CA1072451A - Rotary valve for internal combustion engines - Google Patents
Rotary valve for internal combustion enginesInfo
- Publication number
- CA1072451A CA1072451A CA293,504A CA293504A CA1072451A CA 1072451 A CA1072451 A CA 1072451A CA 293504 A CA293504 A CA 293504A CA 1072451 A CA1072451 A CA 1072451A
- Authority
- CA
- Canada
- Prior art keywords
- valve
- rotary valve
- cylinder
- chambers
- intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Abstract
TITLE: ROTARY VALVE FOR INTERNAL COMBUSTION ENGINES
ABSTRACT OF THE DISCLOSURE
Rotary valve apparatus is provided for internal combustion engines. The rotary valve apparatus includes separate valve elements for each cylinder of a multicylinder engine with exhaust and intake valves mounted in the engine head for rotation in selectively adjustable, predetermined timed relationship. The valve elements, both intake and exhaust, are disposed in respective isolated valve chambers to prevent direct interaction therebetween.
-i-
ABSTRACT OF THE DISCLOSURE
Rotary valve apparatus is provided for internal combustion engines. The rotary valve apparatus includes separate valve elements for each cylinder of a multicylinder engine with exhaust and intake valves mounted in the engine head for rotation in selectively adjustable, predetermined timed relationship. The valve elements, both intake and exhaust, are disposed in respective isolated valve chambers to prevent direct interaction therebetween.
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Description
~ 2 45 ~
BACKGROUND OF THE INVENTION
Substantial effort has here~ofore been expended in development of rotary valve apparatus for in~ernal combustion engines. This effort is warran~ed because of the basic inef-ficiency of the conventional type of reciprocatin~ ~al~es that ~ have been almost exclusively utilized for such engines. The ; reciprocating type of valve subs~antially interferes wi~h gas flow in that the valve head is always disposed in the path of the gases Tesulting in flow-path distortion that materially reduces and restricts the gas -flow into or out of a cylinder~
Purthermore, mechanical actuation o reciprocating val~es repre-sents an additional energy loss in view of the numerous compo-nents that are necessary for operation. While a cam in head engine eliminates the push rods that are otherwise required~ the cam mechanism does include levers and springs for maintaining the valves in a closed position. The levers and springs re~uire ex-penditure of a certain amount of energy for operation wh~ch further reduces engine efficiency.
Rota~y valve mechanisms known to have been de~Jeloped for inteTnal combustion engines has either comprised elongated tubes that connec~ with several cylinders or disc-type valve elements disposed in each cylinder. Neither of these two types of rotary valve mechanisms have been found to be as effective or as efficient as desired or possessing sufficient advantages over the reciprocating valves.
~ 5 1 SUMMARY OF T~IE INVENTI0~
The rotary v~lve apparatus of this invention comprises independent valve elements for both intaXe and exhaust paIts of each cylinder ~ith each valve elemen~ disposed in its o~n chamber.
Each valve element comprises a cylindrical shell that is open at one end and has a port formed in the cylindrical wall. A port is also formed in each valve chamber and which communicates with the respective engine cylinder. Rotation o~ the valve results in periodic al~gnment of the valve part with the cylinde~ part thus permitting gas 10w therethrough, either intake or exhaus~, in timed relationship with piston movement. All inta~e valve elements are mounted on a common drive shaft for concurrent revolving of all intake valves. Similarly, all exhaust valve elemen~s are mounted on their own common drive shaf~ for revolution indepen-dent o but in timed relationship to the intake valves.
Separate cylindrical valve chambers are ormed in ~he engine head fo-r each valve element, both intake and exhaust~ In addition ~o the previously mentioned ports communtîcatl~g with ~he engine cylinders, each valve chamber is provided with a respective port communicating with the induction system or the exhaust system. Thîs providing of separate ~alve shambers results in an advantageous isolation of the valve elements and an adjacent portion o~ the associated induction or exhaust system for more efficient engine operation.
Separate drive sha~ts for the intake and exhaust valves also permits selective ~djustment of timed relationship between the intake and exhaus~ val~es. This adjustability enables opera-72~5 Docket 9756-3 1 tion of an engine over a substantially greater speed range than would otherwise be possible.
According to one broad aspect of this invention, there is provided a rotary valve apparatus for an internal combustion engine comprising a cylinder head or an engine which includes at least one cylinder with the cylinder head adapted for mounting on the engine in operative relationship to ~he cylinder, said cylinder head having formed therein an intake valve chamber and an exhaust valve chamber, each of said chambers being of elongated cylindrical configuration, valve ports providing fluid communication between respective : valve chambers and the engine cylinder and an intake port and an exhaust port providing fluid communication between a re-spective valve chamber and a respective inta~e or exhaust manifold, and a rotary valve element of elongated cylindrical configuration coaxially disposed in each of said valve chambers for revolving movement in fluid flow controlling relationship to the respective valve port, each rotary valve element in-cluding a cylindrical tube mounted on a respective rotatable drive shaft journalled in said cylinder head and having an open end in fluid communication with either the respective intake or exhaust port and an aperture formed in a cylindrical wall thereof at a position to align with the respective valve port for a predetermined time interval during each revolution ~ ) - 3 -L~J
, ' ~ 5 ~
Docket 9756-3 1 of said rotary valve element and permit fluid flow there-through, each of said valve chambers being of a length to extend a distance axially from the open end of the valve element, said intake or exhaust port communicating with the respective chamber extension.
-3a ! ~, ,) ~7;~4~i~
DETAILED DESCRIPTION OF T:HE ILLUSTRATIVE
Ei'il~ODI~ NT
, A cylinder head 10 is shown in Figure l for an internal comhustion engine having two cylinders with this head being fabri-cated in t-~o sec~ions 11 and 12 which are designated ~ower and upper sections respectively. Both sections are adapted to inter-fit in superposed relationship and to be secured ~o the top of a cylinder block 13 for an internal combustion engine by means of bol~s 14 as shown in Figure 4. The illus~rative embodiment is a two cylindeT engine b~t it will be understood ~hat the number o~ cylinders may be increased and that the rotary valve apparatus may also be readily adapted ~o a V-block engine.
.
Formed in the two sections of ~he cylinder head are the respec*ive mating halves of the valve chambers lS and 16, intake and exhaust, respectively. These valve chambers are elongated cylinders wi~h all of the intake chambers disposed in axially aligned relationship as are the ~xhaust chambers. It will also be noted that the longitudinally aligned sets of cham-bers 15 and 16 are la~erally spaced apart in parallel relation-ship with the space ~herebetween providing a place -for receiving an ignition plug 17 as shown in Figure 4. The base of khe igni-*ion plug 17 projects through an aperture 18 provided in the upper head section 12 and is threaded into a soc~et 19 ormed in the lower head sec~ion 11 ~ith the electrodes 17a of the ig-nition plug extending into a head chamber 20 formed in ~he lower surface of the lower head section 11.
Each o the intake and exhaust valve chambers 15 and 16 is ~ormed with a coaxîal extens;on, lSa and 16a, respecti~ely.
.. .. ... . . ~
.~ . .
~0 7 Z ~ ~
1 These coaxial extensions as ~ill be subsequen~ly described in greater detall relative to a discussion of gas flo~r into or out of the valve chambers. The main portion of each val~-e chamber 15 and 16 25 previously stated is an elongated cylinder o~ predeter-mined length and diameter to receive a respective valve elementto be described hereinafteT. The chamber extensions are also o~
elongated, cylindrical configuration but the diameter thereof immediately adjacent the respective main chamber is o~ slightly smaller diame~er with ~he remote end portion being arcuately configured.
The lower s~t~on 11 of the cylinder head is also pro-vided with valve ports 21 in the respective valve chambers 15 and 16 and which communicate with a cylinder 22 in the cylinder block 13. A reciprocating piston P is included in the cylinder 22 for ope~ation in a conventional manner. The valve ports 21 are of the illustrated elongated rectangle configuration extend-ing circumferentially rela~ive ~o the cylindrical surface of the valve chamber in alignment with the ignition plug socket 19. This places the ralve ports 21 in diametrically disposea relationship to the associated cylinder for optimum uniformity in gas flow during the cyclic operation of the engine.
Formed in the upper section 12 of the cylinder head are intake and exhaust ports 23 and 24, respectively. These ports open to the respective valve chamber extensions 15a and 16a and are longituainally displaced in offset relationship to the valve ports Zl. Mounting bosses 25 with threaded bolt holes 26 are formed on the exterior surface of the upper head section 12 30 around the periphery of the intake and exhaust ports 24 and 25 .... .. ..
~7Z9~51 1 to ~acilitate connec~ion of induction and exhaust conduits ~not sho~
Posi~ioned in each of the valve chambers 15 and 16 is a rotary valve element 27 with all intake valves secured on a common drive shaft 28 and all exhaust valves secured on a second common drive shaft 29. ~ach drive shaft 28~ Z9 is jour-nalled in bearings 30 with each shaft having a respective end portion 28a, 29a extending through an end wall 31 of the cylinder head 10. The bearings 30 are disposed in respective be~ring seats formed in ~he upper and lower head sections 11 and 12 Mounted on each end portion 28a and 29a, respectively~ is a valve drive gear 32, 33. A driving mechanism tnot sho~m) is connected to the gears 32 and 33 and this ~echanism may advan-tageously be o a ~ype which permits selective adjustme~t ofthe valve timing relative to the crankshat ~piston position) and selective relative adjustment of the intake and exhaust valve timing. Mechanism for effecting such selective adjustmen~
is well known in the a~t and,,,therefore, is not shown in the drawings as it is not ~ecessary or an understanding of this invention.
As can be best seen in Figures 2 and 3~ the ro~ary valve elements 27 comprise a cylindrical ~ube 35 ~hat is open at one end and is integrally formed wi~h an annular moun~ing hub 36. The hub 36 closes the one end of the cylindrical tube 35 and includes a coaxial bore 37 through which the respective shafts, 28 or 29, and on which the ~alve elements are faxed in driving relationship. A suitable driving relationship may be efectively obtained by a key 38 adapted ~o fi-t in~o a recess (not sho~m) formed in the shaft and interengaging with an axial .. . ... . . ~ . . . .. . .. .
1~7245~
1 slot 39 in the bore 37. It will be noted that the thickness of the cylindrical t-lbe is such that ~he internal surface thereof is contiguous wl~h the chamber axial ex~ensions 15a and 16a for better fluid flow.
An aperture 41 of rectangular shape is formed in the wall of the cylindrical tube 35 of each valve element 27. This aperture 41 is of predetermined lsngth and is of a wid~h and length commensurate with the width and length of the respective valve ports 21 formed in the valve chambers. The apertures ~1 are axially posi~ioned in the cylindrical tubes 35 such that wi~h the valve elemen~s positioned in a respective valve chamb~r~ 15 or 16, the apertures will align with the valve ports to permit gas flow into or out of the cylinder by means of ~he open end of the cylindrical ~ube and coincident aper~ure and valve port.
The specific lengths of the valve ports 21 and apertures 41 aTe determined by the particular engine performance charac~eris~ics that are desi~ed with due regard to overlap a~d open-port times.
~0 Effecti~e fluid-~ight sealing o~ the rotary ~alve elements 27 in their respective chambers 15 or 16 is achieved by means of resilien~ sealing elements. These sealing elements are abricatea from materials capable of wi~hstanding the rela-tîvely high ~emperatures encountered in engine opera~ions. Two of these sealing elements comprise a pair of rings 42 disposed in ~espective circumferentially extending grooves 43 ormed in the outer cylindrical surface of the valve element 27. These respective pairs of rings 42 are disposed at opposite sides o~ an aperture 41. An additional sealing ring 44 disposed in circum-- 30 ferential groove formed in the hub bore 37 may be provided to - .... . ... . . .... . . . ..... ...
'Z~
1 f~lrther assure comple~e sealing of the valve element~
Completing sealing of each rotary valve element 27 is a pair of axially extending sealing elements 45. These sealing elements 45 are disposed in respective slots 46 which are formed in the wall of the valve chamber at opposite ends of the valve port 21 as can be bes* seen in Figure 1. Figures 5 and 6 illustrate the structure and operation o~ these seals in substantially g~eater detail with these seals projecting rom their respective slots 46 into contacting engagement with the exterior surface of the rotary valve element 27. Each of *hese axial sealing elements 45 is preferably formed with a side sur-face 47 which is effectively perpendicular to val~e chamber and a side surface 48 that is relatively inclined ~o the other sur-face 47 and ~-hich mate with similarly shaped side walls of ~es-pective slot 46. A passageway 49 formed in the head section 11 opens to the head chamber 20 and to side wall 47 of the slot permitting fluid communication therebe~ween. The operational function of this structural arrangement is that~ during cyclic opera~ion of the engineg gas pressure developed within a cylinder during power strokes will produce a force zcting on ~he axial sealing element 45 tha~ will tend t~ force the sealing element out of its slot and into positive sealing engagement with the surface of the valve element. This outwardly directed force re-sults from the 1uid pressure in the passageway 49 effectivelyacting on the inclined sur~ace of the slot 46.
A sha~t seal 50 is also positioned in a cooperative recess in the end of each valve chamber extension 15a and 16aO
These seals 50 are located at the end of the chamber opposite that ~lhere the valve element is positioned and complete the sealing of each rotary valve element 27 in ~ts respective ' .
~ ~7 ~ ~5 1 chamber lS or 16.
The ro.ary valve apparatus disclosed herein provides suhstan~ial operaLional advantages over ~he valve apparatus of S the kno~ prior art and which advantages ma~erially enhances the eficiency and performance of an inte~nal combustion engine.
The rotary valves are inherently more efficient in con*rolling gas flow into and ou~ of the engine cylinder *hrough the ability to locate the ports 21 in rela~ively opposed relationship. This opposed relationship coupled wi~h the flow path fTom or to the valve chamber that is relatively obstruction free results in an ~pt7mum gas 10w for scavenging of the gases from the cylinder at the conclusion of ~he power stToke as well as facilitating the intake or exhaust of the gases. A further particularly important advanta~e obtained is the substantially effective isolation of the valve chambers from each other. This isolation materially reduces the interference effect resulting rom the alternating flow patterns which would otherwise detract from the more,desirable laminar flow patterns obtained wIth this apparatus. Also, selectivity in adjustment o relative valve positions as to intake and exhaust permits operation at the most efficient setting in accordance w;~h power and speed requirements.
.. . . . . ...
~.................. . .. . .
BACKGROUND OF THE INVENTION
Substantial effort has here~ofore been expended in development of rotary valve apparatus for in~ernal combustion engines. This effort is warran~ed because of the basic inef-ficiency of the conventional type of reciprocatin~ ~al~es that ~ have been almost exclusively utilized for such engines. The ; reciprocating type of valve subs~antially interferes wi~h gas flow in that the valve head is always disposed in the path of the gases Tesulting in flow-path distortion that materially reduces and restricts the gas -flow into or out of a cylinder~
Purthermore, mechanical actuation o reciprocating val~es repre-sents an additional energy loss in view of the numerous compo-nents that are necessary for operation. While a cam in head engine eliminates the push rods that are otherwise required~ the cam mechanism does include levers and springs for maintaining the valves in a closed position. The levers and springs re~uire ex-penditure of a certain amount of energy for operation wh~ch further reduces engine efficiency.
Rota~y valve mechanisms known to have been de~Jeloped for inteTnal combustion engines has either comprised elongated tubes that connec~ with several cylinders or disc-type valve elements disposed in each cylinder. Neither of these two types of rotary valve mechanisms have been found to be as effective or as efficient as desired or possessing sufficient advantages over the reciprocating valves.
~ 5 1 SUMMARY OF T~IE INVENTI0~
The rotary v~lve apparatus of this invention comprises independent valve elements for both intaXe and exhaust paIts of each cylinder ~ith each valve elemen~ disposed in its o~n chamber.
Each valve element comprises a cylindrical shell that is open at one end and has a port formed in the cylindrical wall. A port is also formed in each valve chamber and which communicates with the respective engine cylinder. Rotation o~ the valve results in periodic al~gnment of the valve part with the cylinde~ part thus permitting gas 10w therethrough, either intake or exhaus~, in timed relationship with piston movement. All inta~e valve elements are mounted on a common drive shaft for concurrent revolving of all intake valves. Similarly, all exhaust valve elemen~s are mounted on their own common drive shaf~ for revolution indepen-dent o but in timed relationship to the intake valves.
Separate cylindrical valve chambers are ormed in ~he engine head fo-r each valve element, both intake and exhaust~ In addition ~o the previously mentioned ports communtîcatl~g with ~he engine cylinders, each valve chamber is provided with a respective port communicating with the induction system or the exhaust system. Thîs providing of separate ~alve shambers results in an advantageous isolation of the valve elements and an adjacent portion o~ the associated induction or exhaust system for more efficient engine operation.
Separate drive sha~ts for the intake and exhaust valves also permits selective ~djustment of timed relationship between the intake and exhaus~ val~es. This adjustability enables opera-72~5 Docket 9756-3 1 tion of an engine over a substantially greater speed range than would otherwise be possible.
According to one broad aspect of this invention, there is provided a rotary valve apparatus for an internal combustion engine comprising a cylinder head or an engine which includes at least one cylinder with the cylinder head adapted for mounting on the engine in operative relationship to ~he cylinder, said cylinder head having formed therein an intake valve chamber and an exhaust valve chamber, each of said chambers being of elongated cylindrical configuration, valve ports providing fluid communication between respective : valve chambers and the engine cylinder and an intake port and an exhaust port providing fluid communication between a re-spective valve chamber and a respective inta~e or exhaust manifold, and a rotary valve element of elongated cylindrical configuration coaxially disposed in each of said valve chambers for revolving movement in fluid flow controlling relationship to the respective valve port, each rotary valve element in-cluding a cylindrical tube mounted on a respective rotatable drive shaft journalled in said cylinder head and having an open end in fluid communication with either the respective intake or exhaust port and an aperture formed in a cylindrical wall thereof at a position to align with the respective valve port for a predetermined time interval during each revolution ~ ) - 3 -L~J
, ' ~ 5 ~
Docket 9756-3 1 of said rotary valve element and permit fluid flow there-through, each of said valve chambers being of a length to extend a distance axially from the open end of the valve element, said intake or exhaust port communicating with the respective chamber extension.
-3a ! ~, ,) ~7;~4~i~
DETAILED DESCRIPTION OF T:HE ILLUSTRATIVE
Ei'il~ODI~ NT
, A cylinder head 10 is shown in Figure l for an internal comhustion engine having two cylinders with this head being fabri-cated in t-~o sec~ions 11 and 12 which are designated ~ower and upper sections respectively. Both sections are adapted to inter-fit in superposed relationship and to be secured ~o the top of a cylinder block 13 for an internal combustion engine by means of bol~s 14 as shown in Figure 4. The illus~rative embodiment is a two cylindeT engine b~t it will be understood ~hat the number o~ cylinders may be increased and that the rotary valve apparatus may also be readily adapted ~o a V-block engine.
.
Formed in the two sections of ~he cylinder head are the respec*ive mating halves of the valve chambers lS and 16, intake and exhaust, respectively. These valve chambers are elongated cylinders wi~h all of the intake chambers disposed in axially aligned relationship as are the ~xhaust chambers. It will also be noted that the longitudinally aligned sets of cham-bers 15 and 16 are la~erally spaced apart in parallel relation-ship with the space ~herebetween providing a place -for receiving an ignition plug 17 as shown in Figure 4. The base of khe igni-*ion plug 17 projects through an aperture 18 provided in the upper head section 12 and is threaded into a soc~et 19 ormed in the lower head sec~ion 11 ~ith the electrodes 17a of the ig-nition plug extending into a head chamber 20 formed in ~he lower surface of the lower head section 11.
Each o the intake and exhaust valve chambers 15 and 16 is ~ormed with a coaxîal extens;on, lSa and 16a, respecti~ely.
.. .. ... . . ~
.~ . .
~0 7 Z ~ ~
1 These coaxial extensions as ~ill be subsequen~ly described in greater detall relative to a discussion of gas flo~r into or out of the valve chambers. The main portion of each val~-e chamber 15 and 16 25 previously stated is an elongated cylinder o~ predeter-mined length and diameter to receive a respective valve elementto be described hereinafteT. The chamber extensions are also o~
elongated, cylindrical configuration but the diameter thereof immediately adjacent the respective main chamber is o~ slightly smaller diame~er with ~he remote end portion being arcuately configured.
The lower s~t~on 11 of the cylinder head is also pro-vided with valve ports 21 in the respective valve chambers 15 and 16 and which communicate with a cylinder 22 in the cylinder block 13. A reciprocating piston P is included in the cylinder 22 for ope~ation in a conventional manner. The valve ports 21 are of the illustrated elongated rectangle configuration extend-ing circumferentially rela~ive ~o the cylindrical surface of the valve chamber in alignment with the ignition plug socket 19. This places the ralve ports 21 in diametrically disposea relationship to the associated cylinder for optimum uniformity in gas flow during the cyclic operation of the engine.
Formed in the upper section 12 of the cylinder head are intake and exhaust ports 23 and 24, respectively. These ports open to the respective valve chamber extensions 15a and 16a and are longituainally displaced in offset relationship to the valve ports Zl. Mounting bosses 25 with threaded bolt holes 26 are formed on the exterior surface of the upper head section 12 30 around the periphery of the intake and exhaust ports 24 and 25 .... .. ..
~7Z9~51 1 to ~acilitate connec~ion of induction and exhaust conduits ~not sho~
Posi~ioned in each of the valve chambers 15 and 16 is a rotary valve element 27 with all intake valves secured on a common drive shaft 28 and all exhaust valves secured on a second common drive shaft 29. ~ach drive shaft 28~ Z9 is jour-nalled in bearings 30 with each shaft having a respective end portion 28a, 29a extending through an end wall 31 of the cylinder head 10. The bearings 30 are disposed in respective be~ring seats formed in ~he upper and lower head sections 11 and 12 Mounted on each end portion 28a and 29a, respectively~ is a valve drive gear 32, 33. A driving mechanism tnot sho~m) is connected to the gears 32 and 33 and this ~echanism may advan-tageously be o a ~ype which permits selective adjustme~t ofthe valve timing relative to the crankshat ~piston position) and selective relative adjustment of the intake and exhaust valve timing. Mechanism for effecting such selective adjustmen~
is well known in the a~t and,,,therefore, is not shown in the drawings as it is not ~ecessary or an understanding of this invention.
As can be best seen in Figures 2 and 3~ the ro~ary valve elements 27 comprise a cylindrical ~ube 35 ~hat is open at one end and is integrally formed wi~h an annular moun~ing hub 36. The hub 36 closes the one end of the cylindrical tube 35 and includes a coaxial bore 37 through which the respective shafts, 28 or 29, and on which the ~alve elements are faxed in driving relationship. A suitable driving relationship may be efectively obtained by a key 38 adapted ~o fi-t in~o a recess (not sho~m) formed in the shaft and interengaging with an axial .. . ... . . ~ . . . .. . .. .
1~7245~
1 slot 39 in the bore 37. It will be noted that the thickness of the cylindrical t-lbe is such that ~he internal surface thereof is contiguous wl~h the chamber axial ex~ensions 15a and 16a for better fluid flow.
An aperture 41 of rectangular shape is formed in the wall of the cylindrical tube 35 of each valve element 27. This aperture 41 is of predetermined lsngth and is of a wid~h and length commensurate with the width and length of the respective valve ports 21 formed in the valve chambers. The apertures ~1 are axially posi~ioned in the cylindrical tubes 35 such that wi~h the valve elemen~s positioned in a respective valve chamb~r~ 15 or 16, the apertures will align with the valve ports to permit gas flow into or out of the cylinder by means of ~he open end of the cylindrical ~ube and coincident aper~ure and valve port.
The specific lengths of the valve ports 21 and apertures 41 aTe determined by the particular engine performance charac~eris~ics that are desi~ed with due regard to overlap a~d open-port times.
~0 Effecti~e fluid-~ight sealing o~ the rotary ~alve elements 27 in their respective chambers 15 or 16 is achieved by means of resilien~ sealing elements. These sealing elements are abricatea from materials capable of wi~hstanding the rela-tîvely high ~emperatures encountered in engine opera~ions. Two of these sealing elements comprise a pair of rings 42 disposed in ~espective circumferentially extending grooves 43 ormed in the outer cylindrical surface of the valve element 27. These respective pairs of rings 42 are disposed at opposite sides o~ an aperture 41. An additional sealing ring 44 disposed in circum-- 30 ferential groove formed in the hub bore 37 may be provided to - .... . ... . . .... . . . ..... ...
'Z~
1 f~lrther assure comple~e sealing of the valve element~
Completing sealing of each rotary valve element 27 is a pair of axially extending sealing elements 45. These sealing elements 45 are disposed in respective slots 46 which are formed in the wall of the valve chamber at opposite ends of the valve port 21 as can be bes* seen in Figure 1. Figures 5 and 6 illustrate the structure and operation o~ these seals in substantially g~eater detail with these seals projecting rom their respective slots 46 into contacting engagement with the exterior surface of the rotary valve element 27. Each of *hese axial sealing elements 45 is preferably formed with a side sur-face 47 which is effectively perpendicular to val~e chamber and a side surface 48 that is relatively inclined ~o the other sur-face 47 and ~-hich mate with similarly shaped side walls of ~es-pective slot 46. A passageway 49 formed in the head section 11 opens to the head chamber 20 and to side wall 47 of the slot permitting fluid communication therebe~ween. The operational function of this structural arrangement is that~ during cyclic opera~ion of the engineg gas pressure developed within a cylinder during power strokes will produce a force zcting on ~he axial sealing element 45 tha~ will tend t~ force the sealing element out of its slot and into positive sealing engagement with the surface of the valve element. This outwardly directed force re-sults from the 1uid pressure in the passageway 49 effectivelyacting on the inclined sur~ace of the slot 46.
A sha~t seal 50 is also positioned in a cooperative recess in the end of each valve chamber extension 15a and 16aO
These seals 50 are located at the end of the chamber opposite that ~lhere the valve element is positioned and complete the sealing of each rotary valve element 27 in ~ts respective ' .
~ ~7 ~ ~5 1 chamber lS or 16.
The ro.ary valve apparatus disclosed herein provides suhstan~ial operaLional advantages over ~he valve apparatus of S the kno~ prior art and which advantages ma~erially enhances the eficiency and performance of an inte~nal combustion engine.
The rotary valves are inherently more efficient in con*rolling gas flow into and ou~ of the engine cylinder *hrough the ability to locate the ports 21 in rela~ively opposed relationship. This opposed relationship coupled wi~h the flow path fTom or to the valve chamber that is relatively obstruction free results in an ~pt7mum gas 10w for scavenging of the gases from the cylinder at the conclusion of ~he power stToke as well as facilitating the intake or exhaust of the gases. A further particularly important advanta~e obtained is the substantially effective isolation of the valve chambers from each other. This isolation materially reduces the interference effect resulting rom the alternating flow patterns which would otherwise detract from the more,desirable laminar flow patterns obtained wIth this apparatus. Also, selectivity in adjustment o relative valve positions as to intake and exhaust permits operation at the most efficient setting in accordance w;~h power and speed requirements.
.. . . . . ...
~.................. . .. . .
Claims (9)
1. Rotary valve apparatus for an internal combustion engine comprising a cylinder head for an engine which includes at least one cylinder with the cylinder head adapted for mounting on the engine in operative relationship to the cylinder, said cylinder head having formed therein an intake valve chamber and an exhaust valve chamber, each of said chambers being of elongated cylindri-cal configuration, valve ports providing fluid communication between respective valve chambers and the engine cylinder and an intake port and an exhaust port providing fluid communication between a respective valve chamber and a respective intake or exhaust manifold; and a rotary valve element of elongated cylindrical configura-tion coaxially disposed in each of said valve chambers for re-volving movement in fluid flow controlling relationship to the respective valve port, each rotary valve element including a cylin-drical tube mounted on a respective rotatable drive shaft jour-nalled in said cylinder head and having an open end in fluid communication with either the respective intake or exhaust port and an aperture formed in a cylindrical wall thereof at a position to align with the respective valve port for a predetermined time interval during each revolution, of said rotary valve element and permit fluid flow therethrough, each of said valve chambers being of a length to extend a distance axially from the open end of the valve element, said intake or exhaust port communicating with the respective chamber extension.
2. Rotary valve apparatus according to claim 1 wherein said valve chambers are relatively oriented with the respective valve ports disposed in diametrically opposed relationship to the engine cylinder.
3. Rotary valve apparatus according to claim 1 wherein said rotary valve elements are disposed with their axis of re-volution in spaced parallel relationship.
4. Rotary valve apparatus according to claim 3 wherein said valve chambers are relatively oriented with the respective valve ports disposed in diametrically opposed relationship to the engine cylinder, and said cylinder head includes a mounting for an ignition plug positioned between the said valve ports.
5. Rotary valve apparatus according to claim 1 wherein the aperture formed in the wall of each cylindrical tube extends a predetermined distance circumferentially around said tube.
6. Rotary valve apparatus according to claim 5 wherein each said valve port extends the same distance circumferentially of the respective valve chamber as the aperture in the rotary valve element:
7. Rotary valve apparatus according to claim 1 wherein the cylindrical tube of said rotary valve element is closed at the other end and said aperture is of an elongated rectangular configuration having an axial dimension commensurate with that of the valve port.
8. Rotary valve apparatus according to claim 7 having fluid sealing means cooperating between the opposed surfaces of the rotary valve element and valve chamber to prevent fluid leakage therebetween when said aperture is not revolved into fluid communicating relationship with said valve port.
9. Rotary valve apparatus according to claim 1 having a plurality of cylinders and including respective sets of valve chambers for each cylinder, each of said valve chambers being isolated from the others and in independent fluid communi-cation with a respective intake or exhaust manifold.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA293,504A CA1072451A (en) | 1977-12-20 | 1977-12-20 | Rotary valve for internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA293,504A CA1072451A (en) | 1977-12-20 | 1977-12-20 | Rotary valve for internal combustion engines |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1072451A true CA1072451A (en) | 1980-02-26 |
Family
ID=4110339
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA293,504A Expired CA1072451A (en) | 1977-12-20 | 1977-12-20 | Rotary valve for internal combustion engines |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1072451A (en) |
-
1977
- 1977-12-20 CA CA293,504A patent/CA1072451A/en not_active Expired
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