CA1129346A

CA1129346A - Sleeve valved engine with positive total exhaust expulsion

Info

Publication number: CA1129346A
Application number: CA368,052A
Authority: CA
Inventors: Gerald J. Williams
Original assignee: Individual
Current assignee: Individual
Priority date: 1981-01-07
Filing date: 1981-01-07
Publication date: 1982-08-10

Abstract

ABSTRACT
This invention relates to A design for an internal combustion engine operating on the well known four cycle principle. It is intended for use when and where extreme efficiency is paramount in any application now served by conventional engines.

Description

~lZ9346 In conventional design of piston type internal combustion engines of the four cycle variety, the primary requirements are power, light weight, simplicity of construc-tion, longevity, smoothness; economy and simplicity of servicing and operation. To satisfy these diverse requirements a great number of design compromises have to be made.
Especially the requirements of both power and economy of opera-tion require design considerations which are diametrically opposite and especially in this area the accent on power usually overrules economy considerations. It is a well known fact among engine designers that the following conditions lead to the greatest efficiency, in conventionally aspirated engines:
1. Slow reciprocating and rotational speeds to reduce windage and friction losses. Note: Windage losses are the energy requirements to turn the engine over with the ignition off, but the throttle open. They consist of gas pumping losses, air, oil and cooling water resistance acting on moving components within the engine, and friction losses. Friction losses are the additional friction losses, over and above windage friction losses, caused by a greater stress on bearings etc. with the power on.

2. Total scavenging or expulsion of exhaust gasses to avoid contaminating the incoming fresh gas charge. Tests have confirmed that substantial more energy is developed by a certain weight of gas charge under ideal conditions of air purity and fuel atomization. Therefore, it is critically important to positively expel all exhaust gas.

l~Z934~

3. The intake charge must be correctly proportioned, with fuel completely vaporized and dispersed uniformly;
must be preheated to maximum safe value; and must be admitted with an absolute minimum in pumping losses and with a minimum of suction pressure under average conditions of power development.

4. The intake charge must be compressed without losses to maximum safe value into a combustion chamber which approaches the ideal spherical shape as much as possible.

5. Ignition must be central, and strong. Expansion of the hot gas charge must be complete before start of the expulsion cycle.
In conventional engine design these ideal condi-tions cannot be met due to inherent design limitations of the conventional components used. Total positive expulsion of exhaust gasses requires the reduction of the combustion chamber to practically zero volume with the exhaust valve open. The fixed stroke length of the conventional crank-throw results in constant volumetric displacement for the piston, and this volumetric displacement is chosen to suit the power stroke. The piston thus cannot be driven deep into the combustion chamber to expel all exhaust gasses;
the conventional poppet valve, in addition, would interfere with the piston if left open, with the piston driven fully into the combustion chamber. Other engine designs which do not use poppet valves also cannot achieve zero combustion chamber volume during the exhaust expulsion cycle due to the volume of the exhaust gas port hole or cavity, which cavity is always present and is located between the combus-tion chamber and the exhaust port opening in the enginehousing. Further, conventional poppet valves place a disc, the valve face, directly in front of the exhaust opening, _ ge 2 ~Z9346 ~orm;lng a2l ob~truo~ion or imped~ to Xre~ o~
r~ Lt~ ln b~k pr~ ure~ addy ~rronts and pu~
1088~g9. In ¢c~n~entio~l or oth~r e~tabll~h~d d~s~
the .~com~ng ~8~ ~as char~e~ whl~h i3 bolow atmo~phe~c pr0s$uro~ ~ontai~ted ~y th~ re~al~, e~hav.~k gas~ ~d is l~p~a~d by t~h~ hi8~er proa~ o~ ~ho ~haus~ ga~ ~nt~
conv~tl~al or oth~r ~tabll~d d~ do ~ot u~uall~r 8~0t~ combu~tio~ ohamb~ ~on~l~atio~ls w~oh appr~a~
~ ~d~ trical d~ape~ teE~ o~d~r to ~ r~t o~ ~aust 8a3 contai~
~e~h ga~ ~l~rg~ tho ~oD~ tion ~ 5 ~ ugua~y U~
~ap~ o~ other W1Sfl ~ap~d 'GO p~o~ot~ v~ol~ ~l~g ~l~er9~Qn o~ th~t ro~a~n8 ~t o~ 1~aU9t ~a~ Thi~
v~l~nt a~g ~ d1sp~rs10n ~ai~es t~ t~mperatur~ o~ o compr~us~d ~as ohar8~$ ~ ais~ag Or ~ra'curo r~ts ~ pr~mature ig~iO~l if not comp~nsat~ for b~ sl~ghtly lol~or~g tl~ r~dR~ rat~o. Comv~mt~a~ ~rs~c dr~Ye~
~ 9 ~a~ ut~s~0 ~o~s ~ tho ~r8Y ~orc0 o~ the s~a~aai~
b~ ~a~ g~ by d~ay~d ~aus'6 Y~V~ op~g tl~
~u~ l~e ~ d ~ro~c~ long~ 1~ ~o u~ zatl~n horo. A
Ih~rth~ ~om ~.rith co~tio~ ra~k~ is that t~o p~t~
t a~colo~etl and a~oleratoa u~or~r~ orea~
~d p0~ lo~ ~ ~he mov~ p~rt~.i Con~e~ o~ ly roQu~r~ sepa~Ato ¢ra~kthr~w~9 balan~rs ~d b~ar~g~ rOr ~a~ pl~
~e oom~l~t0 t;h~ *a~r c~ tw~ ~volu~ s Or the ora~k-~t are ~equ~ WJt~ the eo~o~ op~at~, ~e~un~ ~ ~p~d ~ t~er~ ~t b~ U5~ ~t~ t~ho ~t and the ~lvo ae~uatin~ ca~
I h~re r~d ~a~ t~o~ d~a~ra~o# s~a~r be o~e3 by l~e u~ o~ 'che ~ollowl~ ho d~co oo~ t~
o~ a p~ston~ on~ b~d o~ th~ ~o~vu~t~ o~ cyo~
P~

~lZ9346 prin~iple and ut~1~ a disc ~ ~ o~po~d ~i3ton ~otor layou,t7 wh~reby th~ ~e~ ~ Oa~ 08e~ o$' oppo~d ba~k~ o~
¢yl~d0rs an~ 3~iJtons ~ a stationary h~u~ r~ a oo~mo~ ~tr~ rotatla~ ha$t by v~tu~ o~ d~s~ o~
and by controll~ glno OXhala8t ~pUl~011 t3~ a ~w an~ noY~l s1~vo lralvo~ ~
Th~ do~i~o ha~ ~e follow~ s to o~rcom~
the lnhe~t ~ortc~ o~ o~aYont~o~a3 uad o~er ~n~
d~i~s~
A.~ ~low ~s~b~lt~ poo~ doYic0 rota~o~ h~S t~
d ~ coJn0~0Dal ~ n tlo~ ~or t;a3e ~ er Or pow~ar pu~ r~tl~ i~ 10Y b~ et~o~ 109~09 and a~lowin~ ~ler po~r output r~hcor~ tha~ as ~d vn ao~va~ti~l ~l~o~
b~ Low P~B loo~o~ ho aev~¢e h~8 ~ e~tr~ larz~
P~ Y1~h ~he ~op Or ~h~ Q~ ~ r bore op~n~ t~a~y uaob~truatd~ a~.o~o$o~ to co~lex ~o~t hol~a~
~a~plo3~ n~plrativ~ ~s~tio~ v~v~ ~OD~o~ whl~
r~ ~us~ 6a8 ~o~t ~ c~i~l ~ o~h~r dool~ 0 ~. ~od ~bl~ balan~o~ ~tio~l ~ ~1¢. ~he roqui~0 b~l~a~ ~t~al iDpxi~ e to CO~lY~t~L~l ~r~
~:., 81~ple ~t~a~ ~x~l~y ri~id pe~ s~!t.
a~v~s do~s nwt re~ a Caa~ rank~hat~
m~l~ta~e o~ a~ on~t~o~al d~
~o ~orlo~ r~14t~an~ on ~*18ht~ ~i20 or ~tr~gth for ~ v~g ~ p~ts~. ~h~ ~0~r~ ~0~8 ~lO~ e opa~atio~l o~araot~ 18~ u~ly 1~ ~t and ~re~ o~ ts~ a~ 0~t~rod iA ~lou~
3O en~e de-1~ ~th ro~at~g ~ r ~odcs~ hl~
co~trl~al ror~s ~or~ly l~t ~ ht o~ ~o~tRt a~a wh~ ~ugal ~or~eJ ~eate 911~riOUI~ r~ 5til0~11 lu~

botwe~n slid~f~ ~ace~ by ~orci~g mo~ing part~ ag~ln~t thsir mating sur~ac~
Per~octly ~ymmet~¢al ~o~abu~tl~ ~a3sl~er ~hapo wi~
GO~t~al ignlti~n~ ~h~ do~rie~ pl0~5 ~ combustion eha~b~r wh~oh Qppro~ohe~ ~ ldoal ~phsrl~ hsp~ v~r~ ~los~
I~ tho ~resh ~ o~arge is no~ c~tlta~l~t~ ~th ~hal381;
ga~ r~ant~ t~e ~r~ e l~ th~ mo~t per~ for o~ioient ~ombu3t~ s ~plo~d ln ~on~
tiqn~ d to d~p~ e ~t ga~ r~m~t~J
~0 'ch~y ab~orb ~orgy~ raiso c~pr~lo~ te~ atur~ tl~3 ~u~t b~ a~ Q3! by s~l~tly lo~ ~low~bl~ CQ~lpr~59~0n ra~lo~ ent:~d do~ do~ ~ot ~a~ to COp~ W1t~1 ~augt ga~ r~s~ t~ o~pro~i~n ra~ ca~ ~or ~
on ~on~r~tlod~ o~i~ or o~her ~g~8 ~ah m~t aGcoD~a d~ ~u~t 8~ ~t#.
., Poslti~o to~l ~ o~ oxh~u~t ga~s. ~he d~ie~
~l~y~ a ~bi~ation ~ ¢~ drl~ s~ ~Q~or a~ a aJ~ve ~o~ Od~ llow~ t;h0 oam~u~io~
~w3b~r ~ ~ ~od~ ~ ~r~ Yol~ a'c t~
~0 ~ t st~ allelf~ ~e ~$~ to ~ ho ~op p~ hta~ th~ ~xhau~t up~ ~lo~ a~g 3e~
Ibust~ e~bar ~olu~ ~ o~1;i~ expulslo~
o~ ; gas~e~ y ~ha~l~g ~¢i~o e~lcl~
~uri~ r ~ a t~oubleJ~ e~u~
~a~ ~ ~ ~ ~o or~ or~
l;odJly ~l mor~ ~o in ~ ~tur~.
h. T~e ~tant r~t~a o~ Qkio~ tio~ o~
s ~d r~at~ part~ d~ ~ploys a ~ o ~olprooat~ p~ f a~lQ~l~ ~UO o~t~ rat~ Or 3~ B~ lultl d~ lon o~ pis~a~s a~d rdatd p~r~J-Conv~t~o~l ora~ts r~ ~torm rat~ of a~loratl~ ar.d d~oe~erati~ o~ p~tan~ ~o~t~g ~
8~1S~ 8 ~lZ9346 ab~ s3~3~d~ ~ g p~r tr~
inCllldi~ li~l~l pl8ton$~ * a~ows ~ u~ ~t~
~r~t~vn b~ar~ ~t all p~w~r ~ ~ l~ati~
r0Jit~Lt~g i~ ~;~ly ~3W f~!lGt~OI~ loell~l3 ~E~ irL Q1011~1 k~
i~ t}~u~ o~ ~he 3~t~ c~l ~s e~ra~e ~ r~ g~

~a~o ~1; ~a~
or~ ~ ~i~o~ ~ t~x~

p~L~c~ & t~ ~i~ ~i~.ti 0~ Jl~ 3~S
U~ r~Z8 ~ ~e torq~
~ r~~ ;ho~ de~

do~t o~ ~RI. !~h~ ~*~1! ~V~it 2~ ~ ~ ~ Q~ ~$~ r~

Og~ ~ pX~OII ~0 a~ p~
r ~ ~ ~ **~r ~ ~o~ y ~a~

~l~t t~ ~ ~ ~o aa~ T~ p~o~ a~

r~bl3~ t~

w~t ~d ~8 ~ d~l;~t;l~ms on ~ ~ ro3~4r~ ~*
to ~Pu~ ~ ~ ~ul~ ~op~ ot e~ ~clS~

llZ93~6 T~ v~ce coDIpri~s ~ enginà w~Lth alt~a~ ~our't eyl~nder layout. The TD~ po~r~r ~ t i~ str~ht~ prov~d~
~lth ~p~it ~eavy du~y r~ r ~ain ~ar~ a~ provid~ wi%h d~sc ca~ on b~ o~ds. T~ r~uc~ engi~la ~dth~ ~e d~sc cam~ ~e ~nt~l~Ye~ ~ro~ th~ ~ o~ m~ p~ 9~ -~his al~o~ ~1 out~ido ~ac~ o~ ~ dl~e ea~ to ~0 ~wei~t b~ th~ t~g y~s ~or t~0 p~lt;~9,. ~ 03~1tO8~1a pl~t~ns ar~ c~t~a to ~e disc ~ by ~n3 of a c~cti~3 y~e as~bly. Th~ oo~n~t~ y~ a~wmbl~ ~omprl~s ~
1~ y~ wt41a~ d~l~s ~h~ d~ w~ ca~lo~ a ~n ~!~1~3 a ~als ~llow~P rollor~ Qllal arZa ~uS b~
p~on ao~t~ li~, Th~ ~a~ ro~o~ uppar p~l~ ar~
a3r~ ~d ~staz~ noct~ 1~5 a~s ~ars~ on o~*
~0~4n pin ~ihlch 3~a~ rou~h ~h~3 top ~d o~ ~ yo~.
Th~ ol~r ro~or a~d lo~r ~ sr~
are carrld by a s~ort };~i~ w~t~ a5~5 l;~au~ ~e ~ot~
~nd ~ ~o y~ h~ pl~ ~ot~ 1~ c~e~ ~e ~ols~ to t~ p~is~ by ~8 ~ t~ ~h~rb p~ton p~ ~L~
1~ ~d ~ ~ ~ ~ t~Q ~t~ s~milar ~o L C~ O~ ~ C~ p~n~ Th~ ly ~g ar~ d 10ll7 ~e ~ror~lo ~ ~a~ di~ ¢a~
~Q z~ ~ p4~3r ~a~ 8 r~a~ h~ ~ok~
~o~ ro~ ot~on ~y~ during d~
~am rol;~tlG~a~ ~ two ~ ar2l~s~ o~
~ca~ o~ p~

1~ y~ a~om~to t~e ~r~ ~e~l;orl~ a~
~11 t~me~ *y a~s~ a ~llght ~d~ay~ 1~ to ~ as~mbl;r. ~ p~ofi~ o~
3~ t~ G~p~at~ ~o~ t~lis sll~ht; s~d~ mot~n ~o ~hat ~o p~t~r~ e~osi~s~ tr~e`~ ~ a~al~ratio~ a~ a~c~-l~r~tlo~ k~r~s~ rrO~ p6~,~ ~o piSt~

llZ9346 eonDect~ng l~ llow ~e ~l~ght ~id~ o~ion oX ~eyok~ ass~mb~y aur~g reclprocat~n~ ~ry sl~t ~gl~
or ~r~ tra~ro~ y ~h~ pistQ~ c~ot~ng l~s aoe~
ro~l.t ~n a~ m~an~g~ul sld~ thru~3t on ~ pist~., Th~ pro~ile ~ tt~ dl~ ¢a~ ls de~ ~ to ~eci-procate the I~ist~n thr~gh fo~ plete 5tr~e3 ~ I~V~
ra~olutlo~. The ~ok~ len3Ftt~ ~ a~v~y3~ r~ tt~
an~a a~ de~ o ~oo~mod~ ~e ;gACterS of ~ir~
i~cy~ ~eria~ st~ d ~ ~al~c~., Th~ .~ a~cvlsd as ~o~lowsJ
oy d~¢tat~ t t~e pow~3r s~so d~l b~ d~ to ~r u~ a ~ g~ ~pa~di~
~a~ t 1~ ba ap~rox~td.y ~i~ ~* lnl;a~ 9~!0 Tho ~st ~ ca~y 1;~ pi~ ep ~to tho combu~tti~ chamb~r ~ ~as~iv03y e~ Al7 o~aust ~a~-~h~ con~ B~oI~ stro~ ls de~;l~l to ~ros~ ~n a c~pr~ r~o~ a h~ 3r o~ ~e ~t~k~
~ge~ ~h ~ ~ar~tar ~ ~80d~m ~rc~ oo~slon i5 ~ ~Ult ~ ~c po~ to~el ~au~t ~u~ tot~l ~ ~t~C~ ~V~ ~ 3 pi~t~ ~r~ ~ c~l~

~B ~h~ ~* ~tr~o. To ~p p~ a~c~l~rati~ e~nd d~e~ n ~ h ~ ot~ti~ i~ ~litrl~l i~ s12c ~t~ or ~cs) w~h ~ ~r ~o~ ut~ ~wo l2a ~gr~ ~o~ ~ e~u~ ~tr~ ~z~ 12~ d~8r0~ o~

6~ d~o~ os~ ~ *or ~ ~1 ~ 3~0 dag~ h~ 12Q
d,d~ d~3~ tr~ t~ ci~ a~d ~40~uss w~l~ ~h~ ~w i~ta~ a~ c~m~ ~0k~3 3O ro~t i~ le~s w~ e ~d pu3~p~ 13sse~ again o~n~it;t~
erriO~ ltl~gh tb~ ~am ~ro~ 8 ~ot r~s~lt i~ntical ~ut ~pposl~ pi~en po~ltion~ ~Qr ~ oppo~d ~1~9346 ~yl~lor~ ~e ~c~l~rati~ d d~c~l~r~tion ~or~ ara ~arl~ ~al~c~ and ~ d dur~g t~ ~oDIpl~t~ ra~lutiola ~xc~1t ~or ~h~r~ ~ca3 ~ri~ nd aompr~s~o~
sSrokl3~ ~lnc~ th~a u~Lbala~Q~s ur~ ~n the ~a dlr~tlon a~ th~ ~a~ic lmbaln~co c~u~0d by tl~ lop~id.~ ~ams~ y w~ e ~en car-3 o~ b~ o~to~ hala~lcRr~
~3d on t~he ~t~m0 end~ o~ th~ ho7~ ba~
a~a~ic ~bal~¢~ o* ~h~ two ~ wlll ~at~ ~ po~ul r~ uplo ~or~e abaut th~ r of' i~s o~
lO By installl~ ngi~ cQ~r ~ *xtr~ai~
tllo s~ln~ ~us~g~ h~wa~ ~o~a ~a ~o~t~r o~ ~aæs~
~# aix~ at ~he ~unt~rbal~003~ ~a~ b~ p~ ~ a m~lmu~ Th~ ~nt~r~ r~ ~r~ n ~opara~o ~a~t~ cQn~e~tri~ and ~ li~ wlt~ t~h~ ~ powor sha~t~ snd ar~ n by ~ ~pl~t two p~n coup~ ~1~
u~ a~ ~ ~pt ar~a o~ t~s ~ ~co ~ ~a ~9t ~o c~ t~ thQ ~a~a pou~ ~t., Th~ t~ ~nQ h~ oa ~0 l~
c~o~ s~ ~t~ pl~ ad~ ar~ ~to~
he ~ ~ow~r slla~t ~d 21la~ b~
r~ QV~ 'Q~rl~
~s o~ ion allow~ l~d~ bore~ ~o ~e ~r~ ~
h~? w~ b~tr~ a bolow. Th~t ~o~ .~ t~tal ~8t ~n ~¢t~rlJIti~ ot ~ Q~e~10 11l mE~
pC~ by th~ u:~ o~ pro~ati~ Jl~ a~ta Th~ oe~ ralv~ ~o~r~s~ a cyl~r~ ta~d ~h~bor~ ~lot~ly ~ra~n~ ~ ~at topp~ p~o~d~ Y~ r ~ b~Rrs ti~tl~lt ag~st t~o~ the ~l~t ro~e~ ~nbul~t~ ah~ r~
S~ g a~s~al~ yllnd~0r ~alls e~o provlded w~th radlal ~pe~ all ~ h~ ~-ri~t~ he top o~
~1 bor~. Th~sc rad~l ope~&~ 1~4d to a ~ ¢oace~
~2 9~46i tri~ ~aust ~as colla~to~ o radi~ op~n~s are ~orm~lly co~red by th~ upp~ ort~on o~ th~ ev0 Y1~1~9~ ~lur~ th~
o~au0t ~trok~ tho ~les~e ~al~ pull~ dow~ward a ~hort dl~tanoe so that a i~ull oirc~r~rontial radlal ~lot~d ope~ng be~ome~ avallablo ror 0xhs~st ~ xyul~ion~ T~e rla~ to~ped pi~ton ~8 ~ri~on ~pw~rd till it near~y tou~he~
lat ~oc~ t~o c~mbu~tioll oha~bo~ po~ltively H~
xhau9~ 9- ~ne ¢a~ pro~ 0~gn~d ~o k~0p thQ
pl~to~ mo~ntarily ~n thls po~ltlo~ tho ~o~o ~ o 0 i~ ra~ to elo~ tho ~au~t port., ~ha zoro ~bu~ on r v~alume t~8 ac~ ~t# al~o in exta~ ly ~lden'c ~h~r~g o~ t~ ~o~bustlon ~ ~r Wi~h 8 ~r~b u~orltam~ ~r~ ollowJn~ ~ p~J'10 law~. ~u~ ~vo ov~rlap 1~ no~ r~qulr~d nor ~ir~d~
~nd tl~ ~o~ 'che IntAk~ v81v09 ~r~ dl~h~y ~layo~
op~g whi~ the ~lstoa mo~oA ~o~mtRrd t1J~ n/o~ do~r~m~ntal t~ a~ vln8 Q ~ood gQII~ ~6~ ~ thi.s ~a~ nc~ tho ~ntsle atro~ ~t~rts w~ ro ~ o~ ~ pow r~ ~ nt to go~ ~l~r ChBX~ ~0 ~ o Ya~ a~tuf~ by ~!0 ~ a~d 3~1e b~ll ar~ ob~. Oxlo a~ h~
J~ll or~k l~ pS~d~ ~th Q ~ r ~ '~ eporat~ a ~lad. ~a~ o~ krao~ o~ ~e d~o ~a~. Sh~
m o~ tho b,dlora~k ~9 prc~d wi~h ~ oro~ t~
;~c~u~t~ng ar~s i~ d o~ l;h~ ~ar ~ia~; actu~tin`g a~ 9 lnte~ral ~i~h tho be~l ora~
~il~ ~ sth~r 1~ h ~rate actUating, a~. ~e actu-atin~ QJ op~at~ on trun~o~ b~sr~ pro~ un ~
low~r ~Ut8~0 Blllr~RC~ G~ th~l p~ ud~ s low~r ~urtloll of lee~ Yal~e~ The b~ ra~ ~0~ or~ly pul}~ t~s 30 ~l-ove ~alYe do~ v~ v~lY~ i~ r~ ed b~ our eaaa~ro~sion eoll ~pr~J op~t~g ~g~nst th~ bot~ ~go Or ~- sl~sv4 ~ The ~o~ ~rlng~ ~r~ i~stsllod in ~;LQ

~12934~

E~ae~n~d ~?o~k~t~ insid~ tho ~ hou~ and aro t~s 5~eLy tra~3pod pr6nr~tir~g th~ oo~l ~pr~g~ ~ro~Q dlslodgir~.
Th~ sl~eve ~al~ niquo ~n ~hat ~ s no~ portod~ ~n tha~
i'c uses l'c~3 comp'~:tl3 upp~r edge ~ 1 to ~ont~ o~s~io~
a~d te co~trol o~u3t ~ le~; ~n ~t it ~clp~ooa~es ln tr~ ~ertioal lisl~ m~ti~n ~d ln t~a~ r~t~
h~la c~osed by co~pr~ on ~oil ~i~s.
Th~ ~t~c Or th~ ~r~ char~ is han~l~ by a Gt3Y~'rl~t~is~ll. o~L~d ~amsha~t~ con~ntional ~v~rh~ad popp~t lO ~ oo~ tio~ ~ r ~rmæ a~ a a~nv~ntional ~ollor ahai~ ~r~ra., ~h~ ~act ~ tho d~o qa~G co~l~tes all ~trokes o~ the four cyolo ~rl~ ln ~ xevo~Lon~ allow~
t~o o~exh~ad ¢am~fha~t to b~ th~ut a ~spo~d r~ ctio Th~ ~o~plot~ o~rh~ ralvo Rctu~tla~ ~c~ d~
~o g~v~ tho low~t po~slblo eng~o pr~lQ~ wl~ tho ¢~m loca~ bet~eon t}~ Y~l~a ~t~s~ o sprl~s ar~
~r~ t~ w~g 1;h~ t l~ to o~rato ~ ~ e ~lty.
P~w~ t~ s ~rla ~ ~r or a ~xso it~ 8~1*1~ ~ ce~Lt~x o~ e ~ool~ ~ubri~tio~ lo~ Qr~ cç~s~an~l Wh~lQ
a~e~3~0ri~
oo~t~r ~al~acer ~a~l;3.
C~D ~*rel;ed pls'c~ ~4~ ot ~ rarlet~a~ QW
C~ ~or~ 5~0~1:Q~ S~r ~e~ o~ tho s'~ur str~k~ of tho lo pri~lo, ~ allow ~he ~cs~ n o~ ~11 Pour ~ol~os ~ o~ ~ ol~t~* Ga~ Qllow tU~rlll pls~ a~o0~at~n ant doo~lora~G~on~ ~a~a all~w s~al pi~to~s to o~e~a~o ~r~ o~a ~, T~e~r d~ are 30 e~: Or p~uo~clon~, ai~loul~y oJ~ c~ ~Lerg te~r ~d cr~alti~n u~ ~r~t ~o ~u~ st)r~
t~ y ep~rAt2 ~ tlle w~ pr~ci~le w!h~roby E ~ll~r~ t~
P~ea 11 l~Z9346 and ~ vortle~ rqa¢~ u~o2~ 1~ usu~y a~
~ h~ r~ r~ Pa~ To p~ ns~l98ii,Y~
~r~o~on losso~ ~e t~r~e roaGt~vn tn~on~ ~uld b~
~ti~ r~, ~,uippea~ tl~t ~
tsrqu~ ~ sldo th~t ~ t~ ~y ~o up3~ llol ar~ mou~ o~ ~tl~ ~th 9~.
~lo ~o~tru~ n r~ir0~ ~it ~;~ ~cd pis~t~ ~
~low ~ ~a~0 ca~act 3~rorlle ~r tho ~a~- ~ t~d~
~a~Y~ ~e~ ~ ~5 ~ $~ t~ ~p~ra~
~ *~ ~i~h a~ æ~ a~ u~ 9 ~r~ r~ct~o~- ~n ~h~ s~¢o~d a~ r~
af ~ In~ p~per ~ l~wo~ l æl~ ~a tb~
~iJ~;o~ tlz~ y~ r~ c~b~d i~ ~o c~
t~u~t am a~bly wl~ch P~q~iro~ rot p~ llo~ls a ~hallo~r ~ o~ ~ t~ 111~118~ ~ a~ pi~t~
~rt an~ a d~l~Y*æ ~ro~ Tb~
p~ sn 4C~ ~; l~s a~ ~etsl~d. ~r ca~ ra~g ~0 ~ot p~ ~ p~ton ~ti~ l~lu ~ ~Q

arr~e~l A~lc~lly ~o~t ~os~dl~ tio~ Yit;h dl30 d~s ~ 8~J~ ~ah ~1~ ~r~ t~Q ~ t~
ac~ o~ a~ ho P~rs~ tw~
~ tri~o~ lo~a~
p~1;~ coxmo~t~ ~ r~r a wi a~d ~ ~ ~x~aely ~at stral~ht ~rti~ rsc~ 0 laya~ wl~ ~u~ tru~nlon b~ a~d ~ ~he ~
rai~ t~ ra~w~s ~a ~ra~d a towGr~ r~ ~13~ t~l a~ Ar~ ~at~
~2 .

~129346 wlth ~ho split main baarlng cartridg~. Thl3 arra~goment ha9 t;h~ advant~ that th0 engln0 b.au8i~ ~VI~9 Cl~rL
i~corporat~ th~ ayll~der h~ads~ th~ ~yl~nd~r~ a c~mca~e "cr~c~se"~ a~ en~ a ~ery dealrabl~
~a~uLre~, while at the ~ame ti~0 allo~ a low ~g~u pro~
The ~rai8ht ra-:e~ays ~radd;~e th~ ~powor ~lse cam~ b~at are tega~er a~ro~ top o~ ~e ~ caEI p~3net~r~
The ~ on ~ t~ng yoko ~traddl0~ tha ~a~ roll~r ~o ih~ rig~d ~lg2~ ~o~ tho ~ ollo~l~r roll~ 7ha vn yc~k~3 bsr ~-an~l o~ a ~alr Or parall~ ol~ tw13t;
~o l~ pl~to~ or~ to as pi~ton 1~;~ ~na a C~F~ti.o~ piolio~ p~. ~ arrang~ont allo~ the p1s~ to ~lo~ ~atl~a to ~30 stra~ht ~r~o~ ra~oway~
thus a¢oo~cd~t~g ~v~t~b:lo ~a~AC~OlS ~ ~am~a~t~re a~ w011 ~ sli~t d-f~o~ti~n or w~ar Or t~0 ox~;r~y rlg~d ~tra~t v~rtl~ ~ac-way to~ ~ith~ tho d~ qaïY0.
Th~ body o~ tho plsto~ oorla ct~g y~k~ i~ pro~id~ ~h w~l~
al out~g~ sho~ or sl~pp~rs~ ~ f~ ~lo~el~F
~l~e tihe ~algh~ va~tl~al racewa~.. Th~se ~hQO~II Jitrlll ~Q ~ d both abov~ a~ ~lo~ th~ t~ ~run~on ~ller o~ th0 ~ P th~ ollo~r roll~r~ but ar~ a~rang~d o~y a~o~ th~ t t~nion ~ell~r o~ th~ b~ ld~ Or th~ oa~ ThoJ0 sho~ff ~uro th3~ the ca~ ~olloYer r~l~r ~ra~ J~ra~t l~ o~ y t allow th~ e~
l~o~low~r ~o~lox ~o ~8v~ llyODIl th~ bot'com t~r~tio~
o~ ~h~ ~trai~t Yort~ca:L rae~ays~ ~iqh c~o~ b~ ~ntlnu~
~1 the w~y ~o ~enter vr th~ ~18~2 ea~, sinc~ UJt clsar ~ ¢am~ctlon Jo~ wh~ iva~ n~ ba~a~ca~., Th~ th~u~t ~ or~d by ~h~ rollGlr u~ the 3O Ol~c ca~ is ~ak~ by two outrig~or ~;r~i~ roller~. ~he~a tru~o~ roll~ ry ole~y ~d~ t~v ~trai~ht ~ort~csl r~ ay~ ~ prot~d~ a S~w t;~ou~and~ o~ an ~nch boy~nd th~ 8t thrllst raa~ o~ ~tegra~ ~utri~gor ~hoo~ vf the p~ston ¢on~cti~ yo~. Th~s arrangem~st on~ure~ that t}~ in 8i~10 ~;h;ru~t ~erat~d a~ a r~
of ~he di~o oam torqu~ r~tio~ i~ taken bi! av~tl-fr~ation boarillgs~ a critlcally i~ rt~ oonside~at~o~ ~o~ ~glno ~icl~cy.

In d~aWin6~ Wh~ tS~nt;~ O~bOd~m~nt~ ~ the nt~O~ S a tran9~r~ ~r~8 ~ OI~a1 ~ W
~hOWi~g COmPOn~nt3 Or t~ eng~ rQ 2 ~S a 10~git~d~na1 ¢rO9~ 5~Ct10~ Y~ O On~ Or tWO OPYO80~ CY11nder ba~B~
~dth ~he ~c4nd ban~ b~g ld~t~al but opposit-~ ~or cl~r~ty~ tho slee valvo r~turn sprlng~ a~d tl~o ~coDd pl~ton a~ bly ~r~ no~ sh~m ~ 3 1~ a~ on~
~l~w o~ t~a dl~ ~s as arra~8~d on th~ msln pe~ 8~a~
~how~ t~ e r~lat~on~p~ d th 1~haUJt ~tro7~
~c~t~ lol~ o~ ~ bacl~fa~o Or the dl ~c ~a~8~ Pl~w~ 4 i~ a lo~l~a~l ~a~ plan cro~ c~ lo~:i~ dow~ ~r~
th- ~lee~e ~al~ a~tuat~g bcll a~ 1~ 5 i~ 8 ~r~ns-~r~- ¢ro~ s~¢tlo~ o~ l;he 810~vo ~alvo a~ti~ boll or~
c~o~ also ~owln~ bo~ c~rtrid~a~ a~
~Lp~ort~ r ~o e~l~ s~g~ Fl~ure 6 1~ a tra~v~
cro~ ctlo~ o~ t~e ~l~evl- valve ~ ~g b~ r~
tru~o~ ~ar~ and bdl cra~k s~l~t~g roll~r ~d val~ r~ ~ co~ s~ri~ o ~w~g thQ
~o~r~U ~r~a~e and ~ain b~l~r~ 7 ~ a ~r~#~o~
20 ~ro~ so~tlon of th~ ~U1~ h~S~U a~ o~t~ showl~g th~l #p~S~ m~ bear~ a~r~rl~go a~ o ~ ~r o~~ u~ 8 ~ ~ pl~ ~ow c~ ~ v~o s~ t~g m ohan~ Figur~ g ~llust~lt-~ the a~t~o~ o~
pa~all~ ar~ P~ 10 ~oJs ~o ~ d ~lto~at;~Y
~piBt;OIl I~ t~ yo~ce ~9~r. F~ 8~ rs ~ ~lrd ~}tcn~ati~o pi~ton ~o~c~g yo~ a~bly~
Th~ lo~ tra~l co~pri~ Oppo~-a Mat topp~ dit ~c~rt ~t~ roai~rQ~ ide oy~drioal ~loo~ valve~2~ oh op~t~ ~Jid~ oylln~r boros~3~
30 ar~ ~t~al ~th th~ e hou~g~ ~ioh ~ ~plit sbout tho tr~v0r~0 ~ent~r p~ h~ p~Jt~ r0 ~ ct~d to the alsc cas~5~ by m~a~ o~ ~ pi~to~ cv~ctl~g yolc~

as~mbly~6~ whioh compris~ a yok0 boay~7~ ln roll0r a ~a~n croY~ pinlg~ a~ upp~r parall~l a~m with ~t~
bsari~g ~ds~10~1 p~ston ~oDnect~g l~ a oas~ w~r roll~r~l2~ a csm ~ollo~r ~o31~ p~gl39 ~d a lower p~?allel ar~ pp~r para}lol ar~o~10~ p~Yots on a la;r~
p~n~.5~ wh~le thQ l~ver parallel ar~ pivot~ on a flx~l pln~l6~ P1J1;0n o~o~tlzag 3.i~cs~117 ~o~ct ~o th~
~l~to~ y m~anJ o~ ~son~l~l pl~ton pl.w~17~ Th9 i9 5~ 1~ int0~ral w~h t~ m~ ~r sh~t~l8~ oh ~8 la ~u~pport~l ~n ~s~y d,ugy ~l~lit ~!ollor bear~l9~ r~
co~ta~#l in a split ro~ovabl- ~arl~ art~lgo~,2~- ~ho o~i~dor b~roJ~3~ ~r~ pro~rid~d w~t~ oir~ r r~i~l ea~u~t ~ort;~ looat~ ~1 arou~ ~ho i~sldo ~a~o ~t th~ top 0~ G oyl~r bore~3~ O~I!I~alt l~a~ to a lar oxhauJt ~oll~torlæ. Tho d~ve v~1~o~2~ ts a~d ~e~l~
wl~ ~t~ top edge~, o~ a pr~o~lo~ ~ach~d ~la~ or ~roo~ at~ a~ root Or ~;ho bOr~24-~hO dQ~Ve Ya1~0~2~ 18 ~OtP~'C~ by a boll ~ra~k 2Q D~oh~i~mt25~ oo~p~ a low r ac~tl~ lo~o~ w~
rD~r,26, a b~l oran~ oro~ a~t,27t t~o up~r actua~6 l~r~2~ ~d doo~ tru~on boar~as~ ~do~ o~ oS th~ ~e~ lv ~2. Lo~or a~tu~t~
wl~h ro~ 6~ o~or~t~ on an O~UJ~ O ~ e lob~30 r~ ~th l;h~ ~ld~l o~ C ~ 5. Th~ Ya~ 2 ret~d ~n~l 89tlt~ io~ ~00Ys v~l~o ~prl~ 31 ~11 ~o ~e~t~ ~ t;h~ top ln ~pr~ At~32 d to ~h0 lovor ~o o~ th~ ev~ va~vo12~ a~a whi~
aro ~ a at th~ ~o~o~ ~rl~g po~X~o,33~
3~ ~i~ hou~ 4~ a~ ~i~ b~r~ ~r~e~20. Con~
poppot ty~ ~t~ 9~3~ tall~d ~ith thei~ ~dd~
~co~ ~lu~ ~t~ at rool~ o~ OOld~t~9~0~ hamber~a~

1129~46 and are opo~at~ by con~ntional rocke~ ar2~35~ a ~onv~ntlonal drive chain~36~ and ~prookot~37~ ~i~i~
~alv~ spri~n~s,3#, clo~ the intak~ ~alv~34. Power ~ak~
or~3~ ro~ ~ho ~t~ vf ~ r ~ . A
aonv~ntlonal overhe~d eamshQ~t~36~ ~s ~sod.
~ lgure 10 8~0W9 ~e s~¢sn~ zlter~ive pls~en com~cting ~o~se a~ bly7 a~ra~gad ~ h~ ~or~n o~ a ~omblr~ed th~u~t arm9 ¢~mb~n~ pi9'G~ l~le¢ti~ yok~ a~b3y~6 upp~ p~rall~l arm910~ lowor paralld ~r~14~ ~nto one 10 ~omb~n~ pisto~ aonn~l;~g yeke ana tbrust ar~n a~mblyJ39.
~Rll ~ixoa ~ 16~ nated. Tho p~st3~ eo~octln&
l~nks~ll, ar~ Joln~l b~r and ~ on a c~m~on tor~ae t?abe~O~
whi~l Rrrat~ m8n~; 8~ s ~ om 3~ro~
Fi~re 11 ~ow~ t~ho ~ d altorna'c~e pts~on co~t~g y~Xe ~s~tnbly~41~, ~m~loy~g thrust t~on rollor~42~ oper~tlng ~ ~tralght Yelrtl~al racoways,lt3, which aro arranga~ ~ a towor~ ch riso~ slde ~ ~i9ton JklrttlS ~d ~h towoer i9 a~ ~nte~ral port and oxt~910n o~ th~ spllt main ~ear~ng car~r~dg~20a T210 ~is~on 8~ ~o~eat~ yok~ a~bl3r~19 c~prl~s a yots:a bod~
B~ ln~ogral 1;~u~t ~ 5~ it clo~ly l~ld~ tha ~tral~ ~rtl~ rac~y9~3. ~'bo y0ke ~~t~t ~trad~l~s the m~n roll~r~8~ and ~l~c ca~5, witl~ ~ lon~
le~ o~ thQ yok~ bo~y~ acros~ ng0 o~
tha diso C~7~ lio ~up~ort kh3 cam ~ollower roller~l2~ by ~earl~ o~ a shorl; ¢a~tll~ red ~a~ s'oll~r pin~l3. lrh~
pl~ton connoe~ are ~n~l to~0th~ by a torque t~e~ wh~el~ n~ a~ rrO~ ~0w~
The fo~r ~ce~ o~ o s~r~lg;ht ~ l r~c~ t43 3~ Jol~ by l~g~wl~brldg~ 47~ acroJs ~ tGp ~ ace of ~h~ di~c ou~ d by lY~teral bri~e~ on~ g gF~at ri~1dlty~ roqulr~d to ~99i9i; s~da t~rust, ~Z

l~g346 ~nain b~ring ~axtria~eg2~ now iY~corpor~ng the tow~r7lh~
is p~e~t~d from rotatirl~ in t~ hou~ ~ a numb~r o~ pr~ision f~tt~d pin~lt9, shown ~n Fi~r~ 5.
Th0 maln roller~ yok0 body~ p1~ton link~711~ thru~t tru~,ion roller~42~ are all a~3~Dbl~ ~n l;ho ~ai~ roller pln~9~ pi~ton 1~ cor~ect~l to ~h~ pisto~
by mo~ o~ a co~n pi~tan pin~l7.
Fi~ 10 ~howJ t~ s~a~d ~l~rne~tlv~ pl~n conno¢t~ h y~ s#s~mblr~ arrang~a a~ on~ comb~d thxus~
10 a~-Figur~ 12 flhow~ t~ploa~ oam p~o~llo u~th~ s~eQnd alt~rna~ro ~l~ton co~n~t~ yolso as~ ly~
how~ ~o t}l~ra alt~raat~ p~ston ¢osm~t~ okq a~0~hly~ ~per~'ci~g ln ~tral~ rtloal ~ac~ lcoat~ pi~ton ~k~t~

~Q

Claims

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A radial cam driven, piston type internal combustion engine comprising an engine housing, a cylinder bank or cylinder banks, disposed on said engine housing and each defining one, two or three cylinders in a row, a piston in each of the said cylinders, a cylinder head or cylinder heads disposed on top of said cylinder bank or cylinder banks closing the open tops of said cylinders to form combustion chambers therein, a porting means, defining an intake port means and an exhaust port means, for each said combustion chamber, a valving means to block the said intake port means and exhaust port means, a valving actuating means to open the said valving means in timed relation with the pistons, an axially disposed main shaft rotationally supported in said engine housing, a radially profiled disc cam installed integrally on the end of said main shaft, said disc cam defining a radial lobed disc with an axially disposed flange around the perimeter, said disc cam profiled to impart reciprocating motion to the said pistons in a manner which will result in four piston strokes for each revolution of the said main shaft, said cam profile resulting in:
an exhaust stroke which carries said piston to the top position in said cylinder, an intake stroke which carries said piston to intermediate bottom position in said cylinder, a compression stroke which carries said piston to the top position in said cylinder, and a power stroke which carries said piston to maximum bottom position in said cylinder, said power stroke carrying the piston to cam connecting means deep into the projected outside diameter of said main shaft when viewed in axial direction, a piston connecting means for each of said pistons, engageable with said disc cam, to convert the reciprocating motion of said pistons to rotational motion of said main shaft, a fuel supply means, an ignition means, whereby a radial cam driven engine with deep gas expansion and low profile is provided,

2 . An engine according to Claim 1 wherein said profile results in an exhaust stroke which carries said piston to the maximum top position in said cylinder with the combustion chamber volume reduced to extremely small value, an intake stroke which carries said piston to intermediate bottom position in said cylinder, a compression strokee which carries said piston to the second highest top position in said cylinder, and a power stroke which carries said piston to maximum bottom position in said cylinder, whereby a radial cam driven engine is provided with low profile, deep gas expansion, near total exhaust expulsion and improved volumetric efficiency for the intake stroke.

3. An engine according to Claim 1 wherein said piston connecting means comprises a piston connecting yoke means for each of said pistons, engageable with said disc cam, and defining a means which will convert the reciprocating motion of the said pistons to rotational motion of the said main shaft, said piston connecting yoke means comprising a yoke type structure connected to the bottom of the said piston with a pivoted link, and bifurcated at the bottom portion to straddle an axially disposed first roller means and with a long leg of the said bifurcated bottom portion extending towards the center of the said main shaft past the front face of said radial cam profile, to provide support for a second roller means, said first roller means comprising a main roller, defining a cylindrical roller, rotatably supported on a main roller pin which is axially parallel to the long axis of said main shaft and which pierces said bifurcated bottom portion of said yoke type structure, said first roller means engaging the outer surface of said cam profile; said second roller means comprising a cam follower roller defining a cylindrical roller, rotatably supported on a short cantilevered pin, which is axially parallel to said main roller pin, and which is support-ed by and protruding inwardly from said bottom portion of said long leg, said second roller means engaging the inner surface of said cam profile, and further comprising a piston connecting yoke guiding and engine torque reacting means, said piston connecting yoke guiding and engine torque reacting means comprising a means engageable with said piston connecting yoke means, and positively limiting the movement of said piston connecting yoke means to a motion which is reciprocatively in line, or closely in line, with the reciprocating motion of the said piston and which said means keeps the said main roller and said cam follower roller positively axially parallel with the center line of the said main roller under all conditions and which means keeps the transverse radial planes of the said main roller and said cam follower roller in line with the corresponding radial plane of the said disc cam under all conditions and which said means resists full engine torque reactions.

4. An engine in accordance with Claim 3 wherein the said piston connecting yoke guiding and engine torque reacting means defines a parallel arm system comprising an upper parallel arm, defining a rod bifurcated at both ends and disposed in a general sideways direction from said piston, with the outer bifurcated portion pivotally supported on a fixed pin which is parallel with the long axis of said engine, and with the inner bifurcated end pivotally supported on said main roller pin and straddling said main roller, a lower parallel arm defining a rod bifurcated at its outer end and disposed parallel to said upper parallel arm, said outer bifurcated end being pivotally supported on a lower fixed pin and with the inner end pivotally supported by said cam follower roller pin.

5. An engine in accordance with Claim 3 wherein the said piston connecting yoke and the said piston connect-ing yoke guiding and engine torque reacting means comprises a combined piston connecting yoke and thrust arm assembling defining two crescent shaped arms, integrally linked together, arranged in parallel one behind the other, disposed in a generally sideways direction from said piston, and straddling the outer perimeter of said disc cam, and with the upper inward ends straddling the said main cam roller and pivotally supported on said main cam roller pin, and with the lower outward ends pivotally supported on a fixed pin, and further defining a single integral lower arm which extends inwardly from the middle portion of the front crescent shaped arm, to support the said cam follower roller pin, the said main roller pin, the said main roller, the said cam follower roller pin, the said cam follower roller, a piston link assembly, defining two link plates cross connected by a connecting tube, and with said link plates straddling said main roller and pivotally Supported on said main roller pin, and further pivotally supported on a piston pin, which is installed in said piston in the con-ventional manner, and which said combined piston connecting yoke and thrust arm assembly eliminates the piston connecting yoke means and/or piston connecting yoke.

6. An engine in accordance with Claim 3 wherein the said piston connecting yoke means and the said piston connecting yoke guiding and engine torque reacting means combination are replaced by a straight guided piston connect-ing yoke assembly, and a straight vertical raceway tower defining in combination, a straight guided piston connecting yoke assembly comprising a bifurcated yoke body which straddles the said disc cam perimeter and the said main roller to form a long leg and a short leg and which said long leg extends past the front face of the said flanged edge of the said disc cam to provide rigid support for a cam follower roller on a canti-levered pin, with the said short leg terminating behind the main roller to pivotally support the inward end of the cam roller pin with the outward end of said main roller pin being pivotally supported by the said long leg, with said main roll-er engaging the top surface of said cam profile and said cam follower roller engaging the inner surface of said cam profile, and which said yoke body is further provided with outrigger thrust shoes on both sides to engage a straight vertical raceway tower defining a tower shaped structure located within the said cylinder generally concentric about the cylinder centerline and penetrating the inside of said piston, said tower shaped structure being an integral part of the lower engine casing and comprising two pairs of straight raceways with each pair closely straddling the said outrigger thrust shoes and arranged parallel to the long centerline of said cylinder, with one of said pairs located behind said disc cam and the other said pair located in front of said disc cam and with said pairs cross Connected across the top of said disc cam by a pair of longitudinal bridges, while the bearing face of each pair is cross connected by a lateral bridge, a main cam roller, a main cam roller pin, a pair of thrust trunnion rollers, a cam follower roller, a cam follower roller pin, a piston connecting link assembly, defining two link plates cross connected by a connecting tube, and with said link plates straddling said ma m roller and pivotally supported on said main roller pin, and further pivotally supported on a piston pin, which is installed in said piston in the conventional manner.

7. An engine according to Claim a wherein the said valving means and the said valve actuating means controlling the exhaust stroke for each individual cylinders comprise a reciprocating sleeve exhaust valve means defining a sleeve valve which comprises a thin walled cylin-drical shaped sleeve reciprocably and concentrically arranged in each said cylinder around the said piston and which said sleeve has length so that its top edge bears against the roof of the combustion chambers while its bottom edge is approxi-mately flush with the bottom edge of the piston skirt during the said power stroke and which said sleeve is provided with a precision machined upper edge all around its perimeter which bears directly against a precision machined annular surface on the bottom face of the said cylinder head thus forming a gastight seal, and which said sleeve is further provided with transversely disposed, in-line, actuating trunnions which comprise short cantilevered pins, integral with the said sleeve, located on the extreme outside bottom edge of the said sleeve and close to the main shaft side of the said disc cam and which said sleeve is further provided with a transverse vertical clearance slot so that it may straddle the said disc cam without interference during engine operation and which said sleeve valve is further provided with coil spring seats on its bottom edge, an annular exhaust port, in each said cylinder, defining annularly arranged openings in the uppermost top portion of the cylinder walls of the said cylinders directly below the cylinder head and communicating with an annular, torus shaped exhaust collector duct, concentrically arranged around the top outside surface of the said cylinders, and communicating annularly inwardly with the said combustion chamber and which said annular exhaust port is normally blocked gastight by the said sleeve valve, a sleeve valve actuating means engageable with said sleeve valve for actuating said sleeve valve in timed relation with the position of the said piston in the said cylinders.

8. An engine according to Claim 2 wherein the said valving means and the said valve actuating means controlling the exhaust stroke for each individual cylinders comprise a reciprocating sleeve exhaust valve means defining a sleeve valve which comprises a thin walled cylin-drical shaped sleeve reciprocably and concentrically arranged in each said cylinder around the said piston and which said sleeve has length so that its top edge bears against the roof of the combustion chambers while its bottom edge is approximately flush with the bottom edge of the piston skirt during the said power stroke and which said sleeve is provided with a precision machined upper edge all around its perimeter which bears directly against a precision machined annular surface on the bottom face of the said cylinder head thus forming a gastight seal, and which said sleeve is further provided with transversely disposed, in-line, actuating trunnions which comprise short cantilevered pins, integral with the said sleeve, located of the extreme outside bottom edge of the said sleeve and close to the main shaft side of the said disc cam and which said sleeve is further provided with a transverse vertical clearance slot so that it may straddle the said disc cam without interference during engine operation and which said sleeve valve is further provided with coil spring seats on its bottom edge, an annular exhaust port, in each said cylinder, defining annularly arranged openings in the uppermost top portion of the cylinder walls of the said cylinders directly below the cylinder head and communicating with an annular, torus shaped exhaust collector duct, concentrically arranged around the top outside surface of the said cylinders, and communicating annularly inwardly with the said combustion chamber and which said annular exhaust port is normally blocked gastight by the said sleeve valve, a sleeve valve actuating means engageable with said sleeve valve for actuating said sleeve valve in timed relation with the position of the said piston in the said cylinders.

9. An engine in accordance with Claim 7 wherein the said sleeve valve actuating means comprises a bell crank lever, a bell crank lever roller, a cross shaft, two cross shaft pivot bearings, two sleeve valve actuating levers, two sleeve valve actuating trunnions, a sleeve valve actuating lobe on the back face of the said disc cam and a number of sleeve valve return springs, and which said bell crank lever is provided with the said bell crank lever roller engages the said sleeve valve actuating lobe on the said back face of the said disc cam, and which said bell crank lever is installed with its second end on one end of said cross shaft, said cross shaft being provided with pivot bearings at both ends, with said bearings supported by said engine housing, and said cross shaft further having one of said sleeve valve actuating levers disposed at each end, with said sleeve valve actuating levers engaging said sleeve valve actuating trunnions, of which one is fixed on each side of sleeve valve behind said back face of said disk cam, said mechanism actuating said sleeve valve in a downward direction only, with said sleeve valve return springs biasing said sleeve valve in an upward direction, said sleeve valve return springs defining compression coil springs disposed below or around the bottom edge of said sleeve valve.

10. An engine in accordance with Claim 8 wherein the said sleeve valve actuating means comprises a bell crank lever, a bell crank lever roller, a cross shaft, two cross shaft pivot bearings, two sleeve valve actuating levers, two sleeve valve actuating trunnions, a sleeve valve actuating lobe on the back face of the said disc cam, and a number of sleeve valve return springs, and which said bell crank lever is provided with the said bell crank lever roller engages the said sleeve valve actuating lobe on the said back face of the said disc cam, and which said bell crank lever is installed with its second end on one end of said cross shaft, said cross shaft being provided with pivot bearings at both ends, with said bearings supported by said engine housing, and said cross shaft further having one of said sleeve valve actuating levers disposed at each end, with said sleeve valve actuating levers engaging said sleeve valve actuating trunnions, of which one is fixed on each side of sleeve valve behind said back face of said disk cam, said mechanism actuating said sleeve valve in a downward direction only, with said sleeve valve return springs biasing said sleeve valve in an upward direction, said sleeve valve return springs defining compression coil springs disposed below or around the bottom edge of said sleeve valve.

11. An engine in accordance with Claim 1 wherein the said valving means comprises conventional poppet valves arranged in the conventional overhead valve configuration and wherein the said cylinder head forms a flush or nearly flush roof for the combustion chambers in the said cylinders and wherein the crown of the piston is shaped to appropriately and closely and snugly match the said roofs of the said combustion chambers and wherein the said exhaust stroke is designed to drive the piston into the combustion chamber so as to reduce the volume of latter to practically zero volume and whereby at this point the said valving means controlling the said exhaust stroke closes before the said valving means controlling the said intake stroke opens and whereby thus a maximum of spent exhaust gasses are positively expelled, and wherein the crown of the piston and/or the roof of the said combustion chamber is arranged to accommodate the slightly open exhaust valve without interfering with same.

12. An engine in accordance with Claim 2 wherein the said valving means comprises conventional poppet valves arranged in the conventional overhead valve configuration and wherein the said cylinder head forms a flush or nearly flush roof for the combustion chambers in the said cylinders and wherein the crown of the piston is shaped to appropriately and closely and snugly match the said roofs of the said combustion chambers and wherein the said exhaust stroke is designed to drive the piston into the combustion chamber so as to reduce the volume of latter to practically zero volume and whereby at this point the said valving means controlling the said exhaust stroke closes before the said valving means controlling the said intake stroke opens and whereby thus a maximum of spent exhaust gasses are positively expelled, and wherein the crown of the piston and/or the roof of the said combustion chamber is arranged to accommodate the slightly open exhaust valve without interfering with same.

13. An engine in accordance with Claim 4 wherein the said valving means comprises conventional poppet valves arranged in the conventional overhead valve configuration and wherein the said cylinder head forms a flush or nearly flush roof for the combustion chambers in the said cylinders and wherein the crown of the piston is shaped to appropriately and closely and snugly match the said roofs of the said combustion chambers and wherein the said exhaust stroke is designed to drive the piston into the combustion chamber so as to reduce the volume of latter to practically zero volume and whereby at this point the said valving means controlling the said exhaust stroke closes before the said valving means controlling the said intake stroke opens and whereby thus a maximum of spent exhaust gasses are positively expelled, and wherein the crown of the piston and/or the roof of the said combustion chamber is arranged to accommodate the slightly open exhaust valve without interfering with same.

14. An engine in accordance with Claim 5, wherein the said valving means comprises conventional poppet valves arranged in the conventional overhead valve configuration and wherein the said cylinder head forms a flush or nearly flush roof for the combustion chambers in the said cylinders and wherein the crown of the piston is shaped to appropriately and closely and snugly match the said roofs of the said com-bustion chambers and wherein the said exhaust stroke is designed to drive the piston into the combustion chamber so as to reduce the volume of latter to practically zero volume and whereby at this point the said valving means controlling the said exhaust stroke closes before the said valving means controlling the said intake stroke opens and whereby thus a maximum of spent exhaust gasses are positively expelled, and wherein the crown of the piston and/or the roof of the said combustion chamber is arranged to accommodate the slight-ly open exhaust valve without interfering with same.

15. An engine in accordance with Claim 6 wherein the said valving means comprises conventional poppet valves arranged in the conventional overhead valve configuration and wherein the said cylinder head forms a flush or nearly flush roof for the combustion chambers in the said cylinders and wherein the crown of the piston is shaped to appropriately and closely and snugly match the said roofs of the said combustion chambers and wherein the said exhaust stroke is designed to drive the piston into the combustion chamber so as to reduce the volume of latter to practically zero volume and whereby at this point the said valving means controlling the said exhaust stroke closes before the said valving means controlling the said intake stroke opens and whereby thus a maximum of spent exhaust gasses are positively expelled, and wherein the crown of the piston and/or the roof of the said combustion chamber is arranged to accommodate the slightly open exhaust valve without interfering with same.

16. An engine according to Claim 1 including separate engine accessories axial drive connecting means comprising two pin axial pin connector, engaging the outward face of said disc of said disc cam in radially opposite unswept areas of said outward face.

17. An engine according to Claim 16 which includes a dynamic engine balancer and engine accessory drive arranged axially in line with, and outwardly from, the said main shaft and which said dynamic engine balancer and engine accessory drive is rotationally supported by a longitudinal extension of said engine housing, said balancer driven by separate engine accessories axial drive connecting means.

18. An engine according to Claim 4 which includes a dynamic engine balancer and engine accessory drive arranged axially in line with, and outwardly from, the said main shaft and which said dynamic engine balancer and engine accessory drive is rotationally supported by a longitudinal extension of said engine housing, said balancer driven by separate engine accessories axial drive connecting means.

19. An engine according to Claim 5 which includes a dynamic engine balancer and engine accessory drive arranged axially in line with, and outwardly from, the said main shaft and which said dynamic engine balancer and engine accessory drive is rotationally supported by a longitudinal extension of said engine housing, said balancer driven by said separate engine accessories axial drive connecting means.

20. An engine according to Claim 6 which includes a dynamic engine balancer and engine accessory drive arranged axially in line with, and outwardly from, the said main shaft and which said dynamic engine balancer and engine accessory drive is rotationally supported by a longitudinal extension of said engine housing, said balancer driven by said separate engine accessories axial drive connecting means.

21. An engine in accordance with Claim 6, in which the said thrust trunnion rollers are eliminated.

22. An engine in accordance with Claim 1 wherein two of the said disc cam driven, piston type internal combustion engines are axially arranged back to back and integrated into one to form a flat four, V-four six, eight, ten or twelve cylinder double row radial engine.

23. An engine in accordance with Claim 2 wherein two of the said disc cam driven, piston type internal combustion engines are axially arranged back to back and integrated into one to form a flat four, V-four, six, eight, ten or twelve cylinder double row radial engine.