPMA ABLE — |

- ~ : TRAE VRE “mr or Te cs = ap Tc rama Cr ey I ar - } 1 11 - Tir AL . = i : Er ER Ei La [

et tt . a 1 : oo & tht ) regi I Ry SE/ Rr]} 5) -= 41Fieri ilar, ty, i tHeg, ST

fprH HEey 2) rrr pita : : 1 I fooo al EEE—F 3 HE—— Soeett - LEir reetl en + 1 = HTT 31 SHH Ly rbd the |) THis a r. i or FP DEAT THe NESE] Hil T = TI + Lot 1 x EEE rt Trp Fo . + 4 1 tig vs ] rHH HA.oo +o.) otal HHH +1 fl1 rrrARE: rs TaTL iy-t A=Cs TriEg pig CETa + +1. 4. £t, . HRY THF Ff —— Her + : is Err RR : "yd I - B tl 1 . 2 + ad 3 : ? , ree od 1 ' 4 ( - : ra : 1 2 TT Li 1 rpg +4 : a li = + anh ; Fla spd pred : hte 1 ~ Cp Hh ; rt i :

dgerifie ie. a str pti Co Mn pe i. - = fy rruhe ppb. soared BE - Er TO IE HH ; Hr SE mi 3 A HH 2 . dd : tie tt | rl per al spb 8 1 La . 4 i { T= Hl SE 18 1} 4d 5 SL r - , i ; = 2 2B 1. +1: 4 SE i. + . Str a — a HH 7

iy diooT Sorter,a AEBohn bod lr iTh a omet ThNh 4ft - i(TERRE rt rt THE uel dhLh ; he Fd HEz THEANG ft TE HEE cH J HE. £35 £4 3] oo Trl: oo i FE Ce a wt © a? = . | oil; A HH = : Cr + H t++ =ced BF ed. Ll - TIL:in mr fd Lge er + 1 Serr > I pp AE —— Es eB fmt='s LL: A. 5 5 “HToo ITT THoS ment sedWE Er1 : =Eis TT=H

2 } rr] 5 fires Hh + 1.2 : - ot .~ : : ~ ti : 0 TH Gi oo ar > pipe Ln at rr fn HH SH pbb, pri 4 FE Crt i sit +H { Tor ' f a: - — sont te - nd wi } pb oo = x , St ) = HA HH Paani iT mete Toe I +4 4 a HL i ~~ ii ot oo ot — PI Fhear J -: =!} DEIeS + 0. =- | +E - x i = im At YH 1 . rev, EEE me TC on. d8 cE HE LE HT Te bg) of of it I Bil pi: nr pes JH a Nr Th > Re - - rey ah SL PE] To SSE ransTET MAREE te I, Herr oh - rE Fb

ooel + coeI e i Leib— HHH + fr~ . or es - ++ v7 Tt HH | I L Hl1 =gh 3 vod 1 or 1H Ht SET cr ne ETRE TE iid C H . . TI SEE Cr ir Sra Tris TH HHH i Hi +:5 beyi HE| Le [a13 +yl i 3 aITH Co THTSIREx ~ ~ EESr. Ee LY TT fH= Hihs . 4co 1 ihrHy tt: RHass = ETHHH H BwH Seis . LH HE THOE HHHH

— ed ’} ne .= ACR iH 1 Ieeit a bl EEEEEREE = es.i EER. Pt1 TroyCo i | Ty.aq [rr! 2 HH H ; Y: } a a be i HH Fre ! ; { iE _ rr £ BE. i i _ ) oo a aE

) Z. mT aH i N * TE trifoie Sf oo

tlST At)LS as <3: EAE PY ! we

Tra Iie rt _rrrretees rrr ote Tg TT gfe Te ae I re gr HE! “ig Lover COEF iE 7 vr | Rlps FEES (Beaive Viaeoaess” KEl = y i [CLOSY “AZ TIER /EAR (1 ge TT Bam ARNE na TY jo met SE mr ry AAR ? . - —— - a - - Fe ERRORS:

This investigation has been primarily qualitative ln its purpose; for thls reason, a rigorous treatment of the data, which in itself is quite reliable, was not considered entirely necessary or justifiable. Corrections for humidity were not made, but the air flow measurement was, in general, made with more diligence than might have been for satisfactory results, An alternative method for computing C,A, 1s in the relation

CvAvy _ Colo Apy = Apo or simply, the ratio of the products of flow coefficient and area of the orifice and valve ie the inverse of the ratio of their respective pressure doops,

Areas of curves were measured with an area planimeter, and the accuracy thus obtained was more than adequate for the number of points used in plotting the curves

1. Livengood and Eppes: TN 915, NACA, 1943, SUGGESTIONS FOR FURTHER STUDY:

Since 1% may be concluded thet indicated power output is probably greater in the sleeve valve engine than in a comparable poppet valve engine, it might be of interest to determine exactly where the additional power is dissipated. The cause may lie in the increased bearing surface of the sleeve parts, or the suggestion has been made that the sleeve expands during the peak of combustion pressure to the extent that it "freezes" to the cylinder wall for a brief instant, These and further studies in the air capacity of the Bristol "Hercules" engine might

Justify the design and construction of a test engine using a "Hercules" cylinder and sleeve assembly.

It might also be possible to design a valve system retaining the rapid-opening characteristics of the sleeve valve but actuated by a mechanism operating on a principle different from that used in the Bristol engines, Inasmuch a8 the internal combustion engine of the reciprocating variety 1s not yet quite obsolete, such an innovation might be of considerable importance, BIBLIOGRAPHY :

1. Taylor, C, Fayette, and Taylor, Edward S.: The Internal Combustion Engine. International Textbook Co., Scranton, Pa., 1938, 2. Weiss, Harold J., and Yee, Yet Lin: Investigation of Exhaust ValveDesignUsingSteady Flow, B. 8S. Thesis, M.I.T., 1943, 2» Wood, G, B,, Jr., Hunter, D, U., Taylor, E. 8,, anf Taylor, C. F.: Air Flow Through Intake Valves. SAE Journal, Volume 50, No, 6; June, 1942, pp 212-220, 252. 4, Livengood, James C,, and Stanitz, John D.: The Effectof Inlet Valve Design, Size, and Lift on the Air Capacity and Output of a Four-Stroke Engine, TN No. 915, NACA, 1943, 5. Livengood, James C.,, and Eppes, James V, D.,: Effect of Changing ManifoldPressure, Exhaust Pressure, and Valve Timing on the Air Capacity of a Four Stroke Engine with Inlet Valves of Varlous Dismeters and Lifts, TN No. 1366, NACA, 1947. 6. Leary, William A., and Tsai, Donald H.; The Measure- ment of Air Flow by Means of the ASME Square-edged Orifice with Flange Taps. 8loan Laboratory, M.I.T., 1950, 7» Bristol "Hercules" Operator's Handbook. Filton House, Bristol, England, 1945, 8. Sleeve Valve Aero Engines. Filton House, Bristol, England, 9. Instruction Book, Wright Cyclone 9 Aircraft Engine. Second edition, Wright Aeronautical Corporation, Paterson, N, J., 1942, DATA : Sleeve motlon vs, Piston position and Crankangle,

Crankangle is recorded in the counter-clockwise direction, viewed from the accessory end of the engine.

Piston position 1s the distance from the cylinder head, the maximum distance being at bottom center,

Sleeve axlal displacement 1s similarly measured from the top of the cylinder,

Sleeve rotation lg measured with respect to a reference line on the cylinder parallel to its axis; the maximum angle recorded is thgt of the extreme counter-clockwise position, viewed from the top of the cylinder, Sleeve: Crankangle Piston Position Axial Rotational (degrees) (inches) (inches) (degrees) 1 18.62 20,85 88,0 10 18,48 20,86 89.5 18 18.31 20,87 91.0 22 18.19 20.38 91.5 27 18,02 20,90 92,2 33 17.7% 20.92 93.8 39 17.47 20,95 9%.5 Lg 17.02 21.00 96,0 56 16.58 21,05 97.3 6% 16.16 21,09 98.5 72 15,41 21.20 100.5 Crankangle Plston Position Axial Rotational 100 14,08 21,41 103,6 114 13,42 21.55% 104,8 133 12.76 21.76 106.5 151 12,35 21,96 107.5 165 12,15 22,1k 107.7 180 12.17 22,31 107.7 194 12,31 22,50 107.5 206 12,51 22,61 107.5 216 12,81 22.75 106.7 229 13.27 22,89 105,5 pl7 14,06 23,08 104,0 259 14,71 23,19 102, 3 277 15.71 23,34 99.8 POY 16,68 23.46 97.5 Lo 17.57 23.55 94.5 oo 18,03 23,58 92,6 18,45 23,63 90.2 18.62 23.66 88,3 3 18.61 23.64 85.2 22 18.18 23.61 21,3 U7 17.11 23.50 717.3 69 15.82 23.35 73.7 88 14,75 23.20 71.0 108 13.71 23,00 68,5 Crankangle Piston Position Axial Rotational 126 13.00 22,81 67.0 142 12,55 22,63 65. 7 160 12.22 22,41 6540 180 12,17 22.18 65.5 202 12,45 21,90 66,0 230 13,32 21,58 68.0 253 14,37 21,36 70.0 273 15,47 21,18 72.5 283 16,41 21.07 75.0 312 17.58 20.95 79.0 2 18, 4 20,86 83.0 354 18,66 20, 85 86,2 1” 18,43 20,87 90.0 DATA: Flow Test, April 27, 1951

Atmospheric pressure = [75.3 (uncorrected) in. Hz. Correction = =2,9 in, Hg. @ 23.3%

Corr, Atm, Pressure = 772.4% in, Hg.

Can in py = Po (in,HpO) pgyy~py1 (in.H50)

22.57 0.05 10.0 22, Th 0.70 10.3 22,57 2:50 11.2 ee, U5 Lk, 20 12.1 22.30 7.10 13.5 22.11 11,30 15.8 21.85 17.00 18,1 21.63 19.20 19.2 21.57 19.60 19.2 P1.42 19.30 19,1 Pl.26 17.30 18,3 21.15 14.10 16.8 20.99 7450 13.6 20,90 3.70 12.0 20,84 0,60 10.3 20.85 0.02 10,0

A pressure drop of 10,0 in, HpO was maintained across

the cylinder ports. Calculated Air Flow and CyAy

Reference Sleeve w, lbs/sec. Cody, 0.2 Position

z2.47 .0209 0.190 22, 74 .0738 0.670 22,57 1352 1.20 22,45 e177 1.51 22,30 .228 2.10 22.11 .292 2,65 21.85 , 348 I ie

21.63 + 368 bes 21.57 +370 3,42 21.42 371 3, 4h 21.26 . 350 3,18 21.15 517 2.8% 20,99 . 234 2.13 20.90 .166 1.5% 20.84 ,0686 0.623 20.85 .0128 0.115