KR100582140B1 - Valve mechanism for internal combustion engine - Google Patents

Abstract

As an internal combustion engine having at least one power piston 17 in at least one cylinder 13, each cylinder is provided with at least one piston type fuel intake valve 14. The fuel intake sleeve 32 has an open end at the top of the cylinder, and has a fuel intake port 37 away from the cylinder. The valve piston 39 of the sleeve reciprocates towards the cylinder by an actuator system that opens and closes the valve. The actuator system controls the output of the internal combustion engine by varying the opening timing and opening time of the valve, eliminating the need for a throttle valve and eliminating the accompanying power loss. The valve piston 39 motion further improves fuel efficiency by varying the effective compression ratio in the engine cylinder depending on the output.

Internal combustion engine, fuel efficiency, power piston, valve piston, fuel intake valve, fuel compression ratio

Description

Valve mechanism of internal combustion engine {VALVE MECHANISM FOR INTERNAL COMBUSTION ENGINE}

This application claims the invention disclosed in US Provisional Application No. 60/384274, filed May 31, 2002.

The present invention relates to an internal combustion engine having at least one power piston for reciprocating at least one cylinder. In particular, the invention relates to a four-stroke internal combustion engine in which the power piston repeatedly performs cycles of fuel intake stroke, compression stroke, expansion stroke and exhaust stroke. More specifically, the present invention relates to an intake valve and exhaust valve operating configuration for introducing a fuel-air mixture into an engine.

Fuel efficiency can be defined as the ratio of fuel consumed to work delivered within a unit of time. In most engines of the above type, the fuel efficiency varies greatly depending on power or engine speed. When efficiency is maximized, the engine runs at constant speed at or near its power. Efficiency decreases when the engine is running at low power. If the engine is used a lot, the power will be reduced by that amount. This is most noticeable, especially for automotive engines. Automotive engines are designed to provide high power from time to time. For example, high power is required when a car needs to be accelerated on a highway driveway, when it is necessary to overtake other cars, or when it is necessary to maintain speed on a ramp. The output decreases when the car is traveling on the highway at normal speed, or decreases when decelerating due to traffic conditions. The output stops when the vehicle stops with temporary engine idling.

Due to these factors, most conventional automobile engines are practically operated most of the time with reduced fuel efficiency. This increases operating costs, wastes fuel and adversely affects efforts to protect the environment by reducing emissions.

This problem is partly due to the design of a typical automotive engine to have a low compression ratio in order to provide optimum engine performance at or near its power. High compression ratios can produce high efficiency when the engine is operating at low power, but high compression ratios in conventional engines make combustion excessively fast when the engine is operating at or near its output, sometimes resulting in abnormal explosions or knocking. Is connected. Fuel explosions severely deform engine parts, generate unbearable noise, and significantly reduce engine efficiency.

Until now, it has been recognized that more efficient operation is possible by designing the engine so that the compression ratio changes according to the engine load. Even at low loads, the compression ratio can be high and there is no problem of abnormal explosions under these conditions. In Atkinson cycle engines, the intake stroke is much shorter than the output or inflation stroke information, since a mechanism is provided to change the length of movement of the power piston in the cylinder. Some conventional engines have an auxiliary piston which reciprocates in a chamber in communication with the power piston cylinder. The operation of the auxiliary piston changes the compression ratio depending on the engine load. The auxiliary piston takes up a significant amount of space in the combustion chamber. This makes the intake and exhaust valves smaller than the size desired for the optimum intake and exhaust. Conventional engines of this kind require bulky additional parts, which tend to cause the engine to become substantially complex and rapidly wear out.

In addition, the Miller cycle engine changes the compression ratio according to the output, but there is no problem mentioned above. In the Miller cycle engine, the effective volume of the cylinder is varied by adjusting the closing timing of the fuel intake valve relative to the position of the power piston. For example, the closing of the fuel intake valve may be delayed until the compression stroke proceeds after the intake stroke of the piston is completed. Thus, the actual compression stroke of the feed fuel does not begin until shortly after the compression stroke operation of the piston begins. In this way, a reduction in the compression ratio by the closing delay time of the fuel intake valve occurs. The actuation mechanism of the intake valve increases the delay when the engine power increases and decreases it when the power decreases, thereby changing the compression ratio as necessary to provide more efficient operation over the entire power range.

In the above-described conventional Miller cycle engine operation, the effective size of the combustion chamber should be relatively small. Thus, a relatively small supply of fuel is generally compressed to high pressures when combustion commences. Subsequent output strokes utilize the entire cylinder volume. In this way, the expansion ratio becomes very high during the power stroke, allowing more work for a certain amount of fuel supply. Despite these advantages, it has not led to the widespread use of Miller cycle engines in automobiles until now, since the effective size of the combustion chamber is small compared to the cylinder volume, conventional engines have a low output per liter of piston discharge unit.

Miller intake engine fuel intake valves and valve actuators are not designed to solve other problems that adversely affect fuel efficiency. For example, conventional engines allow the driver to adjust speed and power with a throttle valve located in the air and fuel distribution path. The engine consumes more power to draw the fuel-air mixture through the throttle-tight supply. This throttle loss is proportional to the product of the pressure difference between the throttle valve flow rate and the inlet and outlet of the valve. Throttle losses are minimal when the engine is running at full power, because the throttle valve is fully open, minimizing the pressure difference between inflow and outflow. Throttle losses are also minimal when the engine is running at idle or approximate speed because the valve flow rate is minimal at this time. Throttle losses can be substantially increased to be large enough to consume about 30% of engine power in the mid-range of engine power. As pointed out earlier, automotive engines spend a lot of time in this intermediate engine power range. Eliminating the loss by not using the throttle will significantly increase the fuel efficiency of the engine.

Fuel intake valves in conventional engines add significant throttle loss. This is especially true when the intake valves used in modern engines are spring biased poppet valves. The poppet valve causes significant deflation of the fuel-air mixture passage at the beginning of valve opening and at the end of valve closing. The opening of the poppet valve is undesirably very slow and does not work momentarily in the early stages of opening. The closing of the valve is also quite slow, which results in a non-operational state. Reducing the throttle losses of these additional intake valves can greatly improve engine fuel efficiency.

Most engines are designed to produce what is called a squish effect at the end of the piston's compression stroke. There is a recess on the surface of the cylinder head that forms the top of the combustion chamber and the spark plug extends to this recess at some intermediate point. The other part of the cylinder head surface is called the squishy plane and gets closer to the power piston as it goes to top dead center. This greatly accelerates the fuel combustion process because it propells the compressed and heated fuel-air mixture toward the spark plug in rapid turbulent motion. Fast combustion prevents fuel explosions, improving output and increasing fuel efficiency. An abnormal explosion occurs when uncombusted fuel in the highly compressed feed fuel reaches the ignition point and is ignited by the shear of the advancing flame. Intense total combustion of the feed fuel causes an instant audible nock.

Conventional engines have a narrow squish area and are preferred at low or medium loads to avoid combustion rumble at high loads. Combustion vibrations occur when the feed fuel burns too quickly and differs from detonation in that combustion does not occur instantaneously. However, combustion vibrations are fast enough to overload the engine bearings, and the gas turbulence is so great that it transfers excess heat to the cooling system. The heat transferred is an energy loss that is not converted to an effective amount in the expansion phase.

The present invention is to solve the above problems.

According to one aspect of the invention, there is provided a fuel intake valve system of an internal combustion engine having at least one power cylinder reciprocating in an engine cylinder. The fuel intake valve system of the present invention includes a sleeve having an outlet end open to the engine cylinder and a fuel intake valve having at least one fuel intake port on the side wall of the sleeve. A valve piston moves along an axially extending movement path within the sleeve, the valve piston moving away from the outlet end of the sleeve over an open position in which the suction port is gradually circulated with the outlet end. The valve piston is further adapted to move toward the outlet end in a closed position where the fuel flow from the suction port to the outlet end is blocked by the valve piston. A valve actuator having a first group of components is included, wherein the first group of components includes the valve actuator such that the valve actuator periodically moves the valve piston between open and closed positions in response to rotation of the engine camshaft. It is interconnected to the piston. In addition, the valve actuator further comprises a second group of components, the second group of components in response to the increase in output of the acceleration control of the internal combustion engine to move the path of the valve piston to the outlet end of the sleeve And a valve piston, the valve piston being moved away from, and moving the movement path toward the outlet end in response to an output reduction movement of the acceleration control.

According to another aspect of the invention, at least one power piston reciprocating in the engine cylinder, a fuel intake valve into which fuel is introduced into the engine cylinder, and moves in one direction to increase the output of the internal combustion engine and vice versa There is provided an internal combustion engine having an acceleration control that moves to reduce the output of the internal combustion engine. The fuel intake valve is a valve chamber having an outlet end that is open to the engine cylinder and a piston valve having at least one fuel intake port on a side wall of the valve compartment at a position spaced from the outlet end of the valve chamber. The fuel intake valve further includes a valve piston in the valve chamber that moves forward and backwards toward the outlet end of the valve chamber. The valve piston moves along a travel path that includes a valve range of a first range and a valve range of a second range, where fuel flow through the intake port is gradually suppressed by the valve piston at the valve range of the first range. In the valve position of the second range, the fuel flow through the intake port is completely blocked by the piston and the piston is in close proximity to the outlet end of the valve chamber. And a valve actuating element coupled to the valve piston, the valve actuating element positioning the valve piston in the valve position of the first range during the fuel intake stroke of the power piston and in another stroke cycle stage of the internal combustion engine. A first group of elements for positioning said valve piston in a second range valve position. The valve actuating element further includes a second group of elements for converting the movement path of the valve piston in response to the operation of the engine control unit, wherein the movement path is in response to movement of the acceleration control unit in the one direction. It moves away from the outlet end of the seal and moves toward the outlet end in response to the movement of the acceleration control in the opposite direction.

According to another aspect of the present invention, there is provided at least one power piston reciprocating in an engine cylinder and an acceleration control unit moving in the first direction to increase the output of the internal combustion engine and move in the opposite direction to reduce the output of the internal combustion engine. There is provided a fuel intake valve system for an internal combustion engine. The fuel intake valve includes a valve compartment having an outlet end open to the engine cylinder and a fuel intake port at a position spaced apart from the outlet end in the valve compartment. The intake valve further includes a valve piston in the valve chamber that moves along a travel path extending toward the outlet end of the valve chamber. The valve piston is displaced from the outlet end through an open position that provides a gradually increasing flow path from the suction port to the outlet end, and the valve piston can move to the closed position toward the outlet end, the closed position The fuel flow from the inlet port to the outlet end is blocked by the valve piston at which the valve piston gradually approaches the outlet end. The system further comprises first valve actuator means for causing the valve piston to periodically move between an open position through which the fuel flows from the intake port to the engine cylinder and a closed position through which the fuel flow is blocked. . The system moves the movement path of the valve piston away from the outlet end in response to the movement of the acceleration control in the first direction and also moves the valve piston in response to the movement of the acceleration control in the opposite direction. And second valve actuator means for moving the path towards the outlet end.

The fuel intake valve structure and its valve operation configuration according to the present invention change several engine operating characteristics, thereby enabling high fuel efficiency over the full power range of the internal combustion engine.

The fuel intake valve of the present invention controls the flow of the air / fuel mixture to vary the output or speed of the internal combustion engine. This eliminates the need for a throttle valve and eliminates the power loss associated with the throttle valve. In addition, the intake valve functions to vary the compression ratio and expansion ratio to the engine cylinder in accordance with the load of the engine, thereby providing high fuel efficiency over the entire engine load. Preferably, according to the change in the engine load, the intake valve of the present invention can further optimize its performance by varying the effective squish area of the upper part of the engine cylinder. Other advantages of the present invention will be described later.

DETAILED DESCRIPTION Referring to the following detailed description of the invention and the accompanying drawings, the invention and other objects and advantages of the invention will be further understood.

1 is a plan view showing an upper portion of a power piston of an engine cylinder as part of an engine block of an internal combustion engine;

FIG. 2 is a front sectional view of the intake valve and the exhaust valve located in the head member on the power piston as a section cut along the inclined line 2-2 of FIG.

FIG. 3 is a cross-sectional view showing a configuration that is cut along the inclined line 3-3 of FIG. 2 and extends to the bottom of the engine head member and the bottom of the head member; FIG.

4 is a diagram schematically showing further components of the internal combustion engine and the interaction between them.

Fig. 5 is a suction valve timing circle showing opening and closing timing of a conventional poppet type suction valve in comparison with a power piston position.

Fig. 6 is an intake valve timing circle showing the opening and closing timing of the intake valve when the internal combustion engine is at minimum output or idle as an example of the present invention.

Fig. 7 is an intake valve timing circle showing the opening and closing timing of the intake valve when the internal combustion engine is at intermediate output or idle as an example of the present invention.

Fig. 8 is an intake valve timing circle showing the opening and closing timing of the intake valve when the engine operates at the maximum output as an example of the present invention.

Fig. 9 shows the opening / closing timing of the intake valve of the present invention in relation to engine crankshaft rotation when the internal combustion engine operates at low, medium and high outputs, and shows the change in the degree of opening of the intake valve at different outputs. One graph.

10 is a front sectional view of the intake valve of the internal combustion engine.

FIG. 11 is a bottom view of the intake valve taken along line 11-11 of FIG. 10; FIG.

Fig. 12 is a first modified example in which the intake port shape of the intake valve is modified to change the rate of change of fuel inflow in response to the movement of the valve piston.

Fig. 13 is a second modification example in which the intake port shape of the intake valve is modified to change the rate of change of fuel inflow in response to the movement of the valve piston.

14 is a sectional view of an actuator mechanism of the internal combustion engine.

Figure 15 is an upper part of the valve actuator mechanism of Figure 14;

Figure 16 is an exploded view of the valve piston movement assembly of Figure 14;

Figure 17 is a side view of a part of the cam shaft of the internal combustion engine.

18 is a longitudinal section of the camshaft shown in FIG. 17;

Fig. 19 is a cam actuated shuttle which is one component of the valve actuator mechanism shown in Figs. 14 and 15;

20 is a longitudinal section of the shuttle assembly of FIG.

Figure 21 is a diagram showing the position of the components of the valve actuator mechanism when the engine is running at minimum power and the intake valve is closed.

Fig. 22 is a diagram showing the change of position of the components of the valve actuator mechanism when the engine is running at the lowest power and the intake valve is open.

Figure 23 is a diagram showing the position of the components of the valve actuator mechanism when the engine is running at full power and the intake valve is closed.

24 is a diagram illustrating the position of the components of the valve actuator mechanism when the engine is running at full power and the intake valve is open.

25 is a bottom view of a head member provided with two intake valves and two exhaust valves in each cylinder as another embodiment of the present invention.

1 shows a portion of an engine block 11 for one engine cylinder 13 in an internal combustion engine 12. FIG. 2 is a cross-sectional view along the line 2-2 inclined to the engine block 11 of FIG. 1, illustrating the configuration of the fuel intake valve 14 and the exhaust valve 16 in more detail. Here, the fuel intake valve 14 and the exhaust valve 16 extend above the cylinder 13 at the center position on the inclined line 2-2 rather than the transverse line of the engine block.

2 and 3, the present invention is applied to an internal combustion engine 12 in which a power piston 17 operates a four-stroke cycle with at least one cylinder 13 reciprocating. The power piston 17 repeats the four-stroke cycle of fuel intake stroke, compression stroke, expansion stroke and exhaust stroke. The internal combustion engine 12 of this type has at least one fuel intake valve 14 and at least one exhaust valve 16 at the head end 18. The first embodiment of the present invention is provided with one fuel intake valve 14 and one exhaust valve 16 in each cylinder 13.

The fuel intake valve 14 and exhaust valve 16 extend into the cylinder head member 19 fastened to the engine block 11, and the head gasket 21 extends from the engine block 11 and the head member ( 19) is placed between. The cylinder head member 19 and engine block 11 have an inner passage 22 along which coolant circulates in a known manner.                 

The exhaust valve 16 may be a conventional poppet type with a circular head 23 from which the valve stem 24 is recessed 26 in the cylinder head member 19. Extend upwards. The circular head 23 is seated in a circular valve seat 27 that mates at the lower surface of the cylinder head member 19 at the end of the exhaust passage 28 in the cylinder head member 19. The compression spring 29 seated in the recess 26 pushes the exhaust valve 16 to the closed position of the valve. The valve actuator mechanism, which will be described later, temporarily opens the exhaust valve 16 in the exhaust stroke of the power piston 17.

In addition, the fuel intake valve 14, which is typically a poppet-type valve, opens at the fuel intake stroke of the power piston to inhale the fuel-air mixture into the engine cylinder and closes at other engine stroke cycles to prevent fuel inflow. The fuel intake valve 14 of the present invention is a piston type valve to perform a function that previously required a separate component. In order to control the output of the internal combustion engine 12, the fuel intake valve 14 fluctuates the inflow of fuel, thereby eliminating the need for a conventional throttle valve and eliminating concomitant output losses. In addition, the fuel intake valve 14 varies the compression ratio of the engine cylinder 13 according to the engine output to maximize fuel efficiency over the entire output range. The fuel intake valve 14 accelerates fuel combustion by increasing the squish area of the combustion chamber of the engine cylinder 13 at a minimum or near output, and at high power, reduces the squish area to produce excessive fuel combustion and the To prevent adverse effects such as combustion and vibration.

The cylinder head member 19 has a combustion chamber expansion recess 31 located above the engine cylinder 13. The fuel intake valve 14 is formed by a cylindrical hollow sleeve 32, which extends into the cylinder head member 19 and is open to the lower or outlet end 33 which is open in the combustion chamber expansion recess 31. Has The sleeve 32 is inclined with respect to the central axis 34 of the engine cylinder 13 and is laterally offset from the central axis 34 so that the sleeve 32 is in the exhaust valve 16 and the expansion recess 31. Space is provided for a conventional spark plug 36-shown in FIG. As the sleeve 32 is inclined, the outlet end 33 is also inclined and extends from the bottom of the expansion recess 31 to the top of the recess.

Fuel intake ports 37 spaced apart from each other on the side wall of the sleeve 32 are arranged equidistant from the outlet end 33. The fuel intake ports 37 are located on the fuel-air mixture intake passage 38 of the cylinder head member 19, which is in accordance with conventional methods such as a carburetor or a fuel injector and an air manifold. from the manifold).

The fuel intake valve 14 further includes a cylindrical valve piston 39 in the sleeve 32 having a diameter corresponding to the sleeve inner diameter. The valve piston 39 is moved axially in the sleeve 32 by means of a connecting rod 41, which is pivotally connected to the top of the valve piston with a pin 42.

The connecting rod 41 is connected to the valve actuator mechanism to be described below. The upper piston ring 43 and the lower piston ring 44 surround the valve piston 39 to seal between the sleeve 32 and the piston. The upper piston ring 43 is located at a point above the valve piston 39 which is always kept above the fuel intake port 37 in all reciprocating stages of the valve piston 39. The lower piston ring 44 reciprocates between the slightly upper position of the fuel intake port 37 in the lower position of the fuel intake port 37 when the valve piston rises from the lowest position to the highest value.

In order to increase the squish effect when the internal combustion engine is operating at or near its output, the lower end 46 of the valve piston 39 is the combustion chamber when the valve piston is located at the lowest or lowest approximation of the sleeve 32. It has a shape to protrude toward the expansion recess (31). The flat portion 47 at the bottom of the valve piston 39 extends parallel to the top of the engine power piston 17 when located at the lowest end of its movement and is also flush with the bottom surface of the engine head member 19. do.

In particular, referring to FIG. 3, in the present embodiment, the flat portion 47 of the valve piston lower end 46 is elliptical and extends only partially over the valve piston lower end 46. The other portion 48 of the lower end 46 has a conical surface cut by the flat portion. The flat portion 47 extends from the lowest point on the outlet end 33 of the inclined valve sleeve 32 when the valve piston 39 is located at the lowest point of its movement.

Since the squishy surface 49 of the flat bottom of the engine head member 19 extends over and protrudes over a portion of the upper portion of the engine cylinder 13, the combustion chamber expansion recess 31 in the cylinder head member 19 is non-circular. Will have the shape of. When the internal combustion engine operates at the minimum or minimum approximation output, the valve piston is in the lowest or lowest approximate position of the reciprocating motion, where the flat portion 47 of the valve piston 39 functions as an additional squeegee area. The flat portion 47 does not move to the outlet end 33 of the sleeve 32 when the engine is operating at maximum or maximum approximate power and in this state does not provide an additional squish effect.

4 shows the correlation between the fuel intake valve 14 and other parts of the internal combustion engine 12. A connecting rod 41 pivotally connected to the valve piston 39 is connected to the valve actuator 51 as previously described, which acts on the valve piston along an axially extending movement path 52 in the sleeve 32. Move. The detailed configuration of the valve actuator 51 will be described later. The valve actuator 51 opens and closes the fuel intake valve 14 in response to the rotation of the engine cam shaft 53. The engine cam shaft 53 is rotated by a belt or gear by the engine crankshaft 54 as in the related art, and rotates at a half speed of the crankshaft. A connecting rod 56 connects the power piston 17 to the offcenter crank portion 57 of the crankshaft 54 in a conventional manner. The valve actuator 51 changes the movement paths 52, 52a, 52b of the valve piston 39 outward from the engine cylinder 13 in response to the increase in the engine acceleration control 58, and shortens the movement path. In response to the deceleration of the acceleration control 58, the moving path is advanced toward the engine cylinder 13 and the moving path is extended.

Engine acceleration control 58 in a vehicle is typically an accelerator pedal 59 that is operated by foot. The operation of the engine acceleration control 58 may be transmitted to the valve actuator 51 by a mechanical connecting device if necessary, but preferably, the power amplification servo motor 62 responds to the operation of the accelerator pedal to activate the valve actuator 51. Adjust it. In this embodiment, the electric potentiometer 61 is operated by the accelerator pedal 59, and transmits a voltage which changes in accordance with the position change of the pedal to the servo motor controller 60. The servo motor 62 reacts by adjusting the valve actuator 51 as described below.

At the beginning of the fuel suction stroke, the power piston 17 is located at the top dead center of the cylinder 13, and the rotational position of the crankshaft 54 at this time is designated as a zero degree position. In response to the rotation of the camshaft 53, the valve actuator 51 opens the fuel intake valve 14 at or near the beginning of each fuel intake stroke of the engine piston 17. The engine power is adjusted by delaying the closing of the fuel intake valve 14 for a period of time determined by the position of the accelerator pedal 59. The increase in power operation of the accelerator pedal 59 delays the closing of the fuel intake valve 14 until the second half of rotation of the crankshaft 54. The output reduction operation of the accelerator pedal 59 shortens the time that the fuel intake valve 14 is opened during the rotation of the crankshaft. This changes the amount of fuel-air mixture entering the cylinder 13 during the fuel intake stroke of the engine piston 17 and thus changes the output or speed of the engine in response to the operation of the accelerator pedal 59.

5 to 8 are diagrams showing a fuel intake valve timing circle, where the radiation IO indicates the opening timing of the intake valve in degrees compared to the engine crankshaft rotation. The radiation IC indicates the intake valve closing timing. Dotted radiation marks the midpoint of the valve's open interval. The radiation TDC indicates the zero point of the crankshaft 54, that is, the position where the power piston 17 of the engine is at the top dead center, and the radiation BDC indicates the bottom dead center.                 

For purposes of comparison, Figure 5 shows a conventional poppet type intake valve timing in the prior art. This opening of the valve is relatively slow because the valve stalls due to inertia resistance when the valve starts to open. The closure is also relatively slow because the valve actuation slows down trying to keep the valve in the stagnant state. Opening of the poppet intake valve typically begins at approximately 20 degrees before reaching the top dead center and ends at about 55 degrees past the bottom dead center. This long opening time provides good fuel efficiency at high power, but lowers fuel efficiency at low power. At low power, the engine piston draws more fuel-air mixture than necessary at its output and returns some of it through the intake valve before the actual compression in the cylinder begins. The present invention allows the opening and closing timing of the fuel intake valve to vary with the engine load to provide high efficiency over the entire power range.

For example, Figure 6 shows the intake valve timing at the lowest output in one embodiment of the invention. The valve opens at the top dead center of the engine piston and closes after only 50 degrees of crankshaft rotation. Fig. 7 shows the timing of the same intake valve as above under intermediate engine speed (10-15% of maximum output). The valve remains open at the top dead center of the engine power piston, but closes after rotating the crankshaft by 85 degrees. Figure 8 shows the timing of the same intake valve as above when the engine is operating at full power. The valve opens about 10 degrees before top dead center and closes after 230 degrees of crankshaft rotation. Therefore, the valve always opens at or near the top dead center of the power piston, and the opening time gradually increases as the power increases. 6, 7, and 8, the midpoint of the opening time of the valve, denoted by the dashed radiation, is caused gradually in the second half of the power piston reciprocating motion as the output increases.

Early closing of the intake valve under low power causes the downstream engine power piston to produce partial vacuum in the engine cylinder at the end of the fuel intake stroke, consuming energy. This does not lead to output losses, since the energy consumed is recovered in the initial stage of subsequent compression strokes. Partial vacuum pulls the engine piston upwards in the early stages of the compression stroke.

FIG. 9 is a graph showing changes in the opening degree and duration of the fuel intake port of the intake valve under three different operating conditions (described in FIGS. 6, 7 and 8). Curve 63 in FIG. 9 shows the travel path of the intake valve piston above the lower end of the fuel intake port during the timing circle of FIG. 6 at the lowest power. Curve 64 in FIG. 9 shows the travel path of the intake valve piston during the timing circle of FIG. 7 at mid-output. Curve 66 in FIG. 9 shows the valve piston travel path compared to the suction port at the highest power in FIG. Under three different operating conditions, the intake and exhaust capacity of the intake valve is proportional to the area above the horizontal zero line and below curves 63, 64 and 66.

Referring again to Fig. 4, the valve actuator 51 moves the movement path 52 of the valve piston 39 out of the cylinder in response to the output increasing operation of the accelerator pedal 59. The travel path 52 is also shortened as it moves away from the cylinder 13 and extends closer to the cylinder. This operation varies with the effective compression and expansion ratio of the engine cylinder 13. When the intake valve 14 is in the closed position at full power, the valve piston 39 is in the position indicated by the solid line in FIG. The valve piston 39 is spaced from the outlet end 33 of the valve sleeve 32. The lower portion 67 of the sleeve 32 located below the valve piston 39 is in fact an extension of the combustion chamber of the engine cylinder 13. Therefore, the compression ratio in the cylinder 13 is relatively low. Due to the operation of the valve piston 39 and the extension of the travel path 52 described above, the valve piston is placed in the position indicated by the dotted line 39a in FIG. 4 when the valve is in the closed position and the engine is at minimum output. . Under these conditions, the valve piston 39 fills the lower portion 67 of the sleeve 32 and the compression ratio in the cylinder 13 is maximized. In the valve closing position, the position of the valve piston 39 in the sleeve 32 is progressively raised as the output increases, and lowered progressively as the output decreases. This results in a forward change in compression ratio, maximizing fuel efficiency over the full power range.

Maximization of the performance of the internal combustion engine 12 depends on the proportion of the intake valve 14 attachment along the diameter of the engine power piston 17 and the power piston stroke length. Important variables are indicated in FIGS. 10 and 11. In the present embodiment, the diameter of the valve piston 39—denoted D in FIG. 11—is about 54% of the diameter of the engine power piston. This allows for a sufficient volume change of the combustion chamber to vary the compression ratio of the combustion chamber in the manner described above, while the valve actuator mechanism maintains a suitable size to be mounted under the hood of the vehicle engine section. The distance between the closing point at the lowest output of the valve piston 39 and the closing point at the highest output (denoted A in Fig. 10) is 24% of the stroke of the engine power piston. The gap (denoted B in FIG. 10) of the lower end of the fuel intake port 37 from the end 33 of the sleeve 32 is 31% of the power piston stroke. This establishes a minimum overlapping distance by the distance that the valve piston 39 extends below the intake port 37 when the engine is running at full power and the intake valve is closed. In the above condition, the overlap distance L is 7% of the power piston stroke and increases as the engine power decreases. The valve piston 39 reciprocation distance at the lowest power is slightly greater than B, to introduce sufficient fuel-air mixture to maintain engine operation at idling speed. The fuel intake port 37 is marked C. The reciprocating distance of the valve piston 39 under the maximum output is slightly longer than the sum of L and C.

The deformation of the shape of the fuel intake port 37 makes it possible to precisely adjust the amount of fuel-air mixture entering the intake valve 14 in accordance with the compression ratio which varies in the valve closing position. In the embodiment of the present invention, the fuel intake port 37 is rectangular. Fig. 12 is a first variant, where each suction port 37 expands in width at the top and gradually narrows down to the bottom of the suction port. This changes and adjusts the inflow passage size to the valve 14 according to the operation of the valve piston reciprocating longer than at the high output at the low output. 13 is another variant of the suction port 37, with the suction port narrower at the top than at the bottom. This makes the change in inflow passage size caused by valve piston operation at high power less than the change at low power.

Referring back to FIG. 10, at the end 33 of the valve sleeve 32 there is a conical bevel 68 which assists gas entry into the lower portion 67 of the sleeve. The narrow flat portion 69 at the bottom of the end 33 is coplanar with the underside of the engine head member and at the same time the squish enhancement flat portion at the bottom of the valve piston 39 when the valve piston 39 is positioned at the bottom. It is located on the same plane as (47). Thus, the sleeve 32 itself does not protrude into the engine cylinder.

Referring again to Fig. 4, the proportional piston type intake valve 14 adjusts the compression ratio in the cylinder 13 between 9: 1 at maximum output and 19: 1 at minimum output. This range is suitable for 0.5 liter cylinders operating on ordinary unleaded gasoline. The proportions of the valves can be changed to provide different ranges of compression ratios suitable for different engines.

 As described above, the valve actuator 51 reciprocating the valve piston 39 is preferably relatively small and resistant to abrasion, as shown in Figs. 14 and 15, although other devices do the same. Fig. 14 is an internal combustion engine 12 viewed obliquely, and the intake valve 14 shown immediately makes the actuator operation easier to understand.

14 and 15 together, the connecting rod 41 of the intake valve 14 is pivotally connected to one arm of the 'a' bell crank 71 by the first pivot pin 72. The 'za' bell crank 71 is connected to the anchoring clevis 73 by a second pivot pin 74. The anchoring clevis 73 extends upwardly to the fastened anchor frame assembly 76 and is connected to and moved by the anchor frame assembly 76. When the clevis 73 is moved outward from the intake valve 14, the output of the engine is increased, and when the clevis 73 is moved closer to the intake valve 14, the engine output is decreased. In this manner, the power control rack 77 extending in the anchor frame assembly 76 is moved to move the clevis 73. 14 and 16, the rack 77 reciprocates along the track slot 78 in the anchor frame member 79 and is in place by a retainer 81 fastened to the frame member. Is fastened. The rack 77 has a ramp projection 82 which extends into a matching slot 83 in the anchoring clevis 73, the projection and the slot being inclined in the direction of motion of the rack. Thus, while the rack 77 moves in either direction, it moves the clevis 73 closer to the intake valve 14, and moving in the opposite direction moves the clevis 73 further outward from the intake valve.

Referring to Figure 16, in particular, the rack 77 is transformed to various outputs by the servo motor 62 described above. The outer threaded lead screw 84 extends from the rack 77 to the servo motor 62 and is tightened with the inner thread coupling 86 at the servo motor's shaft. As shown in Fig. 16, the rack 77 has three inclined ramp protrusions 82 for simultaneously adjusting fuel intake valves on three engine cylinders. Other types of engine designs may have different numbers of cylinders in the engine cylinder row and thus the rack 77 may have different numbers of ramp protrusions 82.

Referring back to Figures 14 and 15, the valve piston 39 is moved up and down by the cam follower assembly 87 to open and close the intake valve 14, which is the cam camshaft 53 It is connected to the anchoring clevis (73) and the bell crank (71) by means of a linkage (88) system arranged in the. Referring to Figs. 17 and 18, the portion of the cam shaft 53 on which the cam follower assembly is placed consists of a first cam 89 which is spaced apart from the second cam 91 by a circular groove 92. As shown in Figs. Lubricant is led to this circular groove 92 through the axial passageway 90 of the camshaft 53, and there is an opening 93 at the base of the circular groove 92. The accessory cam 94 of the camshaft 53 pivotally connects a locker lever 95 in a conventional manner to open the exhaust valve 16 during the exhaust stroke of the engine power piston.

The first cam 89 has a hill pants region 96 having a constant diameter thickness, and the region has a cycloidal lobe region 100 extending outward from the axis of the cam shaft 53. Is continuous. Specifically, in the embodiment of the present invention, the radius of the hill pants area 96 is 1.562 inches, and the lobe area 100 is further extended from the camshaft 53 axis further 0.35 inches. The second cam 91 has the opposite drafting dimensions of the first cam 89. In other words, the first cam 89 is shaped to allow the cam follower 87 on one side of the cam shaft 53 to reciprocate. The second cam 91 is shaped to distribute the same operation to other cam followers on the cam shaft in the opposite direction.

The dimensions of the cams 89 and 91 determine the opening time of the intake valve, and are fluctuated and adjusted as necessary to increase or decrease the opening time.

19 and 20, the cam follower assembly 87 includes two right angle frame members 98 joined by bolts 101 to form a square shuttle frame 102, the frame being a cam ( It is disposed between 89 and the cam 91 and extends at right angles to the cam shaft 53. The frame 102 is supported by two bearing blocks 103 which jointly enclose the camshaft 53 in a circular groove 92 and extend along a right angle frame member 98. It has a vertical gap. Accordingly, the shuttle frame 102 is moved in the orthogonal direction of the cam shaft 53 and rotates the cam shaft axially with the bearing block 103.

The first cam follower roller 104 at one end of the shuttle frame 102 is positioned in contact with the first cam 89 and the second cam 91 at the opposite end of the frame, with the second cam 91 at the opposite side of the frame. It is positioned in contact with the cam follower roller 106. Accordingly, as the cam shaft 53 and the cams 89 and 91 rotate, the shuttle frame 102 is moved back and forth in the direction perpendicular to the cam shaft.

14 and 15, the interlock device 88 moves the valve piston 39 of the intake valve 14 between the valve opening and closing positions in accordance with the reciprocating circulation movement of the shuttle frame 102. As shown in FIGS. For this purpose the linkage 88 comprises a lever 107 which is pivotally connected to the shuttle frame 102 by the pivot axis 108 of the second cam follower roller 106 at its midpoint. . The downwardly extending arm 109 of the lever 107 is connected to one end of the lever positioning link 111 by the pivot 112. The other end of the link 111 is pivotally connected to the fastening pin 113, which is supported by a strut 114 extending upward from the engine head member 19. An upwardly extending arm 116 of the lever 107 is connected to one end of the motion transfer link 117 by a pivot 118. Another pivot 119 connects the other end of the motion transfer link 117 to the bell crank 71. The pivot 119 is offset by a radius from the pivot pin 74 connecting the bell crank 71 to the anchoring clevis 73 and the bell crank to the valve piston connecting rod 41. It is spaced apart from the pivot 72 which connects. Accordingly, the shuttle frame 102 reciprocating motion caused by the cams 89 and 91 is connected to the angular motion of the bell crank 71 by moving the lever 107 and the motion transfer link 117 to move the valve piston up and down. It moves and opens and closes the intake valve 14.

 As described above, the bell crank 71 moves up and down in accordance with the operation of the power control rack 77. The interlock device 88 is adapted to its vertical operation as the angular position of the shuttle frame 102 changes around the camshaft 53 and the cams 89 and 91. For this purpose, the anchoring clevis 73 has an arm 121 extending to the lever 107. The connector link 122 is connected to the end of the arm 121 by the pivot 123 and is connected to the lower arm 109 of the lever 107 at the pivot 112. Therefore, raising the anchoring clevis 73 for raising the output is to turn the shuttle frame 102 clockwise as shown in FIG. 14 through the arm 121, the link 112 and the lever 107, and the clevis Lowering turns the frame in the opposite direction. Changing the angular position of the shuttle frame 102 changes the width of the angular motion of the bell crank 71. This changes and adjusts the stroke length of the valve piston 39 according to the engine output, and also brings about the variation of the relative opening and closing time of the intake valve as described above with reference to FIGS. 6 to 8. The valve actuator mechanism 51 described above is shown diagrammatically in FIGS. 21-24, showing the relative position of the parts of the actuator in each stage of operation. The dotted lines 124 of Figs. 21 to 24 show the movement paths of the first and second cam follower rollers 104 and 106 as the cam shaft 53 rotates.                 

Figure 21 shows the position of the actuator 51 attachment when the engine is running at its lowest power and the intake valve is closed. The anchoring clevis 73 and the valve piston 39 are at their lowest positions. The valve piston 39 fills the bottom of the valve sleeve 32 to achieve the maximum compression ratio. Figure 22 illustrates the position of the actuator 51 attachment when the intake valve 14 is open at the lowest output. The position of the anchoring clevis 73 remains unchanged. Rotation of the cam shaft 53 moves the first cam follower roller 104 further away from the cam shaft and pulls the second cam follower roller 106 toward the cam shaft. Therefore, the lever 107 is pivotally connected to the cam shaft 53. Lever actuation through link 117 causes the bell crank 71 to rotate. Rotation of the bell crank 71 raises the valve piston 39, which is raised only to provide a minimum fuel-air mixture through the fuel intake port 37.

Figure 23 shows the position of the actuator 51 attachment when the intake valve 14 is closed after the anchoring clevis 73 is raised to provide a minimum output. The valve piston 39 does not reciprocate to the bottom of the valve sleeve 32, so that the compression ratio is reduced as described above. Clevis arm 121 operating through link 122 raises pivot 112 along arc centered fixed pin 113, thus raising adjustment lever 107, and adjustment lever 107. The angular position of was changed. This also caused the movement path 124 of the cam follower rollers 104 and 106 to be rotated clockwise about the camshaft 53 via the lever 107. The above change causes the arcuate path to be moved by the pivot 118 above the lever 107 according to the reciprocating motion of the cam follower rollers 104 and 106 under the minimum output condition described above with reference to Figs. Make it shorter than Figure 24 shows the changed position of the accessory with the valve 14 open at full power. The angular motion of the bell crank 71 and the resulting vertical stroke of the valve piston 39 under peak power conditions-see FIGS. 23 and 24-may appear shorter under minimum power conditions-see FIGS. 21 and 22.

When the stroke length of the valve piston 39 gradually decreases, and the valve piston rises as the clevis 73 is raised to increase the output, the opening and closing timing of the valve 14 is changed as described with reference to FIGS. 6 and 7. Will be given.

Referring to FIGS. 21 and 23 simultaneously, the advantage of the valve actuator 51 mechanism described above is that a sudden load load applied to the valve piston 39 when the fuel is ignited is transmitted to the interlock device 88 and the cams 89 and 91. There is no way. At the closed point of the valve 14, the pivot pins 42, 72 and 74 are in line with each other and in line with the central axis of the piston 39. Thus, the high load on the bottom of the piston 39 during fuel combustion is supported by the power control rack 77 and is not transmitted to the cam and cam follower by the linkage 88. Accordingly, wear of parts of the valve actuator 51 is reduced.

The resistance that occurs when the valve piston 39 reaches the top of the stroke and attempts to change direction adds to the load and this affects the cam and cam follower. This is more pronounced at higher powers, since the piston speed is higher. As described above, short valve strokes at high outputs reduce the resistance and further reduce wear on the valve actuator mechanism. As described with reference to FIG. 8, the intake valve 14 is not closed even after the compression stroke of the engine has already started under high power. As the valve piston at this point moves to the closed position, increasing compression of the engine cylinder has a cushioning effect on the valve piston. This ensures that the force applied to the actuator mechanism 51 at this point is not too sudden. The above allows the valve actuator mechanism 51 to be made small and to operate at a moderate pressure even at high speeds.

Referring back to Figures 2 and 3, the embodiment of the present invention described above has one intake valve 14 and one exhaust valve 16 in each engine cylinder 13. Fig. 25 shows the underside of the head member 19 of the engine, and there are two intake valves 14a and an exhaust valve 16a in each cylinder. The design and operation of the valves 14a and 16a are the same as the embodiment of the invention described above, except that the diameter of the valve can be made smaller while providing a change in compression ratio.

Combining four valves 14a and 16a in each cylinder may increase the complexity and cost of the engine, but it has certain advantages. For example, the spark plug 36a is located more centered on the cylinder, activating faster and more stable fuel combustion. The combustion chamber recess 31a below the head member 19 is shaped to provide a further maximized fastening squish surface 49 on the cylinder. Exhaust valve 16b is lighter, so that there is less restriction on engine rotational speed.

The fuel intake valve structure and its valve operation configuration according to the present invention change several engine operating characteristics, thereby enabling high fuel efficiency over the full power range of the internal combustion engine.                 

The fuel intake valve of the present invention controls the flow of the air / fuel mixture to vary the output or speed of the internal combustion engine. This eliminates the need for a throttle valve and eliminates the power loss associated with the throttle valve. In addition, the intake valve functions to vary the compression ratio and expansion ratio to the engine cylinder in accordance with the load of the engine, thereby providing high fuel efficiency over the entire engine load. Preferably, according to the change in the engine load, the intake valve of the present invention can further optimize its performance by varying the effective squish area of the upper portion of the engine cylinder.

The present invention has been described with reference to some preferred embodiments according to the present invention. However, the above description is merely an illustration of the present invention and the present invention is not limited to the description of the above embodiment. It is intended that the scope of the invention be defined by the claims appended hereto, and those skilled in the art will recognize that various modifications and variations can be made without departing from the scope of the invention as defined in the claims.

Claims (21)

Having at least one power piston reciprocating in the engine cylinder and coupled to the engine crankshaft, having a camshaft rotated by the crankshaft, and having an acceleration control that is movable to vary the output of the engine; In an internal combustion engine, Further comprising a valve piston having an outlet end open to the engine cylinder and at least one fuel intake port on the sidewall of the sleeve, the valve piston being movable along an axially extending movement path within the sleeve, the valve piston The fuel inlet port is movable away from the outlet end through an open position in gradual communication with the outlet end, and the fuel inlet port is in a closed position in which the fuel flow from the fuel inlet port to the outlet end is closed to the valve piston. A fuel intake valve movable towards the outlet end, A first group of components interconnected to the valve piston for periodically moving the valve piston between the open and closed positions in response to the rotation of the cam shaft; And a valve actuator having a second group of components interconnected to the valve piston to move the travel path toward the outlet end in response to an output reduction movement of the acceleration control portion from the outlet end. The valve group of claim 1, wherein the valve actuator includes a connecting anchor member and a bell crank pivotally coupled to the connecting anchor member, and a connecting rod extending from the bell crank to the valve piston and pivotally coupled to each of the first group. The valve actuator component of the cam follower comprises a cam follower reciprocating between two positions by rotation of the cam shaft, the cam follower being interconnected to the bell crank between the two angular positions relative to the connecting anchor member. And rotating the bell crank to open and close the fuel intake valve in response to the rotation of the cam shaft. The valve of claim 2, wherein the bell crank is fastened to the connection anchor member at a first pivot pin, the connecting rod is fastened to the bell crank at a second pivot pin, and the connecting bar is connected to the valve at a third pivot pin. When the fuel intake valve is closed and the fuel intake valve is closed, the first, second and third pivot pins are aligned with each other and positioned to align with the travel path of the valve piston, thereby providing fuel within the engine cylinder. An internal combustion engine that prevents sudden force generated by combustion from being supported by the connecting anchor member and not transmitted to the cam follower. 3. The cam follower of claim 2, wherein the cam follower includes a movable shuttle supporting spaced apart first and second cam follower rollers located on opposite sides of the cam shaft, wherein the movable shuttle comprises: Interact with the bell crank to open the fuel intake valve in response to a shuttle movement from one shuttle position to a second shuttle position and close the fuel intake valve in response to a shuttle movement from a second shuttle position to a first shuttle position. And the camshaft comprises a first lobe cam contacted by the first follower roller and a second lobe cam contacted by the second follower roller, wherein the first and second lobe cams are And an internal combustion engine configured to move the shuttle from the first shuttle position back to the second shuttle position back to the first shuttle position during each rotation of the cam shaft. 5. The method of claim 4, wherein the connecting anchor member is movable in the first direction to increase the output of the internal combustion engine and in the opposite direction to reduce the output of the internal combustion engine, wherein the shuttle rotates the cam shaft. To change the opening and closing timing of the fuel intake valve of the fuel intake valve is rotatable about the cam shaft, the first group of valve components in the first angular direction in response to the power increase movement of the connecting anchor member And interconnecting the shuttle to the connection anchor member to rotate the shuttle in an opposite direction in response to a power reduction movement of the connection anchor member. The valve actuator of claim 1, wherein the valve actuator includes a connecting anchor member, a crank member pivotally connected to the connecting anchor member, and a connecting rod extending from an arm of the crank member to the valve piston and pivotally connected to each of the second group. The valve actuator component of the apparatus includes a power control component that moves in response to the movement of the acceleration controller of the internal combustion engine, wherein the power control component sucks the connection anchor member in response to the power increase movement of the acceleration controller. An internal combustion engine configured to move further away from the outlet end of the valve sleeve and to advance the connecting anchor member toward the outlet end of the sleeve in response to a power reduction movement of the acceleration control. 7. The connector of claim 6, wherein the connection anchor member has a slot, the power control component including a ramp extending along the slot of the connection anchor member, the slot and the ramp in a path of travel of the valve piston. Inclined relative to, the movement of the lamp in the first direction moves the connecting anchor member further away from the outlet end of the sleeve and the movement of the lamp in the opposite direction advances the connecting anchor member toward the outlet end. Agency. 7. The internal combustion engine of claim 6, further comprising a servo motor coupled to the power control component and moving the power control component in response to movement of the acceleration control section of the internal combustion engine. The internal combustion engine of claim 1, wherein when the intake valve is closed and the internal combustion engine is operating at minimum power output, the valve piston is adjusted such that the end surface of the valve piston is located at the outlet end of the sleeve. 10. The internal combustion engine of claim 9, wherein the first portion of the end surface of the valve piston is a flat area extending in a substantially parallel relationship with the upper surface of the power piston of the internal combustion engine. 11. The method of claim 10, wherein the second portion of the end surface of the valve piston extends outwardly from an upper surface of the power piston when the valve piston is at the outlet end of the sleeve and extends from the first flat area. Extended internal combustion engine. The engine of claim 1, wherein the power piston of the internal combustion engine reciprocates in an engine block, an engine head member is fastened to the engine block, and the engine head member is recessed to form a combustion chamber extension of the engine cylinder. And the fuel intake valve extends in the head member with the outlet end of the valve sleeve in the recess, the valve sleeve, and the valve piston, and a path of movement of the valve piston is defined in the internal combustion engine. Inclined with respect to the direction of movement of the power piston, the valve piston having an end region protruding into the recess when the fuel intake valve is closed and the internal combustion engine operates at a minimum power output. 13. The end region of the valve piston according to claim 12, wherein the end region of the valve piston has a flat region extending substantially coplanar with the bottom surface of the head member when the fuel intake valve is closed and the internal combustion engine is operated at minimum power output. Having an internal combustion engine. The fuel inlet port of claim 1, wherein the fuel inlet port on the sidewall of the sleeve has a first end closest to the outlet end of the sleeve and an opposite end farther from the outlet end of the sleeve, the fuel inlet port being An internal combustion engine having a minimum width at the first end and gradually widening toward the second end. The fuel inlet port of claim 1, wherein the fuel inlet port on the sidewall of the sleeve has a first end closest to the outlet end of the sleeve and an opposite end farther from the outlet end of the sleeve, the fuel inlet port being An internal combustion engine having a maximum width at the first end and gradually narrowing toward the second end. The valve of claim 1, wherein the components of the first and second groups of valve actuators shorten the movement path of the valve piston when the movement path is away from the outlet end of the sleeve and the movement path is the outlet of the sleeve. An internal combustion engine positioned to extend the travel path as it travels toward an end. At least one power piston reciprocating in the engine cylinder, a fuel intake valve into which fuel is introduced into the engine cylinder, and movable in one direction to increase the power output of the internal combustion engine and to reduce the output of the internal combustion engine An internal combustion engine having an acceleration control unit which is movable in an opposite direction, A valve chamber having an outlet end opened to the engine cylinder and a piston valve having at least one fuel intake port on a side wall of the valve chamber at a position spaced from an outlet end of the valve chamber, wherein the fuel intake valve The valve chamber further includes a valve piston that is movable forward and backwards toward the outlet end of the valve chamber, wherein the valve piston has a valve of a first range in which fuel flow through the suction port is gradually suppressed by the piston. A position along a travel path including a position in the second range of valve positions at which fuel flow through the inlet port is completely blocked by the piston, the fuel intake gradually approaching the piston end of the valve chamber With the valve, Coupled to the valve piston, positioning the valve piston within the valve range of the first range during a fuel intake stroke of the power piston and positioning the valve piston within the second range valve position at another stage of the operating cycle of the internal combustion engine. And a second group of components for moving the movement path of the valve piston in response to movement of the engine control, the movement path being accelerated. An internal combustion engine that is moved away from the outlet end of the valve chamber in response to the movement of the control unit in one direction and is moved toward the outlet end in response to the movement of the acceleration control unit in the opposite direction. An internal combustion engine having at least one power piston reciprocating in an engine cylinder and an acceleration control unit movable in a first direction to increase the output of the internal combustion engine and movable in an opposite direction to reduce the output of the internal combustion engine. , A valve piston having an outlet end open to the engine cylinder and a fuel intake port at a position spaced apart from the outlet end in the valve chamber, the valve piston being movable along a travel path extending toward the outlet end of the valve compartment; Further comprising the valve chamber, wherein the valve piston is movable away from the outlet end through an open position providing a flow path that gradually increases from the suction port to the outlet end, wherein the valve piston moves the outlet end. A fuel intake valve, wherein the fuel flow from the intake port to the outlet end is blocked by the valve piston and the valve piston is gradually moved to a closed position proximate to the outlet end; First valve actuator means for periodically moving the valve piston between an open position through which the fuel flows from the intake port to the engine cylinder and a closed position where the fuel flow is blocked; Responsive movement of the valve piston away from the outlet end in response to movement of the acceleration control in the first direction, and movement path of the valve piston in response to movement of the valve piston in the opposite direction. An internal combustion engine comprising a second valve actuator means for moving towards the end. 19. The valve actuator of claim 18, wherein the valve actuator means shortens the path of travel of the valve piston when the path of travel moves away from the outlet end of the sleeve, and the path of travel moves toward the outlet end of the sleeve. An internal combustion engine extending the travel path. 19. The internal combustion engine of claim 18, wherein the internal combustion engine includes an engine block on which the cylinder is located and a head member overlapping the engine block, the head member having a recess forming an extension of the cylinder combustion chamber. The valve actuator means protruding the valve piston into the recess when operating at a minimum power output and retracting the valve piston from the recess when the internal combustion engine operates at a high power output. 21. The internal combustion engine of claim 20, wherein the valve piston has an end surface facing the engine cylinder, the end surface having a squish reinforced flat region extending in a substantially parallel relationship with an upper surface of the engine piston.

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