CA2141187C - Valves and valve timing for internal combustion engine - Google Patents
Valves and valve timing for internal combustion engine Download PDFInfo
- Publication number
- CA2141187C CA2141187C CA002141187A CA2141187A CA2141187C CA 2141187 C CA2141187 C CA 2141187C CA 002141187 A CA002141187 A CA 002141187A CA 2141187 A CA2141187 A CA 2141187A CA 2141187 C CA2141187 C CA 2141187C
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- Prior art keywords
- exhaust
- induction
- cylinder
- valve
- timing
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L5/00—Slide valve-gear or valve-arrangements
- F01L5/04—Slide valve-gear or valve-arrangements with cylindrical, sleeve, or part-annularly shaped valves
- F01L5/045—Piston-type or cylinder-type valves arranged above the piston and coaxial with the cylinder axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
- F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Geometry (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
Abstract
An exhaust valve assembly (30) selectively covers an exhaust manifold (42) circumferentially located about a top wall of a cylinder (20) without interfering with segments of a piston (21).
The exhaust valve assembly includes a ring-shaped portion (22b) of a cylinder lining which is configured to selectively obstruct air from escaping radially from the tog of the cylinder. The exhaust manifold (42) is opened and closed by the lifting of the exhaust valve assembly (30) by a vertical guillotine-type motion. An intake valve assembly (50) is provided on a cylinder head (26) and has a ring or washer shape. The timing of both valves is facilitated by a single spring (100) and induction and exhaust gear-like, planar timing bearings (70, 110). Each of the induction timing bearing (70) and the exhaust timing bearing (110) have a caming surface provided thereon to face the other bearing. The induction timing bearing (70) and the exhaust timing bearing are followed by respective roller tappets (72, 112). The valving and timing arrangement facilitate the flexibility in the design of a combustion chamber (21a).
The exhaust valve assembly includes a ring-shaped portion (22b) of a cylinder lining which is configured to selectively obstruct air from escaping radially from the tog of the cylinder. The exhaust manifold (42) is opened and closed by the lifting of the exhaust valve assembly (30) by a vertical guillotine-type motion. An intake valve assembly (50) is provided on a cylinder head (26) and has a ring or washer shape. The timing of both valves is facilitated by a single spring (100) and induction and exhaust gear-like, planar timing bearings (70, 110). Each of the induction timing bearing (70) and the exhaust timing bearing (110) have a caming surface provided thereon to face the other bearing. The induction timing bearing (70) and the exhaust timing bearing are followed by respective roller tappets (72, 112). The valving and timing arrangement facilitate the flexibility in the design of a combustion chamber (21a).
Description
W~ 94/02?1? ~. -' ~; ~ ~~ ~ ~~ PCT/US93/06952 ~; s_ ~:x ~. !. .~ arr v~~s a~D v~~ ~a~~~ it ~R zR~ Co~~s~~~~ E~GZ~ .
BACRGROBRD
1.. ~'aeld of Ir~~ent3:on .
This invention pertains to valves and valve timing for a cylinder of an. internal combustion engine.
BACRGROBRD
1.. ~'aeld of Ir~~ent3:on .
This invention pertains to valves and valve timing for a cylinder of an. internal combustion engine.
2. Rel ted art end ~ther ~oa~siderations ~pening and closing of valve holes, as well as the sizes of valve holes, are ~nportant considerations in a four-stroke internal combustion engine.
Four valve heads are traditionally arranged w~.th teao suctipn or intake valves on one side of the head, and two exhaust valves an the other side of the head. ~here h~.ve been attempts to alter the placement of the valves~ asgs, pl.ac.l.ng exhaust valves diagonally across from one another. These altered valve placement I5 attempts appear to ~nh~n~e volumetric efficiency, to lowed interference, and to offer certain thermodynama.c advantages:
~Ct eras generally believed that four valves in each cylinder mould optimally assure maximuz~ quantity of air intake. But recently some technicians have taken issue with the 'nothing better than four" credo. For example, Yamaha developed a five-valve FZ ?50 head.
., .
~le~andro De Tommaso developed a six valve head having ._ three suction valves and three cachaust valves inside a 90 mm circu~trference.
With the conventional ~aultiple valve arrangeanents very little of the valve head real estate is actually devoted to induction of combustible mixture, particularly since the valve head must also acco~odate exhaust valves (and in a manner without interference).
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_2_ Moreover, the exhaust valves protrude into the cylinder and thereby have a tendency to oppose the outflowing'of exhaust gases. Moreover, the exhaust valves (including the valve stems) are subjected to intense heat as the exhaust gas escapes.
There have been unsuccessful attempts (for example, the "Knight°' engine] to eliminate valves on the cylinder head, for example by reciprocating sleeves up and down within a cylinder lining for the purpose of 1,0 selectively opening and closing radial induction and exhaust ports.
Accordingly, it is an object of the present invention to provide a valuing arrangement that enhances volumetric efficiency and improves fuel consumption in an internal combustion engine.
An advantage of the present invention is the provision of a variable and efficient timing system for operating the ~ralving arrangement of the present invention.
S 'Y
The invention pertains.to a four stroke internal combust~.oz~ engine, and provides a single induction valve and a single exhaust valve, each of which are two times bigger than the valves of a typical four valve cylinder. Also included is a timing system with only one spring and two bearing-like gears with caaiing lobes for actuating movement of the valves.
The exhaust valve is part of an exhaust valve assembly selectively covers an exhaust port ~eircumferentially located about a top wall of a cylinder without interfering with segments of a piston, The exhaust valve assembly includes a ring-shaped portion of , ' a cylinder lining which is configured to selectively obstruct air from escaping radially from the top of the cylinder. The exhaust port is opened an~i closed by the i v L.:.,Y
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dVt'~ 94/02717 ;~ ? v. __ ~_ i~ a PCT/US93/06952 _3_ i lifting of the exhaust valve assembly (30) by a vertical guillotine-type motion. " . .
The induction valve is included in an intake a val~cre assembly and is provided on a cylinder head. The intake valve assembly has a ring or washer shape. The ring shaped induction valve thus provides a single, large opening in a cylinder head for induction of a combustible mixture.
The ti~:ng of both valves is faciliated by a single spring and induction a:nd exhaust gear-like, planar timing bearings. Each of the induction timing bearing and the exhaust timing bearing have a carving surface provided thereon to face the other bearing. The induction timing bearing and the exhaust timing bearing are followed by respective roller tappets. The valuing and timing arrangement faciliate the flexibility in the design of a combustion chamber.
Thus, the dynamics of the induction and exhaust timing systems are inverted with respect to one another, 2U but both systems share a co~cunon biasing spring and a common variable driving shaft.
~RI~F DESCRIpTI~N C,1F TEE DRAwII~GS
The foregoing and other objects, features, and advantages of the invention will be apparent from the following more particular description of preferred embodiments as illustrated in the accompanying drawings i~a which reference characters refer to the same parts throughout the various views. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention.
Fig. 1 is a partially sectioned, partially exploded front view of an exhaust valve assembly according to an embodiment of the invention.
Fig. 2 is a sectioned front view of an internal combustion engine showing an exhaust valve assembly and a 'AaV~ 94/02717 PCT/L1593/06952 -, ;, r ,; ~i ,;.~ w~
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timing control system for use therewith in accordance with an embodiment of the invention.
Fig. 3 is a sectioned side view of the engine of the embodiment of Fig. 2.
Fig. 4 is a sectioned view taken along line ~
-4 of Fig . 2 .
Fig. 5 is a sectioned view taken along line 5 -5 of Fig . 2 .
Fig. 6 is a sectioned view taken along line 6 -C of Fig . 2 .
Fig. 7 is a sectioned view taken along line 7 7 of Fig. 3.
Fig. 8 is a partial front view,of an induction valve assembly according to an embodiment of the invention.
Fig. 9 is an isometric view of an exhaust valve assembly and a cylinder lining according to an embodiment of the invention.
Fig. 10 is a sectioned, .isometric view of a seal included in an exhaust valve assembly of an embodiment of the inventions Fig. 3l is an enlarged detailed sectioned view of a portion of the exhaust valve assembly of the embodiment of Fig. 1.
I?FTl~II~D IaE~GF~PTIG~3 ~F SEE DR~~1II~GS
Fig. 1 shows a cylinder assembly 20 for an internal combustion engine. the cylinder assembly 20 includes a cylinder lining 22 having a major cylindrical axis 23. Cylinder lining 22 is comprised of two segments :.
E.~.:
-- a lower lining segment 22a and an upper lining segment _ '' 22b. Cylinder lining segment 22a is accommodated in an appropriately sized hole 24 in an engine block 25. , Cylinder lining segment 22b is discussed in greater detail hereinafter.
Engine block 25 has mated thereover an engine head 26. Are upper inner peripheral edge of the hole 24 WC~ 94/02717 r. .; ~ y ,~ ~ j PCf/US93/06952 !~ ~. x ~.. ~. ~ ) is peripherally recessed for receiving an annular seal 28. Annular seal 28 has a top interior surface which is beveled at an angle on the order of about 45 degrees (see Fig. 11). Annual seal 28 has a lower lip which protrudes into hole 24 and covers the axial top of cylinder lining segment 22a.
The cylinder lining 22 has a piston (unillustrated in Fig. 1, but illustrated as element 21 in Figs. 2 and 3) reciprocating therein in customary fashion. An ignition plug 29 a.s threadingly received in plug channel 29A of head 25, centrally above the cylinder lining 22. A spark end of the plug 29 depends into an annular combustion chamber 21a provided between a squish band 21b of piston 21 (see Figs. 2 and 3).
ST~tU~TUR.E : EXHAUST VALVE ASSEMBLY
As shown in Figs. 1 and 9, cylinder assembly 20 further includes an exhaust valve assembly 30. Exhaust valve assembly 30 .includes the cylinder lining segment 22b, also known as an exhaust valve ring member. As shown in more detail in Fig. 9, the exhaust valve ring member includes both a.lawer exhaust ring 32 and an upper exhaust ring 33. Both rings 32~and 33 are centered about , axis 23. Zower ring 32 has inner and outer diameters substantially eq~xal to the respective inner and outer dia~aeters of the cylinder lining lower segment 22a.
Upper ring segment 33 has a smaller inner diameter than the lower ring 32, thereby forming an overhanging ledge 34 which, as explained below, facilitates a sealing function. K::.
In the illustrated embodiment, the upper exhaust ring segment 33 has three valve stems 40 formed .
a' (preferably soldered) on an axial end thereof. Valve ~.
r stems 40 are provided at 120 degree angles about axis 23.
It should be understood that fewer or more than the illustrated number of valve stems 40 can be employed in other embodiments.
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_6_ As explained subsequently, exhaust valve assembly 30 reciprocates parallel to axis 23 (up andwdown in Fig. lj. During an exhaust stroke, lining segment 22b is lifted above seal 28, allowing exhaust gases to escape radially through exhaust channels or manifold 42 formed . in engine block 25 and head 26. During other strokes, cylinder lining segment 22b sits tightly on seal 28, blocking exhaust manifold 42.
Fig. Z1 shows in detail, among other things, the sealing of the exhaust valve assembly 30, including annular seal 28 mentioned before as fitting over the cylinder lining 22. In addition to annular seal 28, Fig.
11 shows an access ring 44 and a fishtailing seal 46.
Access ring 44 is threadingly fastened about the periphery of the ay~inder head portion which is directly above the cylinder. Removal of access ring 44 faciliates engre~s and egress of the exhaust valve assembly 30 during fabrication and repair.
The seal 46, shown partially in cross section 2p in Figo 10, has an annular shape as seen from above but an lateral teardrop shape in cross section. The outer peripheral edge of seal 46 has a series of small radial cuts or notches 47, which enhances its elasticity. deal 46, not being under high temperature, may be fabricated from normal steel.
The inner peripheral edge of seal 46 is positioned between access ring 44 and head 26 as shown in Fig. 11. The outer peripheral edge of seal 46 is , vertically flexible but vertically limited by the ledge 44 provided on exhaust upper ring segment 33.
The shape of seal 46 assures an airtight closure variable in height, as it is not possible to have a precise connection between the head 26 and the rest of , -.
the block 25. Then the connection of head and block is not perfect, the exhaust valve assembly 30 may be seated too high and (without the benefit o~ seal 46) gases may escape. But with the provision of the seal 46, the z-::~;
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., _7_ vertical amplitude of the segment flexures will be higher E
than the amplitude of the tolerance of combining head and r block.
L
It is thus seen that the exhaust valve assembly 30 is provided only along the wall of the cylinder and on the highest part of the cylinder assembly 20. In this manner, the exhaust valve assembly 30 does not interfere with the surface that concerns the piston rings. By providing an exhaust valve assembly 30 that opens 360 ~,0 degrees around axis 23, an exhaust area is provided with comparable area with a desirably large induction hole but without extending. the exhaust area undesirably deeper into the cylinder (e. g., along the axis 23j, and thereby increasing the likelihood of interfering with the piston and ring structure. In t~se illustrated embodiment, the cylinder assembly 20 has a bore of approximately 90 mm, but the fissure created by the opening of exhaust valve assembly 30 (projected on axis 23~ is only about 10 mm.
It should be noted that the valve assembly 30 of the present invention overcomes a great disadvantage of prior art exhaust valves. Prior art exhaust valves open toward the inside of a cylinder and accordingly oppose the outflow of combustion gases and further heat the valve stem. In contrast, the exhaust valve assembly 30 of the present invention does not, when opened, protrude into the interior of the cylinder, and does not expose its valve stem to hot exhaust gases. therefore, there is substantially less danger of preignition.
the exhaust valve assembly 30 of the present invention is well protected in its seat over the exhaust 3y...
fissure, and accordingly is not significantly exposed to exhaust gases escaging fr~m the cylinder assembly 20, nor does it obstruct flow of exhaust gases. Any heat that is y absorbed by the exhaust valve assembly 30 is dissipated 3a through stems 40 and its lower edge (which is near the cooling liquid).
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_8_ Moreover, the exhaust valve assembly 30 of the present invention permits the entire exhaust manifold 42 to be opened so that the depression therein increases the effective volumentric efficiency of the cylinder during induction. Prior art valuing arrangements employing exhaust valves on the cylinder head permitted only limited opening of the exhaust valves in view of the proximity of the piston. Hawever, piston proximity is not a problem for the exhaust valve assembly 30 of the I,0 present invention. Accordingly, full opening of the exhaust manifold 42 provides a total suction substantially equivalent tn increasing the suction created by the piston by about 1.5 times. .
~5 STRUCTURE: II~IDUCTI~N ASSEMBLY
Although unillustrated, cylinder assembly 20 of the embodiment of Fig. 5, has one or more .induction valves provided above lining 22 and in head 26 around plug 29.
The number and positioning of the induction valves is not 20 critical for an understanding of the operation of the exhaust valve assembly 30 of the present invention. A
currently preferred embodiment having one induction valve is illustrated, for example, in Figs. 2 and 3.
Figs. 2 ~ 3 and 7 illustrate an embodiment of a 25 timing system for controlling the operation of exhaust valve assembly 30 of Fig. 1. In addition, Figs. 2 and 3 ' (as well as Fig. 8) illustrate an induction valve assembly 50 for introducing combustible gases into combustion chamber 21a through induction channels 52.
30 Induction valve assembly 50 includes a flat valve ring member 54 concentric about cylinder axis 23.
Fling member 54 is thus also concentric with ignition plug, 29. Ring member~54 has a surface area approximately .
equal to half the surface area of the roof of the 35 cylinder. Advantageously, the single ring member 54 provides a passage area on the order of about twice as large as a conventional arrangement employing four VV~ 94/02717 " i (° j ~~ pCTlUS93106952 _)~
_g_ valves, and approximately two and one half times as much passage area as a conventional two valve arrangement.
The top edges of ring member 54 are beveled for seating against annular seals 56, 58. Seal 56 is shown v in Fig. 8; both seals 5G and 58 are shown in Fig. 2. , Induction valve ring member 50 has three stems 60 extending upwardly on an axial tap surface of ring 50 r (e. g., extending in a direction garallel to cylindrical axis 23). Induction valve stems 60 are positioned about axis 23 at 120 degree angular intervals, and are preferably soldered to the axial top surface of ring 50.
STRUCTURES TINTING SYSTEM
The timing system of the embodiment of Figs. 2, 3 and 7 includes both an induction tuning sub-system and an exhaust timing sub-system. Induction timing sub~
system includes an induction timing gear 70; two induction rollers 72; and, an induction tuning linkage to which the tops of the induction valve stems 60 are 20' connected.
Induction tiaxing gear 70 is disk-shaped bearing (the terms '°gear°° and °'bearing" being used interchangeably for this element) and lies in a plane perpendicular to cylinder axis 23. Gear 70 has its center on axis 23. Gear 70 is rotatable (via bearings or the like) about the head wall portion which forms plug channel 29A. Gear 70 has gear teeth 74 forrnned on its outer periphery. .
On its axial underside surface 76, induction timing gear 70 has three annular surface segments, including inner surface segment 76a; outer surface .
segment 76b; and, intermediate surface segment 76c (see ' Fig. 2). Outer surface segment 76b rides on shoulders 80, which in turn rest on head support surfaces 82 (see 3~ Fig. 2). ~r portion of intermediate surface segment 76c forms an integral carving surface against which rollers 72 ride. The carving surface includes lobes 78 (see Fig. 3).
~~;:
i~~ 941027 ~ 7 PCT/ US93/06952 Induction rollers 72 are provided at 180 degree intervals about cylinder axis 23. Each of the two M
induction rollers 72 are concentrically mounted about a roller pin 84. 1~ proximal end of each roller pin 84 is anchored in a roller post 86. Each roller post 86 is mounted on head support surface 88. Pd guide roller 90 is mounted intermediate roller post 86 and induction roller 72.
A distal end of each roller pin 84 is engaged by a reciprocating circular collar member 94. Collar 94 serves as part of the induction linkage. Collar 94 reciprocates about head wall 26 in a direction parallel to cylinder axis 23, and is concentric with cylinder axis 23. At its top collar 94 has the two corresponding roller pins 84 soldered or otherwise affixed thereto.
At three goints, an underside surface of collar 94 has attached thereto, near its outer periphery, the upper ends of induction valve stems 60. The underside surface of collar 94, at a diameter intermediate those of the valve stems 60 and head wall 26, is fitted with a spring 100. Spring 100 is concentric with and extends around the portion of head wall 26 which forms plug channel 29.A. A strength of spring 100 at rest on the ordeg of 65 Rg. is sufficient to seal the exhaust valves.
gn the crossing lift existing between the exhaust valve end the suction valve, the spring 100 will never exceed the highest compression established, in which case one h,as to pay attention that the valves are both partially opened and the sum of the two lifts must-be lower car equal to the maximum lift of each exhaust or suction !, _ valve.
The exhaust timing sub-system includes an exhaust timing gear 110 (see Fig. 3); three exhaust rollers 1I2; and, an exhaust timing linl~age to which tops of exhaust valve stems 40 are connected. Exhaust timing gear 110 is a ring-shaped bearing (the terms "gear" and "bearing" being used interchangeably for this element , CVO 96/02717 ~ ~ ; ~ ~' ' ~ PCT/US93/Ob952 and lies in a plane perpendicular to cylinder axis 23.
Gear 110 rotates (via interior peripheral bearings or the like) on support surface 114 provided by engine head 26.
Gear 110 has gear teeth formed on its outer periphery.
At its outer periphery, the upper surface of~gear 110 , provides a carving surface, having carving lobes such as lobes 116 provided thereon (see Fig. 3).
As shown in Fig. 3, exhaust rollers 112 ride on the carving surface provided by the outer periphery of the upper surface of gear 110. Each of the three exhaust rollers 112 is centrally and rotatably mounted on an outer end of a roller pin 120. An inner end of each roller gin 120 is anchored in a plate 122. A lower surface of platy 122 lies in a plane perpendicular to axis 23. Plate 122 has its outer edges shaped t~ form a triangle. Flate 122 is thicker towards its center, and .
has a central aperture (for fitting about the portion of head wall 26 wh~.ch forms the plug channel 29Ay.
At i.ts top inner edge, plate 122 supports 20~ spring 100, and many even have the bottom of spring 100 soldered or otherwise anchored thereagainst. The top of .
plate 122 may even have an annular groove for . accommodating the bottom of 'the spring. Thus, after exhaust rollers 112 are lifted upwardly by lobes 116, spring 100 applies a return forr:e to urge plate 122 and rolhers 112 downwardly.
Intermediate the triangular plate 122 and each f exhaust roller 112, each roller pin 124 carries a guide f roller 126 and a clamp 128 (see Figs. 3 and 7). Clamp t.
128 receives the upper end of a respective one of the ~... : .
exhaust valve stases AO aligned therebeneath.
Guide rollers 126 are each confined by a pair of upstanding guide walls 127. As shown in Fig. 3, spacer guide walls have the shape of a right triangle.
Guide rollers 90 for the induction rollers 70 likewise are confined by guide walls 129 (see Fig. 7j.
V~'~ 94/02717 PCT/US93/05952 ,!_ ::.M. ~ ~ !'~i .._ _ Fig. 3 further shows means for driving the timing system. In particular, the driving means includes a driving shaft assembly 150 having a dra.ving shaft axis 152. Driving shaft axis 152 is parallel to cylinder axis 23 but displaced to a side thereof. Driving shaft assembly 150 includes three driving shaft segments, particularly lower segment 150x, middle segment 150b, and upper segment 150c. Each segment has an axial bore for receiving a center spline 153. Spline I53 has two IO helically threaded segments, particularly spline segment 153a at its bottom and segment 153b at its top.
Driving. shaft segment 150b includes a toothed gear 154 radially mounted thereon so that its peripheral teeth mesh with teeth 74 provided on induction gear 70.
similarly, driving shaft segment 150c includes a toothed gear 156 radially maunted thereon so that its peripheral teeth mesh with teeth provided on exhaust gear 110.
At its base, as seen in Fig. 3, driving shaft assembly I50 has a driving shaft gear I58 which meshes with a crass shaft gear 160. As also shown in Fig. 3, crass shaft gear 160 also meshes with a comparable driving shaft gear 162 for another side of head 26.
At its top, driving shaft assembly 150 includes a ball bearing I64 having an engagement Or connection handle 166. Handle 166 is mechanically linked to an unillustrated rotating drive actuator, which in turn is governed in accordance with motor RPM and other parameters. In accordance with sensed RPM and other parameters, the rotating drive actuator rotationally 3fl displaces the spline I53, thereby causing the spline I53 i~.. .
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to adjust the positioning of the gears 154, 156 in accordance with all requireanents. Adjustment of gears , 154, 156 in turn performs an RPM-dependent adjustment for _ w induction gear 70 and exhaust gear 110, respectively.
Head 26 is also provided with oil passageways 170 for the induction timing gear 70. 5imi.larly, head 26 is provided with oil passageways 172 for the exhaust jf~, .
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_13_ t.ixn:ing gear 110. These oil passageways are used only with the particular type bearing shown, but would not be i used should roller bearings instead be employed.
Thus, it is seen that the timing system of the present invention comprises two gears 70, 110, both rotating about cylinder axis 23, but lying in spaced apart parallel planes (perpendicular to cylinder axis 23). Surfaces of the gears 70, 110 facing each other form carving surfaces operative for timing the opening and closing of valves. Bobh valve assemblies 30 and 50 move parallel, rather than at an angle to, cylinder axis 23.
7Ct will be observed that Fig. 3 illustrates portions of a timing system for an adjacent cylinder assembly, it being well understood that the cylinders are laterally aligned in conventional manner and commonly driven by intermeshed gearing.
As seen in Fig. 7, screws 180 are provided for securing head 26 to block 25. Screw holes I82 are also provided for a cover to attach to head 26.
Although not specifically discussed therein, it will be further understood that the internal combustion engine of the present invention includes other conventional features well known by those skilled in the art. For example, engine block 25 and engine head 26 are provided with passageways for the circulation of a coolant fluidv Similar, the cylinder lining 22 has a piston reciprocating therein.
~~~~T~O~ s ~~~U~T~~~ ~~~ AS~
In operation, it is understood that the induction valve assembly 50 is to be opened during an intake stroke of the engine; that the induction valve assen~bly 50 and the exhaust valve assembly are both to be closed during both the compression and combustion strokes _ of the engine; and, that the induction valve assembly ~0 is to be closed and the exhaust valve assembly 30 op~e:.ad during an exhaust stroke of the engine. As indicated i'"~ ~y ~~ 94/02717 P~CTIUS93/06952 'l ' ~; ~ '~ :% "~ , . L
_ '.'t ~_ ..r i above, the timing of the opening and closing of the induction valve assembly 50 and the exhaust valve assembly 30 is governed by the carving surfaces provided on the respective gears 70, 110, as more fully described belaw.
The timing of the actuation of the induction valve assembly 50 is governed by the carving surface provided in the inner surface segment 76a on the, underside of induction timing gear 70. Tn particule.r, induction rollers 72 follow the carving surface on inner surface segment 76a. When the induction valve assembly 50 is to alloy fluid communication between induction channel 52 and the interior of cylinder assembly 20 (i.e., during an intake stroke), lobes 78 on, the carving surface on inner surface segment 76a cause induction rollers 72 to descend ~i.e., travel in a direction parallel to axis 23 toward the cylinder assembly 20).
Descent of the induction rollers 72 pushes down the circular collar member 94, which in turn gushes down the valve stems 60 and hence the flat valve ring member 54.
Thus, the valve ring member 54 is unseated from seals 56, 58, allowing induction fluid to enter from induction channels 52 into combustion chamber 21a.
When the induction valve assembly 50 is to preclude fluid communication between induction channel 52 and combustion chamber 2la (e.g., during compression, and coBabustion strokes), the induction rollers 72 do not ride ;
on the lobes, but rather on a flat portion of the inner surface segment 76a, thereby causing valve stems 60 to rise and valve ring member 54 to seat against seals 56, ,.,.
58 in the manner shown in Fig. 2.
In analogous but inverted fashion, the timing of the actuation of the exhaust valve assembly 30 is governed by the carving surface provided on the outer periphery of the togside of exhaust timing gear 110. In particular, exhaust rollers 112 follow the gerighery of gear 110. When the exhaust valve assembly 30 is to allow ~;:
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i fluid communication between exhaust channel 52 and a combustion chamber 21a (i.e., during an exhaust stroke);
i the lobes on the periphery of gear 110 exhaust rollers s 112 to rise (i.e., travel in a direction para~.~.el to axis 23 away from the cylinder assembly 20~. The rise of the exhaust rollers I12 pulls up the exhaust linkage, which in pulls up the valve stems 40 and hence the cylinder lining segment 22b, causing the lining segment 22b to reciprocate away in guillotine fashion from the cylinder lining 22a and seal 28 fitted thereover. Thus, the cylinder lining segment 22b is unseated from seal 28, allowing exhaust fluid to escape radially at substantially 360 degrees from cylinder assembly 20 into exhaust manifold 42.
15' On the other hand, when the exhaust valve assembly 30 is to preclude fluid communication between exhaust channel 52 end cylinder assembly 20 (e. g., during compression and combustion strokes), the exhaust rollers 112 do not ride on the elevated lobes, but rather on a flat portion ~f the periphery of gear 110, thereby causing valve stems 40 to fall and cylinder lining segment 22b to seat against seal 28 in the manner shown in Fig. 3.
The exhaust valve ring member of the present invention has a height (projected on central axis 23) which is only about 11 mm, which is less than 50$ of the cylinder stroke and preferably less than 20~ of the ' cylinder stroke.
While the invention has been particularly shown 5 ' .'..:
and described with reference to the preferred embodiments thereof. it will be understood by those skilled in the art that various alterations in form and detail may be aaade therein without departing from the spirit and scope of the invention.
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Ig~ IAN
,~.s .said l~fara 3.f you try to inscribe in a circle se~rne .~d~ant3cal c3rcumfer~:nces s you will nat:.ice~ that aalth ~i~c ~3.~c3~s y~u d~ nest cover the ma3or area. Inscrihang fcur circles you can occupy a larger space, s~ith fivr.~- an aver lars~r one.
Nor, 1~t's auppos~ apt the ~~chaust of .a c~l3nder could he carried out raot thr~ugh the heed valves but ire another ww and through a,nath~r plat~, ~tc~ get the maximum passing area the 3,nducti~n, ~e cou3d use the exhaust l3gh°~ tao. v '~i~ fiv~ ~a~ves sae ~rould have an excellent pass5.ng area. but '~~cause ~f probls du~ to s~al3ng and fluid3~:y ~f air w i,nta3seP ~.he ~p~.~3.ng oil the valv~s must h~ppe,n towards the inside oaf the eyl finder and a very vast aurface~ cowered by the va~sre,e ~.s not useful. ~b~cau~e, part c~f the same snrfacw, cotal~ represent an ~bs~cla the .ira~ka ~f air a.nc~ pet..~°o3 , the sum ~f al°i the valve ax~as cann~t be hasher than hR~f the area cf the cylinder aroaf top P otherw~,se if ~re~ occ~:py the oth~r half the passing as ~r~.ll be reduced in a d3recy pr~i~rtionai mann~r. ~ .
~n the above grounds, 3t ,ia therefore superfluous tn u:~e four, f3~~ ~r even aj.~c valves °to cavgr a aurf~c~ that can easily obstaruct~d bythr~e va~l~'ers. E~ut eve: w: tl: three _ , ~alwee there remains the ,prable~a of th~r is~$.e:rf~rreaa~:~° W~a':
i f.v 'l~l~~ 94/02717 P~C1'/US93/a6952 .~ ;n a ,~ ;,, ~~
,.. ! :e .L ... c.~ a occurs i.ri .those cones ~.rhere the circumferences of the valves s are tangent to themselves and tc~ the cvl indpr w.~l l , t:~~ f~~.;t solution remains , then , that. of the s ingle ceW..°-aI v,.~lve :
h,.~t has also the aclvant.~ge of a considerably reduced surface u' contact with the seat; in f ct for a cert-.ain hc: ie the overlapping edge of the valve represPrts ,~ 1 ~~:~r p.~s sags surface Adopting the solLataon of the singler v,.~IvP trse problem :°.f functionally fitting the ignition pl~.ag remains aa:c~ , ~~: ~~: i;~
not possible to obtain an adequate pr~.~ximity for t:»c~ p'! aags .
the solution will be that of introducing sign.if.icant charges to the big valve: a large hole will have to bR m~~de in the ~entr~ of the, halve, thin the s°fem gill have tt~ be el :urinated and r~placed by throe having a smaller diameter, f~~~n they ~rlll be soldered to the valve am tend the hole fnr the pl;ag .
A.I~o this new °~r3ng°°shaped~ valve, will have to h,~ve surface to close equal tc~ half the area of tape c,ylander roof;
it s~~.l bee then, possible to widen the extern~~l diameter in such a way as to increase the: surface by a.n a.~n~~uazt e~na,.~l ro -the suacfaee of the hole for the pl;ag, thrd~tagh wh:~r.~: tie att~rture will theca be free ~ to en ter; in :his r. ase tc~c~ the ~:-contact surface between th~ plug edge .end the valve r~presents a .~ 3 ost surface to ba added to the e,~ter a~ai one , beat still r~neasuring Iess th,~n than three valves. ~ Maren~.~ew. i.f the space aror.~nd the plug does no: allow el,~~ugh w.id~:;v ;-.r~
~~ 94102717 , P~'/US93/pb952 ~18-permit the passage of water around the plug itself, zt~wil:
then be possible to further ea.ic~8r, the "ring°shaped" :~.=~lve . .
~ covering the same surface ) , as much as thoug3'W. tn 'oe ~agcessary. dais special inlet valve so produced, c:~Pa::es passage area twic~~as big if compared to the four valves .~:eL?
about two and a half times if compared to the c3 a:v-..ic r valves; the present abiliti.e~s in constrmcting pece: o' rr~3cromechani.cs can nr~~x reach such levels of anfinitesi.~na~l tolerance as to make it possible fc~r teze tyro ec3gea of '~:r:e valve, the interior end t~~ exterior one. tn f.it in ;:heir r~spective seats without mutual interlEerences; the seats wi::
then consist of the usual material.
We o~an raoga proceed to examine hair the exhaust should be mar3P
in order to ana3ce the above-mentioned .anc~uctian feasible to all intents anc3 purpcases ;;:;.;
CVO 9dl X2717 . ~. ~ ~ n ~') P~f/US93/~6952 i.: ~. I L 3- -f '~ S
~7.9_ 'T~i~ 1°I~LT~'r -- .
l~ first considcratic~n comes n..~tural : from wh~:ra ~ should t~
Faust gases come out, if the hole head is occupied by the g.aWuction?
coherently to the philasophy of the pro?ect, to such a generous induction must corre:~gond a really free exh.~us~. w~'. ~t'~
an adequately vast suacface of the hole.
By exclusion, the opening for the exhaus t gases can bR foun;?
only along tha wall of the cylinder and on the h~.~hea *' p,~rt.
of the c?a~ber in order rant to interfere wit..' tie surface that concerns the ~istan rings, they have, tharef.r~re~ ~.o be under t3~e exhaust hole. If we want to give the exhaust hale , an area progort3onal, to the induction hope,. we find some . proble.~ns : the dimension of one o~° :yore: syde windows wo~al d be, indeed, notable in he~.~ht and would impose the uap ag d~
piston ~ra.t~ rings ~t the base of the skirt . That would n:~~-.
bar fiuractional: we would have, then. problems with tl°:e sealing of the valves. as it would b~ necessary to onc~n *-..nwatd: the ,.
outside and to drive radial valves is a mess.
~'he solution is to rs~ak~ only on~ hole of limited height b°at. ;~~_ f oahich turns all around the highest p:~rt of the cylinder: in = .
:.
i..
this way, we c,~r~ obtain an area of passage a'~War~l2v, a~'al to the induction nne, with a fiasure of only 1I mrr,, if to~.e cylinder Haas .the considerahle be~re of l~tl mm. 'rhe ris»:: can have, in this way, a natural position finding their spline mm or even less under the top of the piston (according to the compression ratio, the shape of the chamber and the squish band) . In order to open and close, the chamber, the 5 hole has a special valve, obviously cylindrical, (Table 6) that moves up and down like a guillotine from the head to the chamber and viceversa.
What follows needs our particular attention. The sealing of the valves must be assured at the top with an edge of the 10 valve, folded inward, which rests on an edge made in the head, where a particular segment guarantees the necessary sealing, thanks to its shape and vertical elasticity.
To make this piece it will be necessary to choose a kind of material which preserves its elastic properties at fairly high temperatures; even though it is protected inside by the edge of the head, it could be reached by burning gases. As you can see in figure 3, Table 6 the shape has to assure for the valve an airtight closure variable in height, as it is not impossible for it to have a precise connection between the head and the rest of the block, being the valves part of the head. Therefore, if the connection is not perfect, the valve will be higher than it should be on the upper seat, and will be no longer sealed, in the case in which the head is to be lifted from the rest of the engine, we can have an escape from the lower part of the valve, that will not be able to close the whole spline, as it will have already knocked against its upper seat.
With the above-mentioned segment, we can obviate difficulties like these. considering that the vertical amplitude of the segment flexures will be higher than the amplitude of the tolerance of the combining of the head and block. This tolerance is even greater in the case of multi-cylindrical heads. In any case the segment is required to make oscillations that are not very tall and it has to bear a small mechanical effort and so, it can have a limited thickness, which, with small appropriate cuts around the external circumference, could have the required elasticity without having to apply to it weight superior to 5 Kg. The lower part of the valve does not present any particular problem for airtight closure, since it may be considered as a big valve with the diameter equal to the cylinder.
Therefore a joining will be created which is similar to that one of traditional valves with an inclination of the edge of contact of 30-45 degrees to the axis of the valve.
The pressing down of the valve will be assured by a spring of a special distribution, as will be seen later. A
strength for the spring at rest of 65 Kg will be sufficient (less than the two exhaust springs of a Fiat Fire 1000*) to make it possible to overcome the internal pressures of the cylinder Which tends to escape.
*trademarked In fact, we can establish that the sealing surface in a 100 mm cylinder is given by 314 mm per 0:040, 0:040 being a normal tolerance of joining between cylinder and piston and between valve and head. As a result of this we have a circumferential extension subject to the sealing which will approximately be equal to 314 mm. Now, considering a point of maximum internal pressure of 200 Kg per cm (Honda R.A 168 turbo, one of the most powerful has a limit of 167 Kg per cm). In extreme cases the strength of sealing is surely minor than 50 Kg as opposed to the 65 Kg of the spring, which wastes other 5 Kg to push the elastic segment down.
Of course, the surface of contact between valve and pipe will be covered with material similar to that of traditional valve seats. In the same way, the upper point of contact of the valve on the segment will be protected. As has already been said, there is no need for the lifts to be higher than 11 mm, cams of distribution will have normal and already tested dimensions. The common exhaust valves have a very great disadvantage, that of opening towards the inside of the cylinder, opposing the normal outflow of the exhaust gases which after having overcome them, continue to eat the stem too. The temperatures reached, are very high in comparison to the suction-valves.
(Fig. 7) :, 1~'O 94I~D2?17 ~, -;. ', _y ~, , , 6Je a~ obliged to use more resistant and rxpeaive .naterial s i j t chromium-plate steel , silicon :steel . artin3iur~ wi~:h a,~'high rcentage of nickel chromiuan). often, one .is obliged tc, ac~ complicated pieces such as hnllaw valves or part:.ailly .
filled with metallic sodiivn or lithiigm or pot~~s: iu,°r,'s al t:
which improve heat transmission from the h~r~d to tha stem.
~~I1 these probl~ms do not affect the n~w syste:~ for tnE
B~pulsion of gases.
~ctuaZlyA fnr ~e greater part of gas el.~~.natant~~ tg.m~:, "the:
guillotine" valve is well protePcted ir. its seat :~~rer the e'chatast fissure. It ia, therefore, not exposed to exllataar uses and it does not obs~°uct th~rir flow. any heat that ? t.
could absorb, when it is clos~d. soould tc~ $asi.:y ansoroen o~
the stems anc~ the le~wer edge that is near the cool ing 1 a.cuic?, as happens with tae piston. Sesic~es the function of aupportin~ distribution, also the task of sending exhaus uses towards the t~ao sides e~f the block and then tc thei.r respectiv~ exhaust manifolds is left t.o the sep,~ra~:ing ,ura;l:c t strong and wel l ~ a~ol ~d ? b~tween th~ cylirc~ers . Ir, this gray the entry and exit c~f gas is facilitated.
Sore limitations are due to the position of tie stems, hia ~e can ~bviate this, by inclining the separatior. galls of the ~1 ind~rs , as is shown in tabl a dr.. s.
;:.:
<<
~Y~ 9102717 PCT/US93/06952 . ~' r~ .I -~ (1 ''~
1..1 r t (v: ~. . .n .
s Y~IrY~~ 'rx~ilNO CO OZr ~a the top ~of they three stays of the intake va~.ve, we fiat the ~ppa~.~support,ing bas~ of the spring, better still if counter ~balancad and of considerable dimensions.. inside which there i,s an alluminium cylinder where the plug can be inserted.
°~,~ spring is inside the three stems and has as lower .
supporting base, a small bo~rl of appropriate shape which lees on the head; the opening ~f the valve oncurs r~h~n the upper supporting base is pushed dowse.
. F'a,r corr~ct end precise nnovement, it is necessary to have two poa~z~ts where pressure , should be applied, contemporaneous ly' ~.$n the opposite marg~s of the circular base. Where. it is . . us~fuI to apply roll~r .~tappe~ on which the low of lifting ~s . .~nposad by m~ans ' of the .rotation of a thrust bal l bearing , bel~nging to~~he h~ad co~r and that presents ion its Iawer aide and dir~ctly ~ in oontaot . ~a~.th the rollers ) two backs ~ahi~h, .during every revolution. push the tapc~ets with proper accalara°t~on and decalaration~
a backs, ,in fact, . ~ar~ . nc~thin~ else but the ~ccantrics of ~
n~ranal ~ cams ~ f3at ~ d~veloped ~n ~ the plane of the lower part of _ , 'the baasing -that is .dent~d ~xternally and that receive:
. . . . . . . . . . . 4.' mov~ment .from the driving shaft. through. gearing:. In the earns ~
~ay~ it is engaged .'s~ith the teeth of the bearangs . of :~e iaata3c~ valves of chambers which night. pass~.t~ly be contyg.~o:a.
' > '~;.
1%Vr3 94/02717 %' ~> i:' ~ ' ~ ~ PCT/US93/06952 i.~ ..:, .r. ,:_ ~., CJ '~
..' I
i fior dimension and rotation speed (equal t.o half a turn of the l e3rivins shaft) of the bearing, the development of a very"~lor.g yam is possible. A glass inside the spring which runs ,.
outside the cylinder containing the plug. will prevent.
undesiderabLe oscillations of the stems of the valve. In the , sarr~s way. the exhaust valve is con~xolled by thr ee bacla of a a~~g which lies on the head and encloses the stems of the val~re externally. ~ha backs act, this time on three rollers rather than two, because of the vaster perimetrical s ize.
hollers are fixed with a foot on the stems of "the ~illotine" when the backs operate on rollers ianc~ ,they a°.~.t.
simultaneously), moving them up, 'the whole valve ~s Lifted, vit .opens in ~ai~ way the exl~aauqt circular fissure; the three .
sues fiaced on the edge of the valv~ push c~o~an ~,"~e valve, ~s~aa, w3a~n it is ne~ess~ry for it to be closRd. Thus happ~rns becaus~ the three storms belong to the small lo~.~er _ supporting bowl of the spring of the intake valve which, b~i,r~~ partially at rest, during fhe exhaust phase , can be used even for the exhaust valve. In the crc::~sing lift r existing betwe~n th~ exhaust valve and the suction valve. they sprin~~will never axes~d the highest compression establi:h~:d 'by th~ proigct, in which one has to pay attention that the i:.:' ~, valves ar~ both partial ly vopened and the s:un of the two lifts ''' ~~
must be lower or equal to the maximum lift of each e~:h,.~us:. rr suction valve.
>:
W~ 94/~D2717 PCT/LJ~93/06952 s~ ~~
i. .
n ~.,n ~. ~.C .al. .~. ~
~~r the e~chaust too, we can use Iiftin~, laws with very atxor.g acceleration, thanks to roller tappets aahich can no:~cn,~lly stapport c3oubl~d weights and thar~.la to very Small climbing angles.
this is possible because of the nr~table dimensis~n of the bearing. as has been already explained. I~t wi.l1 then be useful to apply some rol l era . driver. by aural l sz: i table , t.o the six arms which. cone~ct the, stems of bath v,~Ives to t':n~-small supporting bowl for the spring . 1':~ais is tr a~~:;.;~a unc3esiderable torsions of the stems when the ba~c.ks attack the ~l.Iar tappets.
~~rs the sterns of both valcres are shatter anc~ ;..'~3nner Char.
usual and as a singly spring, even though thicker, has been used, we can rightly hope to obtain aurall weight, than3ss t.c~
th~r mechanics of dastsibution which a~3opt neith~:r arm: nnx balanc~. hut the large ~i~e of valsr~:s c.~oes not. m~~:e it possible, in my opinion, to save greatly on the s~aeight. Thss is th~ reason why an accurate plan of lifting Iaws raat b~:
studied which. swan though they are helpez~, as alxeavy meantionee~, 1'y the roll~r tappefi~ and by th~r very small climbing angles, musk however, tales into consic?eration the . :' possibility of a rotation sped faster than normal. In fact »w a prop~ller crude in this way can reach a rotation Speed unthinkable till to nova, 'because liari::ed :nosily by pas: ive .
resistances wore than pump ing ones . (:arlse~Laentl :~, a ear, t;~e ~VaD 94102717 h .~_ ~k .:.. ~ ~:~ i PCTIU~93/06952 i spring becomes important9 the choice of niunber and section of its coils anust be carefully considered so as not to have bx~a~ca due. to resonant~. It is possw.ble tc~ assure the ~luba~icataon of the distribution and of the thruJt. bearings in psrtacular, arraaaging Borne Ganali~ations which 3oin in the supporting seats of the various thrust bearings. So, t?~c~ tail fall from upper bearings iaill aasur~ roller lvbricatdon. On ~aeh side of ~very liner bearing s~ril1 beg created a coaznections to the lower-.. base a.n order to eliminate adar;uately the exceeding oil, otherwise emulsified by the dears of ;the bearings. the connections b~tween the head and .the bas~rnt, of course, pass through the separation walls of . a ~ va~ous cyl indess .
:...... ~ ..;~..., ~.:.,... .. '..., . ..,... :.. ~ . ..~; ~:..~,, - ,.. . , ~,~....: ,.,~~~ y f :.v ,..:, W~? 94/02717 PCT/US93/06952 f i !_ o -28-c~~a~~ ~~~~a ~~b~ ~asiar from ~ampetition ~ngines but alao in propell~srs with~ut variabl~ inductiozxs it is useful to adopts this kind ~f distribution for its particular prerogative: in fact t°~ae ~o~ss.ibility ~f ~keepirrg completely opened ~-he exhaust valve, gv~n ~nen ;~.h~ piston is at its ~.D.C. gives t3~e npportunitv ' ~o use ~tha c3epressi~r~ which is in the .exhainst pipe to incre~s~r filling P in ~ther words , a kind of overf~redang ~ng.ln~ without the ~ disadva.nt:ages of excess ive ~ gas Gonsa~mpt$onP weight ~~.ncrementa and complications typical of .a turbo compressor. ids. 'can count on the most complete .~ '~sP~ssiorn of the r~sidual . combustion products which are f~lloc3 by an aig mass ~ that had not to st~.agraate in the gn~ak~ a~a~ifold and hive a dower temperature to advantage the .~ volumetrical output arW th~ chacnbe~r temperatures that (~:ogether with th~ th~rmic advantages of "the ~u.~llotine"
.v~ the possibility to use larger pistons which give almaa::
. qtaadrati~ power incr~ments . . ~l.c3ding all these t~ireg to vahat I .
about the reduction , of pumping friction ~ that has much .
~raor~ ~I$~np~a~tanc~ than the 'passive. friction, specially at high ~p~ed.? ,, ~ 'it .s~e~aas ~r.igrat to ~xpect a considerab2e increment of .
. ire . and power . , , . ~ . . . .
If .a vea°~ little extension of th~ blQc°~; fr,r arranging v,~r:~ous _ i wrings of the distribution is accepted and if al9 ac.~~rilrate planning of the big springs and of the cams is realized in order to eliminate noise and vibrations and reach high speeds, a perfectly flat combustion-chamber can be achieved together with anotable squish band for a better swirl. (De Tomaso, even though he had the problem of cooling the head, showed the importance of that with his six valves).
So in engine projects designed for an economic aim, we can be sure to obtain interesting savings and pollution reduction.
Another interesting advantage is the possibility to easily realize (Table 2) a variable law of the time lifting of the valves so as to increase torque at the different speeds.
It is possible also to adopt a double turbine for the four cylinders, as was done for FIAT Triflux*.
We can have fluid exhaust (greater efficiency for a turbo engine) ; we can use a lighter cooling system; the head height and breadth much reduced, to the advantage of the barycentre and weight. We can employ two injectors per cylinder instead of only one, for a better spraying; we can have the elimination of possible crush of the exhaust valve on the piston. We can inspect again the chamber through the exhaust fissures without opening the head. Today the new technologies are the only way to survive in this sector. Over all the actual possibility that C.A.D. C.A.M. computers give us in terms of quickly projecting engines should encourage further that the right step to do is to build this engine.
*trademarked
Four valve heads are traditionally arranged w~.th teao suctipn or intake valves on one side of the head, and two exhaust valves an the other side of the head. ~here h~.ve been attempts to alter the placement of the valves~ asgs, pl.ac.l.ng exhaust valves diagonally across from one another. These altered valve placement I5 attempts appear to ~nh~n~e volumetric efficiency, to lowed interference, and to offer certain thermodynama.c advantages:
~Ct eras generally believed that four valves in each cylinder mould optimally assure maximuz~ quantity of air intake. But recently some technicians have taken issue with the 'nothing better than four" credo. For example, Yamaha developed a five-valve FZ ?50 head.
., .
~le~andro De Tommaso developed a six valve head having ._ three suction valves and three cachaust valves inside a 90 mm circu~trference.
With the conventional ~aultiple valve arrangeanents very little of the valve head real estate is actually devoted to induction of combustible mixture, particularly since the valve head must also acco~odate exhaust valves (and in a manner without interference).
A~VO 94/02717 PCT/U593/U~952 'l 's . w ~ ~°
c;: .~. ':~ ~ _~ .J
_2_ Moreover, the exhaust valves protrude into the cylinder and thereby have a tendency to oppose the outflowing'of exhaust gases. Moreover, the exhaust valves (including the valve stems) are subjected to intense heat as the exhaust gas escapes.
There have been unsuccessful attempts (for example, the "Knight°' engine] to eliminate valves on the cylinder head, for example by reciprocating sleeves up and down within a cylinder lining for the purpose of 1,0 selectively opening and closing radial induction and exhaust ports.
Accordingly, it is an object of the present invention to provide a valuing arrangement that enhances volumetric efficiency and improves fuel consumption in an internal combustion engine.
An advantage of the present invention is the provision of a variable and efficient timing system for operating the ~ralving arrangement of the present invention.
S 'Y
The invention pertains.to a four stroke internal combust~.oz~ engine, and provides a single induction valve and a single exhaust valve, each of which are two times bigger than the valves of a typical four valve cylinder. Also included is a timing system with only one spring and two bearing-like gears with caaiing lobes for actuating movement of the valves.
The exhaust valve is part of an exhaust valve assembly selectively covers an exhaust port ~eircumferentially located about a top wall of a cylinder without interfering with segments of a piston, The exhaust valve assembly includes a ring-shaped portion of , ' a cylinder lining which is configured to selectively obstruct air from escaping radially from the top of the cylinder. The exhaust port is opened an~i closed by the i v L.:.,Y
i :,..
.rr. ., , ~ .; .~ :? : l ~.v.
dVt'~ 94/02717 ;~ ? v. __ ~_ i~ a PCT/US93/06952 _3_ i lifting of the exhaust valve assembly (30) by a vertical guillotine-type motion. " . .
The induction valve is included in an intake a val~cre assembly and is provided on a cylinder head. The intake valve assembly has a ring or washer shape. The ring shaped induction valve thus provides a single, large opening in a cylinder head for induction of a combustible mixture.
The ti~:ng of both valves is faciliated by a single spring and induction a:nd exhaust gear-like, planar timing bearings. Each of the induction timing bearing and the exhaust timing bearing have a carving surface provided thereon to face the other bearing. The induction timing bearing and the exhaust timing bearing are followed by respective roller tappets. The valuing and timing arrangement faciliate the flexibility in the design of a combustion chamber.
Thus, the dynamics of the induction and exhaust timing systems are inverted with respect to one another, 2U but both systems share a co~cunon biasing spring and a common variable driving shaft.
~RI~F DESCRIpTI~N C,1F TEE DRAwII~GS
The foregoing and other objects, features, and advantages of the invention will be apparent from the following more particular description of preferred embodiments as illustrated in the accompanying drawings i~a which reference characters refer to the same parts throughout the various views. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention.
Fig. 1 is a partially sectioned, partially exploded front view of an exhaust valve assembly according to an embodiment of the invention.
Fig. 2 is a sectioned front view of an internal combustion engine showing an exhaust valve assembly and a 'AaV~ 94/02717 PCT/L1593/06952 -, ;, r ,; ~i ,;.~ w~
i' t.
..i., _~ '_~
timing control system for use therewith in accordance with an embodiment of the invention.
Fig. 3 is a sectioned side view of the engine of the embodiment of Fig. 2.
Fig. 4 is a sectioned view taken along line ~
-4 of Fig . 2 .
Fig. 5 is a sectioned view taken along line 5 -5 of Fig . 2 .
Fig. 6 is a sectioned view taken along line 6 -C of Fig . 2 .
Fig. 7 is a sectioned view taken along line 7 7 of Fig. 3.
Fig. 8 is a partial front view,of an induction valve assembly according to an embodiment of the invention.
Fig. 9 is an isometric view of an exhaust valve assembly and a cylinder lining according to an embodiment of the invention.
Fig. 10 is a sectioned, .isometric view of a seal included in an exhaust valve assembly of an embodiment of the inventions Fig. 3l is an enlarged detailed sectioned view of a portion of the exhaust valve assembly of the embodiment of Fig. 1.
I?FTl~II~D IaE~GF~PTIG~3 ~F SEE DR~~1II~GS
Fig. 1 shows a cylinder assembly 20 for an internal combustion engine. the cylinder assembly 20 includes a cylinder lining 22 having a major cylindrical axis 23. Cylinder lining 22 is comprised of two segments :.
E.~.:
-- a lower lining segment 22a and an upper lining segment _ '' 22b. Cylinder lining segment 22a is accommodated in an appropriately sized hole 24 in an engine block 25. , Cylinder lining segment 22b is discussed in greater detail hereinafter.
Engine block 25 has mated thereover an engine head 26. Are upper inner peripheral edge of the hole 24 WC~ 94/02717 r. .; ~ y ,~ ~ j PCf/US93/06952 !~ ~. x ~.. ~. ~ ) is peripherally recessed for receiving an annular seal 28. Annular seal 28 has a top interior surface which is beveled at an angle on the order of about 45 degrees (see Fig. 11). Annual seal 28 has a lower lip which protrudes into hole 24 and covers the axial top of cylinder lining segment 22a.
The cylinder lining 22 has a piston (unillustrated in Fig. 1, but illustrated as element 21 in Figs. 2 and 3) reciprocating therein in customary fashion. An ignition plug 29 a.s threadingly received in plug channel 29A of head 25, centrally above the cylinder lining 22. A spark end of the plug 29 depends into an annular combustion chamber 21a provided between a squish band 21b of piston 21 (see Figs. 2 and 3).
ST~tU~TUR.E : EXHAUST VALVE ASSEMBLY
As shown in Figs. 1 and 9, cylinder assembly 20 further includes an exhaust valve assembly 30. Exhaust valve assembly 30 .includes the cylinder lining segment 22b, also known as an exhaust valve ring member. As shown in more detail in Fig. 9, the exhaust valve ring member includes both a.lawer exhaust ring 32 and an upper exhaust ring 33. Both rings 32~and 33 are centered about , axis 23. Zower ring 32 has inner and outer diameters substantially eq~xal to the respective inner and outer dia~aeters of the cylinder lining lower segment 22a.
Upper ring segment 33 has a smaller inner diameter than the lower ring 32, thereby forming an overhanging ledge 34 which, as explained below, facilitates a sealing function. K::.
In the illustrated embodiment, the upper exhaust ring segment 33 has three valve stems 40 formed .
a' (preferably soldered) on an axial end thereof. Valve ~.
r stems 40 are provided at 120 degree angles about axis 23.
It should be understood that fewer or more than the illustrated number of valve stems 40 can be employed in other embodiments.
;:.:, ,.
t .; .
~'~ 94/02717 PCT/US93/Ob952 _ ;t .~_ .;' r) ~ ~.
_6_ As explained subsequently, exhaust valve assembly 30 reciprocates parallel to axis 23 (up andwdown in Fig. lj. During an exhaust stroke, lining segment 22b is lifted above seal 28, allowing exhaust gases to escape radially through exhaust channels or manifold 42 formed . in engine block 25 and head 26. During other strokes, cylinder lining segment 22b sits tightly on seal 28, blocking exhaust manifold 42.
Fig. Z1 shows in detail, among other things, the sealing of the exhaust valve assembly 30, including annular seal 28 mentioned before as fitting over the cylinder lining 22. In addition to annular seal 28, Fig.
11 shows an access ring 44 and a fishtailing seal 46.
Access ring 44 is threadingly fastened about the periphery of the ay~inder head portion which is directly above the cylinder. Removal of access ring 44 faciliates engre~s and egress of the exhaust valve assembly 30 during fabrication and repair.
The seal 46, shown partially in cross section 2p in Figo 10, has an annular shape as seen from above but an lateral teardrop shape in cross section. The outer peripheral edge of seal 46 has a series of small radial cuts or notches 47, which enhances its elasticity. deal 46, not being under high temperature, may be fabricated from normal steel.
The inner peripheral edge of seal 46 is positioned between access ring 44 and head 26 as shown in Fig. 11. The outer peripheral edge of seal 46 is , vertically flexible but vertically limited by the ledge 44 provided on exhaust upper ring segment 33.
The shape of seal 46 assures an airtight closure variable in height, as it is not possible to have a precise connection between the head 26 and the rest of , -.
the block 25. Then the connection of head and block is not perfect, the exhaust valve assembly 30 may be seated too high and (without the benefit o~ seal 46) gases may escape. But with the provision of the seal 46, the z-::~;
!3'O 94/02717 ~~ P~'/US93/0695Z
i ii ~ '~
,~ ,.: .~ .z. .~.
., _7_ vertical amplitude of the segment flexures will be higher E
than the amplitude of the tolerance of combining head and r block.
L
It is thus seen that the exhaust valve assembly 30 is provided only along the wall of the cylinder and on the highest part of the cylinder assembly 20. In this manner, the exhaust valve assembly 30 does not interfere with the surface that concerns the piston rings. By providing an exhaust valve assembly 30 that opens 360 ~,0 degrees around axis 23, an exhaust area is provided with comparable area with a desirably large induction hole but without extending. the exhaust area undesirably deeper into the cylinder (e. g., along the axis 23j, and thereby increasing the likelihood of interfering with the piston and ring structure. In t~se illustrated embodiment, the cylinder assembly 20 has a bore of approximately 90 mm, but the fissure created by the opening of exhaust valve assembly 30 (projected on axis 23~ is only about 10 mm.
It should be noted that the valve assembly 30 of the present invention overcomes a great disadvantage of prior art exhaust valves. Prior art exhaust valves open toward the inside of a cylinder and accordingly oppose the outflow of combustion gases and further heat the valve stem. In contrast, the exhaust valve assembly 30 of the present invention does not, when opened, protrude into the interior of the cylinder, and does not expose its valve stem to hot exhaust gases. therefore, there is substantially less danger of preignition.
the exhaust valve assembly 30 of the present invention is well protected in its seat over the exhaust 3y...
fissure, and accordingly is not significantly exposed to exhaust gases escaging fr~m the cylinder assembly 20, nor does it obstruct flow of exhaust gases. Any heat that is y absorbed by the exhaust valve assembly 30 is dissipated 3a through stems 40 and its lower edge (which is near the cooling liquid).
w ~'C~ 9/02717 PCTlUS93l06952 ~~~.~a.~.~l~~~~
_8_ Moreover, the exhaust valve assembly 30 of the present invention permits the entire exhaust manifold 42 to be opened so that the depression therein increases the effective volumentric efficiency of the cylinder during induction. Prior art valuing arrangements employing exhaust valves on the cylinder head permitted only limited opening of the exhaust valves in view of the proximity of the piston. Hawever, piston proximity is not a problem for the exhaust valve assembly 30 of the I,0 present invention. Accordingly, full opening of the exhaust manifold 42 provides a total suction substantially equivalent tn increasing the suction created by the piston by about 1.5 times. .
~5 STRUCTURE: II~IDUCTI~N ASSEMBLY
Although unillustrated, cylinder assembly 20 of the embodiment of Fig. 5, has one or more .induction valves provided above lining 22 and in head 26 around plug 29.
The number and positioning of the induction valves is not 20 critical for an understanding of the operation of the exhaust valve assembly 30 of the present invention. A
currently preferred embodiment having one induction valve is illustrated, for example, in Figs. 2 and 3.
Figs. 2 ~ 3 and 7 illustrate an embodiment of a 25 timing system for controlling the operation of exhaust valve assembly 30 of Fig. 1. In addition, Figs. 2 and 3 ' (as well as Fig. 8) illustrate an induction valve assembly 50 for introducing combustible gases into combustion chamber 21a through induction channels 52.
30 Induction valve assembly 50 includes a flat valve ring member 54 concentric about cylinder axis 23.
Fling member 54 is thus also concentric with ignition plug, 29. Ring member~54 has a surface area approximately .
equal to half the surface area of the roof of the 35 cylinder. Advantageously, the single ring member 54 provides a passage area on the order of about twice as large as a conventional arrangement employing four VV~ 94/02717 " i (° j ~~ pCTlUS93106952 _)~
_g_ valves, and approximately two and one half times as much passage area as a conventional two valve arrangement.
The top edges of ring member 54 are beveled for seating against annular seals 56, 58. Seal 56 is shown v in Fig. 8; both seals 5G and 58 are shown in Fig. 2. , Induction valve ring member 50 has three stems 60 extending upwardly on an axial tap surface of ring 50 r (e. g., extending in a direction garallel to cylindrical axis 23). Induction valve stems 60 are positioned about axis 23 at 120 degree angular intervals, and are preferably soldered to the axial top surface of ring 50.
STRUCTURES TINTING SYSTEM
The timing system of the embodiment of Figs. 2, 3 and 7 includes both an induction tuning sub-system and an exhaust timing sub-system. Induction timing sub~
system includes an induction timing gear 70; two induction rollers 72; and, an induction tuning linkage to which the tops of the induction valve stems 60 are 20' connected.
Induction tiaxing gear 70 is disk-shaped bearing (the terms '°gear°° and °'bearing" being used interchangeably for this element) and lies in a plane perpendicular to cylinder axis 23. Gear 70 has its center on axis 23. Gear 70 is rotatable (via bearings or the like) about the head wall portion which forms plug channel 29A. Gear 70 has gear teeth 74 forrnned on its outer periphery. .
On its axial underside surface 76, induction timing gear 70 has three annular surface segments, including inner surface segment 76a; outer surface .
segment 76b; and, intermediate surface segment 76c (see ' Fig. 2). Outer surface segment 76b rides on shoulders 80, which in turn rest on head support surfaces 82 (see 3~ Fig. 2). ~r portion of intermediate surface segment 76c forms an integral carving surface against which rollers 72 ride. The carving surface includes lobes 78 (see Fig. 3).
~~;:
i~~ 941027 ~ 7 PCT/ US93/06952 Induction rollers 72 are provided at 180 degree intervals about cylinder axis 23. Each of the two M
induction rollers 72 are concentrically mounted about a roller pin 84. 1~ proximal end of each roller pin 84 is anchored in a roller post 86. Each roller post 86 is mounted on head support surface 88. Pd guide roller 90 is mounted intermediate roller post 86 and induction roller 72.
A distal end of each roller pin 84 is engaged by a reciprocating circular collar member 94. Collar 94 serves as part of the induction linkage. Collar 94 reciprocates about head wall 26 in a direction parallel to cylinder axis 23, and is concentric with cylinder axis 23. At its top collar 94 has the two corresponding roller pins 84 soldered or otherwise affixed thereto.
At three goints, an underside surface of collar 94 has attached thereto, near its outer periphery, the upper ends of induction valve stems 60. The underside surface of collar 94, at a diameter intermediate those of the valve stems 60 and head wall 26, is fitted with a spring 100. Spring 100 is concentric with and extends around the portion of head wall 26 which forms plug channel 29.A. A strength of spring 100 at rest on the ordeg of 65 Rg. is sufficient to seal the exhaust valves.
gn the crossing lift existing between the exhaust valve end the suction valve, the spring 100 will never exceed the highest compression established, in which case one h,as to pay attention that the valves are both partially opened and the sum of the two lifts must-be lower car equal to the maximum lift of each exhaust or suction !, _ valve.
The exhaust timing sub-system includes an exhaust timing gear 110 (see Fig. 3); three exhaust rollers 1I2; and, an exhaust timing linl~age to which tops of exhaust valve stems 40 are connected. Exhaust timing gear 110 is a ring-shaped bearing (the terms "gear" and "bearing" being used interchangeably for this element , CVO 96/02717 ~ ~ ; ~ ~' ' ~ PCT/US93/Ob952 and lies in a plane perpendicular to cylinder axis 23.
Gear 110 rotates (via interior peripheral bearings or the like) on support surface 114 provided by engine head 26.
Gear 110 has gear teeth formed on its outer periphery.
At its outer periphery, the upper surface of~gear 110 , provides a carving surface, having carving lobes such as lobes 116 provided thereon (see Fig. 3).
As shown in Fig. 3, exhaust rollers 112 ride on the carving surface provided by the outer periphery of the upper surface of gear 110. Each of the three exhaust rollers 112 is centrally and rotatably mounted on an outer end of a roller pin 120. An inner end of each roller gin 120 is anchored in a plate 122. A lower surface of platy 122 lies in a plane perpendicular to axis 23. Plate 122 has its outer edges shaped t~ form a triangle. Flate 122 is thicker towards its center, and .
has a central aperture (for fitting about the portion of head wall 26 wh~.ch forms the plug channel 29Ay.
At i.ts top inner edge, plate 122 supports 20~ spring 100, and many even have the bottom of spring 100 soldered or otherwise anchored thereagainst. The top of .
plate 122 may even have an annular groove for . accommodating the bottom of 'the spring. Thus, after exhaust rollers 112 are lifted upwardly by lobes 116, spring 100 applies a return forr:e to urge plate 122 and rolhers 112 downwardly.
Intermediate the triangular plate 122 and each f exhaust roller 112, each roller pin 124 carries a guide f roller 126 and a clamp 128 (see Figs. 3 and 7). Clamp t.
128 receives the upper end of a respective one of the ~... : .
exhaust valve stases AO aligned therebeneath.
Guide rollers 126 are each confined by a pair of upstanding guide walls 127. As shown in Fig. 3, spacer guide walls have the shape of a right triangle.
Guide rollers 90 for the induction rollers 70 likewise are confined by guide walls 129 (see Fig. 7j.
V~'~ 94/02717 PCT/US93/05952 ,!_ ::.M. ~ ~ !'~i .._ _ Fig. 3 further shows means for driving the timing system. In particular, the driving means includes a driving shaft assembly 150 having a dra.ving shaft axis 152. Driving shaft axis 152 is parallel to cylinder axis 23 but displaced to a side thereof. Driving shaft assembly 150 includes three driving shaft segments, particularly lower segment 150x, middle segment 150b, and upper segment 150c. Each segment has an axial bore for receiving a center spline 153. Spline I53 has two IO helically threaded segments, particularly spline segment 153a at its bottom and segment 153b at its top.
Driving. shaft segment 150b includes a toothed gear 154 radially mounted thereon so that its peripheral teeth mesh with teeth 74 provided on induction gear 70.
similarly, driving shaft segment 150c includes a toothed gear 156 radially maunted thereon so that its peripheral teeth mesh with teeth provided on exhaust gear 110.
At its base, as seen in Fig. 3, driving shaft assembly I50 has a driving shaft gear I58 which meshes with a crass shaft gear 160. As also shown in Fig. 3, crass shaft gear 160 also meshes with a comparable driving shaft gear 162 for another side of head 26.
At its top, driving shaft assembly 150 includes a ball bearing I64 having an engagement Or connection handle 166. Handle 166 is mechanically linked to an unillustrated rotating drive actuator, which in turn is governed in accordance with motor RPM and other parameters. In accordance with sensed RPM and other parameters, the rotating drive actuator rotationally 3fl displaces the spline I53, thereby causing the spline I53 i~.. .
#,:.~
to adjust the positioning of the gears 154, 156 in accordance with all requireanents. Adjustment of gears , 154, 156 in turn performs an RPM-dependent adjustment for _ w induction gear 70 and exhaust gear 110, respectively.
Head 26 is also provided with oil passageways 170 for the induction timing gear 70. 5imi.larly, head 26 is provided with oil passageways 172 for the exhaust jf~, .
I ~~,i %V~ 94!02717 r.~ a .E ~_ .!_ ~..) ~ PCTlUS93/OS952 '.
_13_ t.ixn:ing gear 110. These oil passageways are used only with the particular type bearing shown, but would not be i used should roller bearings instead be employed.
Thus, it is seen that the timing system of the present invention comprises two gears 70, 110, both rotating about cylinder axis 23, but lying in spaced apart parallel planes (perpendicular to cylinder axis 23). Surfaces of the gears 70, 110 facing each other form carving surfaces operative for timing the opening and closing of valves. Bobh valve assemblies 30 and 50 move parallel, rather than at an angle to, cylinder axis 23.
7Ct will be observed that Fig. 3 illustrates portions of a timing system for an adjacent cylinder assembly, it being well understood that the cylinders are laterally aligned in conventional manner and commonly driven by intermeshed gearing.
As seen in Fig. 7, screws 180 are provided for securing head 26 to block 25. Screw holes I82 are also provided for a cover to attach to head 26.
Although not specifically discussed therein, it will be further understood that the internal combustion engine of the present invention includes other conventional features well known by those skilled in the art. For example, engine block 25 and engine head 26 are provided with passageways for the circulation of a coolant fluidv Similar, the cylinder lining 22 has a piston reciprocating therein.
~~~~T~O~ s ~~~U~T~~~ ~~~ AS~
In operation, it is understood that the induction valve assembly 50 is to be opened during an intake stroke of the engine; that the induction valve assen~bly 50 and the exhaust valve assembly are both to be closed during both the compression and combustion strokes _ of the engine; and, that the induction valve assembly ~0 is to be closed and the exhaust valve assembly 30 op~e:.ad during an exhaust stroke of the engine. As indicated i'"~ ~y ~~ 94/02717 P~CTIUS93/06952 'l ' ~; ~ '~ :% "~ , . L
_ '.'t ~_ ..r i above, the timing of the opening and closing of the induction valve assembly 50 and the exhaust valve assembly 30 is governed by the carving surfaces provided on the respective gears 70, 110, as more fully described belaw.
The timing of the actuation of the induction valve assembly 50 is governed by the carving surface provided in the inner surface segment 76a on the, underside of induction timing gear 70. Tn particule.r, induction rollers 72 follow the carving surface on inner surface segment 76a. When the induction valve assembly 50 is to alloy fluid communication between induction channel 52 and the interior of cylinder assembly 20 (i.e., during an intake stroke), lobes 78 on, the carving surface on inner surface segment 76a cause induction rollers 72 to descend ~i.e., travel in a direction parallel to axis 23 toward the cylinder assembly 20).
Descent of the induction rollers 72 pushes down the circular collar member 94, which in turn gushes down the valve stems 60 and hence the flat valve ring member 54.
Thus, the valve ring member 54 is unseated from seals 56, 58, allowing induction fluid to enter from induction channels 52 into combustion chamber 21a.
When the induction valve assembly 50 is to preclude fluid communication between induction channel 52 and combustion chamber 2la (e.g., during compression, and coBabustion strokes), the induction rollers 72 do not ride ;
on the lobes, but rather on a flat portion of the inner surface segment 76a, thereby causing valve stems 60 to rise and valve ring member 54 to seat against seals 56, ,.,.
58 in the manner shown in Fig. 2.
In analogous but inverted fashion, the timing of the actuation of the exhaust valve assembly 30 is governed by the carving surface provided on the outer periphery of the togside of exhaust timing gear 110. In particular, exhaust rollers 112 follow the gerighery of gear 110. When the exhaust valve assembly 30 is to allow ~;:
c. f i ~ t , ;1 % y:~:.r-;.
~'~ 94/02717 ~: .~ '~: ~. ~~ v) ~ PCl'lUS93/06952 ,. .
,,... I
i fluid communication between exhaust channel 52 and a combustion chamber 21a (i.e., during an exhaust stroke);
i the lobes on the periphery of gear 110 exhaust rollers s 112 to rise (i.e., travel in a direction para~.~.el to axis 23 away from the cylinder assembly 20~. The rise of the exhaust rollers I12 pulls up the exhaust linkage, which in pulls up the valve stems 40 and hence the cylinder lining segment 22b, causing the lining segment 22b to reciprocate away in guillotine fashion from the cylinder lining 22a and seal 28 fitted thereover. Thus, the cylinder lining segment 22b is unseated from seal 28, allowing exhaust fluid to escape radially at substantially 360 degrees from cylinder assembly 20 into exhaust manifold 42.
15' On the other hand, when the exhaust valve assembly 30 is to preclude fluid communication between exhaust channel 52 end cylinder assembly 20 (e. g., during compression and combustion strokes), the exhaust rollers 112 do not ride on the elevated lobes, but rather on a flat portion ~f the periphery of gear 110, thereby causing valve stems 40 to fall and cylinder lining segment 22b to seat against seal 28 in the manner shown in Fig. 3.
The exhaust valve ring member of the present invention has a height (projected on central axis 23) which is only about 11 mm, which is less than 50$ of the cylinder stroke and preferably less than 20~ of the ' cylinder stroke.
While the invention has been particularly shown 5 ' .'..:
and described with reference to the preferred embodiments thereof. it will be understood by those skilled in the art that various alterations in form and detail may be aaade therein without departing from the spirit and scope of the invention.
:: ~.
o'VV~ 94!02717 PCT/L1S93/06952 ~; ,c ~ r~ »
J t fJ J. ~~..r. .~i.. .~. ~.
".
Ig~ IAN
,~.s .said l~fara 3.f you try to inscribe in a circle se~rne .~d~ant3cal c3rcumfer~:nces s you will nat:.ice~ that aalth ~i~c ~3.~c3~s y~u d~ nest cover the ma3or area. Inscrihang fcur circles you can occupy a larger space, s~ith fivr.~- an aver lars~r one.
Nor, 1~t's auppos~ apt the ~~chaust of .a c~l3nder could he carried out raot thr~ugh the heed valves but ire another ww and through a,nath~r plat~, ~tc~ get the maximum passing area the 3,nducti~n, ~e cou3d use the exhaust l3gh°~ tao. v '~i~ fiv~ ~a~ves sae ~rould have an excellent pass5.ng area. but '~~cause ~f probls du~ to s~al3ng and fluid3~:y ~f air w i,nta3seP ~.he ~p~.~3.ng oil the valv~s must h~ppe,n towards the inside oaf the eyl finder and a very vast aurface~ cowered by the va~sre,e ~.s not useful. ~b~cau~e, part c~f the same snrfacw, cotal~ represent an ~bs~cla the .ira~ka ~f air a.nc~ pet..~°o3 , the sum ~f al°i the valve ax~as cann~t be hasher than hR~f the area cf the cylinder aroaf top P otherw~,se if ~re~ occ~:py the oth~r half the passing as ~r~.ll be reduced in a d3recy pr~i~rtionai mann~r. ~ .
~n the above grounds, 3t ,ia therefore superfluous tn u:~e four, f3~~ ~r even aj.~c valves °to cavgr a aurf~c~ that can easily obstaruct~d bythr~e va~l~'ers. E~ut eve: w: tl: three _ , ~alwee there remains the ,prable~a of th~r is~$.e:rf~rreaa~:~° W~a':
i f.v 'l~l~~ 94/02717 P~C1'/US93/a6952 .~ ;n a ,~ ;,, ~~
,.. ! :e .L ... c.~ a occurs i.ri .those cones ~.rhere the circumferences of the valves s are tangent to themselves and tc~ the cvl indpr w.~l l , t:~~ f~~.;t solution remains , then , that. of the s ingle ceW..°-aI v,.~lve :
h,.~t has also the aclvant.~ge of a considerably reduced surface u' contact with the seat; in f ct for a cert-.ain hc: ie the overlapping edge of the valve represPrts ,~ 1 ~~:~r p.~s sags surface Adopting the solLataon of the singler v,.~IvP trse problem :°.f functionally fitting the ignition pl~.ag remains aa:c~ , ~~: ~~: i;~
not possible to obtain an adequate pr~.~ximity for t:»c~ p'! aags .
the solution will be that of introducing sign.if.icant charges to the big valve: a large hole will have to bR m~~de in the ~entr~ of the, halve, thin the s°fem gill have tt~ be el :urinated and r~placed by throe having a smaller diameter, f~~~n they ~rlll be soldered to the valve am tend the hole fnr the pl;ag .
A.I~o this new °~r3ng°°shaped~ valve, will have to h,~ve surface to close equal tc~ half the area of tape c,ylander roof;
it s~~.l bee then, possible to widen the extern~~l diameter in such a way as to increase the: surface by a.n a.~n~~uazt e~na,.~l ro -the suacfaee of the hole for the pl;ag, thrd~tagh wh:~r.~: tie att~rture will theca be free ~ to en ter; in :his r. ase tc~c~ the ~:-contact surface between th~ plug edge .end the valve r~presents a .~ 3 ost surface to ba added to the e,~ter a~ai one , beat still r~neasuring Iess th,~n than three valves. ~ Maren~.~ew. i.f the space aror.~nd the plug does no: allow el,~~ugh w.id~:;v ;-.r~
~~ 94102717 , P~'/US93/pb952 ~18-permit the passage of water around the plug itself, zt~wil:
then be possible to further ea.ic~8r, the "ring°shaped" :~.=~lve . .
~ covering the same surface ) , as much as thoug3'W. tn 'oe ~agcessary. dais special inlet valve so produced, c:~Pa::es passage area twic~~as big if compared to the four valves .~:eL?
about two and a half times if compared to the c3 a:v-..ic r valves; the present abiliti.e~s in constrmcting pece: o' rr~3cromechani.cs can nr~~x reach such levels of anfinitesi.~na~l tolerance as to make it possible fc~r teze tyro ec3gea of '~:r:e valve, the interior end t~~ exterior one. tn f.it in ;:heir r~spective seats without mutual interlEerences; the seats wi::
then consist of the usual material.
We o~an raoga proceed to examine hair the exhaust should be mar3P
in order to ana3ce the above-mentioned .anc~uctian feasible to all intents anc3 purpcases ;;:;.;
CVO 9dl X2717 . ~. ~ ~ n ~') P~f/US93/~6952 i.: ~. I L 3- -f '~ S
~7.9_ 'T~i~ 1°I~LT~'r -- .
l~ first considcratic~n comes n..~tural : from wh~:ra ~ should t~
Faust gases come out, if the hole head is occupied by the g.aWuction?
coherently to the philasophy of the pro?ect, to such a generous induction must corre:~gond a really free exh.~us~. w~'. ~t'~
an adequately vast suacface of the hole.
By exclusion, the opening for the exhaus t gases can bR foun;?
only along tha wall of the cylinder and on the h~.~hea *' p,~rt.
of the c?a~ber in order rant to interfere wit..' tie surface that concerns the ~istan rings, they have, tharef.r~re~ ~.o be under t3~e exhaust hole. If we want to give the exhaust hale , an area progort3onal, to the induction hope,. we find some . proble.~ns : the dimension of one o~° :yore: syde windows wo~al d be, indeed, notable in he~.~ht and would impose the uap ag d~
piston ~ra.t~ rings ~t the base of the skirt . That would n:~~-.
bar fiuractional: we would have, then. problems with tl°:e sealing of the valves. as it would b~ necessary to onc~n *-..nwatd: the ,.
outside and to drive radial valves is a mess.
~'he solution is to rs~ak~ only on~ hole of limited height b°at. ;~~_ f oahich turns all around the highest p:~rt of the cylinder: in = .
:.
i..
this way, we c,~r~ obtain an area of passage a'~War~l2v, a~'al to the induction nne, with a fiasure of only 1I mrr,, if to~.e cylinder Haas .the considerahle be~re of l~tl mm. 'rhe ris»:: can have, in this way, a natural position finding their spline mm or even less under the top of the piston (according to the compression ratio, the shape of the chamber and the squish band) . In order to open and close, the chamber, the 5 hole has a special valve, obviously cylindrical, (Table 6) that moves up and down like a guillotine from the head to the chamber and viceversa.
What follows needs our particular attention. The sealing of the valves must be assured at the top with an edge of the 10 valve, folded inward, which rests on an edge made in the head, where a particular segment guarantees the necessary sealing, thanks to its shape and vertical elasticity.
To make this piece it will be necessary to choose a kind of material which preserves its elastic properties at fairly high temperatures; even though it is protected inside by the edge of the head, it could be reached by burning gases. As you can see in figure 3, Table 6 the shape has to assure for the valve an airtight closure variable in height, as it is not impossible for it to have a precise connection between the head and the rest of the block, being the valves part of the head. Therefore, if the connection is not perfect, the valve will be higher than it should be on the upper seat, and will be no longer sealed, in the case in which the head is to be lifted from the rest of the engine, we can have an escape from the lower part of the valve, that will not be able to close the whole spline, as it will have already knocked against its upper seat.
With the above-mentioned segment, we can obviate difficulties like these. considering that the vertical amplitude of the segment flexures will be higher than the amplitude of the tolerance of the combining of the head and block. This tolerance is even greater in the case of multi-cylindrical heads. In any case the segment is required to make oscillations that are not very tall and it has to bear a small mechanical effort and so, it can have a limited thickness, which, with small appropriate cuts around the external circumference, could have the required elasticity without having to apply to it weight superior to 5 Kg. The lower part of the valve does not present any particular problem for airtight closure, since it may be considered as a big valve with the diameter equal to the cylinder.
Therefore a joining will be created which is similar to that one of traditional valves with an inclination of the edge of contact of 30-45 degrees to the axis of the valve.
The pressing down of the valve will be assured by a spring of a special distribution, as will be seen later. A
strength for the spring at rest of 65 Kg will be sufficient (less than the two exhaust springs of a Fiat Fire 1000*) to make it possible to overcome the internal pressures of the cylinder Which tends to escape.
*trademarked In fact, we can establish that the sealing surface in a 100 mm cylinder is given by 314 mm per 0:040, 0:040 being a normal tolerance of joining between cylinder and piston and between valve and head. As a result of this we have a circumferential extension subject to the sealing which will approximately be equal to 314 mm. Now, considering a point of maximum internal pressure of 200 Kg per cm (Honda R.A 168 turbo, one of the most powerful has a limit of 167 Kg per cm). In extreme cases the strength of sealing is surely minor than 50 Kg as opposed to the 65 Kg of the spring, which wastes other 5 Kg to push the elastic segment down.
Of course, the surface of contact between valve and pipe will be covered with material similar to that of traditional valve seats. In the same way, the upper point of contact of the valve on the segment will be protected. As has already been said, there is no need for the lifts to be higher than 11 mm, cams of distribution will have normal and already tested dimensions. The common exhaust valves have a very great disadvantage, that of opening towards the inside of the cylinder, opposing the normal outflow of the exhaust gases which after having overcome them, continue to eat the stem too. The temperatures reached, are very high in comparison to the suction-valves.
(Fig. 7) :, 1~'O 94I~D2?17 ~, -;. ', _y ~, , , 6Je a~ obliged to use more resistant and rxpeaive .naterial s i j t chromium-plate steel , silicon :steel . artin3iur~ wi~:h a,~'high rcentage of nickel chromiuan). often, one .is obliged tc, ac~ complicated pieces such as hnllaw valves or part:.ailly .
filled with metallic sodiivn or lithiigm or pot~~s: iu,°r,'s al t:
which improve heat transmission from the h~r~d to tha stem.
~~I1 these probl~ms do not affect the n~w syste:~ for tnE
B~pulsion of gases.
~ctuaZlyA fnr ~e greater part of gas el.~~.natant~~ tg.m~:, "the:
guillotine" valve is well protePcted ir. its seat :~~rer the e'chatast fissure. It ia, therefore, not exposed to exllataar uses and it does not obs~°uct th~rir flow. any heat that ? t.
could absorb, when it is clos~d. soould tc~ $asi.:y ansoroen o~
the stems anc~ the le~wer edge that is near the cool ing 1 a.cuic?, as happens with tae piston. Sesic~es the function of aupportin~ distribution, also the task of sending exhaus uses towards the t~ao sides e~f the block and then tc thei.r respectiv~ exhaust manifolds is left t.o the sep,~ra~:ing ,ura;l:c t strong and wel l ~ a~ol ~d ? b~tween th~ cylirc~ers . Ir, this gray the entry and exit c~f gas is facilitated.
Sore limitations are due to the position of tie stems, hia ~e can ~bviate this, by inclining the separatior. galls of the ~1 ind~rs , as is shown in tabl a dr.. s.
;:.:
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~Y~ 9102717 PCT/US93/06952 . ~' r~ .I -~ (1 ''~
1..1 r t (v: ~. . .n .
s Y~IrY~~ 'rx~ilNO CO OZr ~a the top ~of they three stays of the intake va~.ve, we fiat the ~ppa~.~support,ing bas~ of the spring, better still if counter ~balancad and of considerable dimensions.. inside which there i,s an alluminium cylinder where the plug can be inserted.
°~,~ spring is inside the three stems and has as lower .
supporting base, a small bo~rl of appropriate shape which lees on the head; the opening ~f the valve oncurs r~h~n the upper supporting base is pushed dowse.
. F'a,r corr~ct end precise nnovement, it is necessary to have two poa~z~ts where pressure , should be applied, contemporaneous ly' ~.$n the opposite marg~s of the circular base. Where. it is . . us~fuI to apply roll~r .~tappe~ on which the low of lifting ~s . .~nposad by m~ans ' of the .rotation of a thrust bal l bearing , bel~nging to~~he h~ad co~r and that presents ion its Iawer aide and dir~ctly ~ in oontaot . ~a~.th the rollers ) two backs ~ahi~h, .during every revolution. push the tapc~ets with proper accalara°t~on and decalaration~
a backs, ,in fact, . ~ar~ . nc~thin~ else but the ~ccantrics of ~
n~ranal ~ cams ~ f3at ~ d~veloped ~n ~ the plane of the lower part of _ , 'the baasing -that is .dent~d ~xternally and that receive:
. . . . . . . . . . . 4.' mov~ment .from the driving shaft. through. gearing:. In the earns ~
~ay~ it is engaged .'s~ith the teeth of the bearangs . of :~e iaata3c~ valves of chambers which night. pass~.t~ly be contyg.~o:a.
' > '~;.
1%Vr3 94/02717 %' ~> i:' ~ ' ~ ~ PCT/US93/06952 i.~ ..:, .r. ,:_ ~., CJ '~
..' I
i fior dimension and rotation speed (equal t.o half a turn of the l e3rivins shaft) of the bearing, the development of a very"~lor.g yam is possible. A glass inside the spring which runs ,.
outside the cylinder containing the plug. will prevent.
undesiderabLe oscillations of the stems of the valve. In the , sarr~s way. the exhaust valve is con~xolled by thr ee bacla of a a~~g which lies on the head and encloses the stems of the val~re externally. ~ha backs act, this time on three rollers rather than two, because of the vaster perimetrical s ize.
hollers are fixed with a foot on the stems of "the ~illotine" when the backs operate on rollers ianc~ ,they a°.~.t.
simultaneously), moving them up, 'the whole valve ~s Lifted, vit .opens in ~ai~ way the exl~aauqt circular fissure; the three .
sues fiaced on the edge of the valv~ push c~o~an ~,"~e valve, ~s~aa, w3a~n it is ne~ess~ry for it to be closRd. Thus happ~rns becaus~ the three storms belong to the small lo~.~er _ supporting bowl of the spring of the intake valve which, b~i,r~~ partially at rest, during fhe exhaust phase , can be used even for the exhaust valve. In the crc::~sing lift r existing betwe~n th~ exhaust valve and the suction valve. they sprin~~will never axes~d the highest compression establi:h~:d 'by th~ proigct, in which one has to pay attention that the i:.:' ~, valves ar~ both partial ly vopened and the s:un of the two lifts ''' ~~
must be lower or equal to the maximum lift of each e~:h,.~us:. rr suction valve.
>:
W~ 94/~D2717 PCT/LJ~93/06952 s~ ~~
i. .
n ~.,n ~. ~.C .al. .~. ~
~~r the e~chaust too, we can use Iiftin~, laws with very atxor.g acceleration, thanks to roller tappets aahich can no:~cn,~lly stapport c3oubl~d weights and thar~.la to very Small climbing angles.
this is possible because of the nr~table dimensis~n of the bearing. as has been already explained. I~t wi.l1 then be useful to apply some rol l era . driver. by aural l sz: i table , t.o the six arms which. cone~ct the, stems of bath v,~Ives to t':n~-small supporting bowl for the spring . 1':~ais is tr a~~:;.;~a unc3esiderable torsions of the stems when the ba~c.ks attack the ~l.Iar tappets.
~~rs the sterns of both valcres are shatter anc~ ;..'~3nner Char.
usual and as a singly spring, even though thicker, has been used, we can rightly hope to obtain aurall weight, than3ss t.c~
th~r mechanics of dastsibution which a~3opt neith~:r arm: nnx balanc~. hut the large ~i~e of valsr~:s c.~oes not. m~~:e it possible, in my opinion, to save greatly on the s~aeight. Thss is th~ reason why an accurate plan of lifting Iaws raat b~:
studied which. swan though they are helpez~, as alxeavy meantionee~, 1'y the roll~r tappefi~ and by th~r very small climbing angles, musk however, tales into consic?eration the . :' possibility of a rotation sped faster than normal. In fact »w a prop~ller crude in this way can reach a rotation Speed unthinkable till to nova, 'because liari::ed :nosily by pas: ive .
resistances wore than pump ing ones . (:arlse~Laentl :~, a ear, t;~e ~VaD 94102717 h .~_ ~k .:.. ~ ~:~ i PCTIU~93/06952 i spring becomes important9 the choice of niunber and section of its coils anust be carefully considered so as not to have bx~a~ca due. to resonant~. It is possw.ble tc~ assure the ~luba~icataon of the distribution and of the thruJt. bearings in psrtacular, arraaaging Borne Ganali~ations which 3oin in the supporting seats of the various thrust bearings. So, t?~c~ tail fall from upper bearings iaill aasur~ roller lvbricatdon. On ~aeh side of ~very liner bearing s~ril1 beg created a coaznections to the lower-.. base a.n order to eliminate adar;uately the exceeding oil, otherwise emulsified by the dears of ;the bearings. the connections b~tween the head and .the bas~rnt, of course, pass through the separation walls of . a ~ va~ous cyl indess .
:...... ~ ..;~..., ~.:.,... .. '..., . ..,... :.. ~ . ..~; ~:..~,, - ,.. . , ~,~....: ,.,~~~ y f :.v ,..:, W~? 94/02717 PCT/US93/06952 f i !_ o -28-c~~a~~ ~~~~a ~~b~ ~asiar from ~ampetition ~ngines but alao in propell~srs with~ut variabl~ inductiozxs it is useful to adopts this kind ~f distribution for its particular prerogative: in fact t°~ae ~o~ss.ibility ~f ~keepirrg completely opened ~-he exhaust valve, gv~n ~nen ;~.h~ piston is at its ~.D.C. gives t3~e npportunitv ' ~o use ~tha c3epressi~r~ which is in the .exhainst pipe to incre~s~r filling P in ~ther words , a kind of overf~redang ~ng.ln~ without the ~ disadva.nt:ages of excess ive ~ gas Gonsa~mpt$onP weight ~~.ncrementa and complications typical of .a turbo compressor. ids. 'can count on the most complete .~ '~sP~ssiorn of the r~sidual . combustion products which are f~lloc3 by an aig mass ~ that had not to st~.agraate in the gn~ak~ a~a~ifold and hive a dower temperature to advantage the .~ volumetrical output arW th~ chacnbe~r temperatures that (~:ogether with th~ th~rmic advantages of "the ~u.~llotine"
.v~ the possibility to use larger pistons which give almaa::
. qtaadrati~ power incr~ments . . ~l.c3ding all these t~ireg to vahat I .
about the reduction , of pumping friction ~ that has much .
~raor~ ~I$~np~a~tanc~ than the 'passive. friction, specially at high ~p~ed.? ,, ~ 'it .s~e~aas ~r.igrat to ~xpect a considerab2e increment of .
. ire . and power . , , . ~ . . . .
If .a vea°~ little extension of th~ blQc°~; fr,r arranging v,~r:~ous _ i wrings of the distribution is accepted and if al9 ac.~~rilrate planning of the big springs and of the cams is realized in order to eliminate noise and vibrations and reach high speeds, a perfectly flat combustion-chamber can be achieved together with anotable squish band for a better swirl. (De Tomaso, even though he had the problem of cooling the head, showed the importance of that with his six valves).
So in engine projects designed for an economic aim, we can be sure to obtain interesting savings and pollution reduction.
Another interesting advantage is the possibility to easily realize (Table 2) a variable law of the time lifting of the valves so as to increase torque at the different speeds.
It is possible also to adopt a double turbine for the four cylinders, as was done for FIAT Triflux*.
We can have fluid exhaust (greater efficiency for a turbo engine) ; we can use a lighter cooling system; the head height and breadth much reduced, to the advantage of the barycentre and weight. We can employ two injectors per cylinder instead of only one, for a better spraying; we can have the elimination of possible crush of the exhaust valve on the piston. We can inspect again the chamber through the exhaust fissures without opening the head. Today the new technologies are the only way to survive in this sector. Over all the actual possibility that C.A.D. C.A.M. computers give us in terms of quickly projecting engines should encourage further that the right step to do is to build this engine.
*trademarked
Claims (4)
1. An internal combustion engine, comprising a combustion cylinder with a combustion chamber defined therein a cylinder head which closes said cylinder, an induction valve for admitting fluid into said cylinder, an exhaust valve for exhausting fluid from said cylinder and a valve timing system for controlling said valves, wherein at least one of said valves is formed by a ring member reciprocated along a longitudinal axis of the combustion cylinder for selectively opening and closing a fluid communication between a fluid channel and said combustion chamber at least one driving stem extending from said ring member in a direction parallel to the longitudinal axis of the combustion cylinder, and sealing means cooperating with said ring member, wherein said fluid channel extends substantially radially from said cylinder head and said ring member is shaped and arranged as a cylindrical axial extension of said combustion cylinder and is slidingly movable inside the cylinder head between a channel closing position and a channel opening position, characterized in that in the closing position said ring member sealingly engages an end portion of the combustion cylinder and in the opening position said ring member is axially moved at a distance from said end portion of the combustion cylinder, and in that said sealing means comprise an annular seal fixedly engaged with said end portion of the combustion cylinder and provided with an inclined wall for engagement with the ring member and a sealing ring arranged in an annular recess of the cylinder head and having a peripheral edge elastically urged in sealing engagement with a wall portion of the ring member.
2. An engine according to claim 1, characterized in that said fluid channel is a gas exhaust channel and said ring member is an exhaust valve for opening and closing said exhaust channel.
3. An engine according to claim 2, characterized in that said induction valve is formed by a flat valve ring shaped member for selectively opening and closing a fluid communication between an induction channel and the combustion chamber, said ring shaped member having at least one stem thereon through which reciprocating motion is transmitted to the ring shaped member for reciprocating the ring shaped member in a direction parallel to the longitudinal axis of the combustion cylinder and thereby selectively communicating the induction channel and the combustion chamber.
4. An engine according to any one of claims 1 to 3, characterized in that said valve timing system comprises an induction timing gear and an exhaust timing gear which are rotatable about an axis parallel to the longitudinal axis of the combustion cylinder, the induction timing gear and the exhaust timing gear lying in spaced apart parallel planes perpendicular to said longitudinal axis of the combustion cylinder and each of the induction timing gear and the exhaust timing gear having a caming surface provided thereon to face the other gear, the caming surface of the induction timing gear being operative to control the actuation of the induction valve and the caming surface of the exhaust timing gear being operative to control the actuation of the exhaust valve.
XXXX 5. An engine according to claim 4, characterized in that said valve timing system further comprises at least one induction roller and at least one exhaust roller, the induction roller following the caming surface of the induction timing gear and the exhaust roller following the caming surface of the exhaust timing gear, the induction z roller being connected to the induction valve through an induction linkage and the exhaust roller being connected to the exhaust valve through an exhaust linkage.
XXXX 5. An engine according to claim 4, characterized in that said valve timing system further comprises at least one induction roller and at least one exhaust roller, the induction roller following the caming surface of the induction timing gear and the exhaust roller following the caming surface of the exhaust timing gear, the induction z roller being connected to the induction valve through an induction linkage and the exhaust roller being connected to the exhaust valve through an exhaust linkage.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ITBA92A000023 | 1992-07-27 | ||
| ITBA920023A IT1263277B (en) | 1992-07-27 | 1992-07-27 | FOUR STROKE ENGINE WITH ADMISSION VALVES AND EXHAUST TWO TIMES WIDER THAN THE FOUR VALVES; TAPPETS WITH A SINGLE RECALL SPRING AND TWO THRUST BEARINGS EQUIPPED WITH DOSES THAT IMPOSE THE LIFTING LAW. |
| PCT/US1993/006952 WO1994002717A1 (en) | 1992-07-27 | 1993-07-27 | Valves and valve timing for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2141187A1 CA2141187A1 (en) | 1994-02-03 |
| CA2141187C true CA2141187C (en) | 2006-06-20 |
Family
ID=11335451
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002141187A Expired - Fee Related CA2141187C (en) | 1992-07-27 | 1993-07-27 | Valves and valve timing for internal combustion engine |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP0653015B1 (en) |
| JP (1) | JPH08501612A (en) |
| AU (1) | AU4993393A (en) |
| BR (1) | BR9306805A (en) |
| CA (1) | CA2141187C (en) |
| DE (1) | DE69327104T2 (en) |
| ES (1) | ES2141772T3 (en) |
| IT (1) | IT1263277B (en) |
| WO (1) | WO1994002717A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| ITLE20000014A1 (en) * | 2000-06-29 | 2001-12-31 | Cesare Bortone | ALTERNATIVE ENDOTHERMAL ENGINE WITH ANNULAR PISTONS AND INNOVATIVE SYSTEM OF PARTIALIZATION OF THE LOAD FOR A PARTICULAR CYCLE OF COMPUSTIOUS |
Family Cites Families (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR403739A (en) * | 1909-06-05 | 1909-11-12 | Robert Esnault Pelterie | Distribution system by independent concentric valves for combustion engines |
| FR497826A (en) * | 1919-04-04 | 1919-12-18 | Jacques Marie Amedee Dardel | Distribution device for internal combustion engines |
| US1757907A (en) * | 1927-04-11 | 1930-05-06 | Jameson Joseph Lamberg | Internal-combustion engine |
| FR886219A (en) * | 1941-10-04 | 1943-10-08 | Augsburg Nu Rnberg Ag Maschf | Timing device for two-stroke internal combustion engines |
| US2937631A (en) * | 1956-04-18 | 1960-05-24 | Charles A Coyle | High efficiency internal combustion engine |
| US2882886A (en) * | 1956-08-16 | 1959-04-21 | Gen Motors Corp | Hollow stem poppet valve |
| US3881459A (en) * | 1974-02-28 | 1975-05-06 | Werner Gaetcke | Inlet valve for internal combustion engine and method for supplying fuel thereto |
| US4106439A (en) * | 1975-05-27 | 1978-08-15 | Mitsuhiro Kanao | Internal combustion engine |
| US4503817A (en) * | 1982-02-18 | 1985-03-12 | General Motors Corporation | Annular valve stratified charge spark ignition engines |
| US4836154A (en) * | 1987-08-18 | 1989-06-06 | Bergeron Charles W | Poppet valve assembly with apertures |
| US4901683A (en) * | 1988-05-12 | 1990-02-20 | Huff Reggie D | Vented valve for internal combustion engines |
| CH681384A5 (en) * | 1989-07-13 | 1993-03-15 | Balzers Hochvakuum | |
| US5054438A (en) * | 1990-09-19 | 1991-10-08 | Jiro Takashima | Floating cylinder internal combustion engine |
| US5168843A (en) * | 1991-12-17 | 1992-12-08 | Franks James W | Poppet valve for an internal combustion engine |
-
1992
- 1992-07-27 IT ITBA920023A patent/IT1263277B/en active IP Right Grant
-
1993
- 1993-07-27 WO PCT/US1993/006952 patent/WO1994002717A1/en active IP Right Grant
- 1993-07-27 BR BR9306805A patent/BR9306805A/en not_active IP Right Cessation
- 1993-07-27 EP EP93919830A patent/EP0653015B1/en not_active Expired - Lifetime
- 1993-07-27 JP JP6504724A patent/JPH08501612A/en active Pending
- 1993-07-27 CA CA002141187A patent/CA2141187C/en not_active Expired - Fee Related
- 1993-07-27 ES ES93919830T patent/ES2141772T3/en not_active Expired - Lifetime
- 1993-07-27 DE DE69327104T patent/DE69327104T2/en not_active Expired - Fee Related
- 1993-07-27 AU AU49933/93A patent/AU4993393A/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| EP0653015A4 (en) | 1997-12-29 |
| DE69327104T2 (en) | 2000-07-20 |
| JPH08501612A (en) | 1996-02-20 |
| WO1994002717A1 (en) | 1994-02-03 |
| EP0653015B1 (en) | 1999-11-24 |
| ITBA920023A1 (en) | 1994-01-28 |
| EP0653015A1 (en) | 1995-05-17 |
| CA2141187A1 (en) | 1994-02-03 |
| ES2141772T3 (en) | 2000-04-01 |
| BR9306805A (en) | 1998-12-08 |
| DE69327104D1 (en) | 1999-12-30 |
| IT1263277B (en) | 1996-08-05 |
| ITBA920023A0 (en) | 1992-07-27 |
| AU4993393A (en) | 1994-02-14 |
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| EEER | Examination request | ||
| MKLA | Lapsed |