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Fuel efficient valve mechanism for internal combustion engines

Imported: 24 Feb '17 | Published: 06 Jan '04

Rollin A. Armer

USPTO - Utility Patents

Abstract

An internal combustion engine having one or more power pistons reciprocating in one or more cylinders has at least one fuel inlet valve of the piston type at each cylinder. An inlet valve sleeve has an open end at the top of the cylinder and has fuel inlet ports situated away from the cylinder. A valve piston in the sleeve is movable towards the cylinder and away from the cylinder by an actuator system to open and close the valve. The actuator system varies timing and duration of the open periods of the valve to control engine power output thereby eliminating any need for a throttle valve and its attendant power losses. Valve piston movement also varies the effective compression ratio in the engine cylinder as a function of power output thereby further increasing fuel efficiency.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a top view of a portion of an engine block of an internal combustion engine depicting the top of a power piston in one of the engine cylinders.

FIG. 2 is an elevation section view taken along angled line

2

2 of FIG.

1 and showing inlet and exhaust valves which are situated in a head member above the power piston.

FIG. 3 is a section view taken along line

3

3 of FIG. 2 showing the underside of the engine head member and components which extend to the underside of the head member.

FIG. 4 is a schematic diagram depicting additional components of the engine of the preceding figures and depicting the interactions of the components with each other.

FIG. 5 is a diagrammatic inlet valve timing circle showing the timing of opening and closing of an inlet valve, in relation to power piston position, of a conventional inlet valve of the poppet type.

FIG. 6 is a diagrammatic inlet valve timing circle showing the timing of opening and closing of the inlet valve of an example of the present invention when the engine is idling or operating at minimum power output.

FIG. 7 is a diagrammatic inlet valve timing circle showing the timing of opening and closing of the inlet valve of an example of the present invention when the engine is idling or operating at an intermediate power output.

FIG. 8 is a diagrammatic inlet valve timing circle showing the timing of opening and closing of the inlet valve of an example of the present invention when the engine is operating at full power output.

FIG. 9 is a graph showing the timing of opening and closing of the inlet valve of the present invention in relation to engine crankshaft rotation at minimum power output, an intermediate power output and at full power output and also showing variations of the extent of opening of the inlet valve at the different power outputs.

FIG. 10 is an elevation section view of the inlet valve of the engine.

FIG. 11 is a view of the underside of the inlet valve of FIG. 10 taken along line

11

11 thereof.

FIG. 12 depicts a first modification of the shape of fuel inlet ports in the inlet valve which alters the rate of change of fuel inflow in response to valve piston movement.

FIG. 13 depicts a second modification of the shape of the fuel inlet ports in the inlet valve which alters the rate of change of fuel inflow in response to valve piston movement in an opposite manner.

FIG. 14 is a cross section view of valve actuator mechanism of the engine of the preceding figures.

FIG. 15 is a top view of the valve actuator mechanism of FIG.

14.

FIG. 16 is an exploded view better showing component parts of a valve piston travel varying assembly of FIG.

14.

FIG. 17 is a side view of a portion of the camshaft of the engine of the preceding figures.

FIG. 18 is an end view of the portion of the camshaft which is shown in FIG.

17.

FIG. 19 depicts a cam operated shuttle assembly which is a component of the valve actuator mechanism of FIGS. 14 and 15.

FIG. 20 is an end view of the shuttle assembly of FIG.

19.

FIG. 21 is a diagrammatic illustration showing positions of components of the valve actuator mechanism when the engine is operating at minimum power output and the inlet valve is closed.

FIG. 22 is a diagrammatic illustration showing changed positions of components of the valve actuator mechanism when the engine is operating at minimum power output and the inlet valve is open.

FIG. 23 is a diagrammatic illustration showing the positions of components of the valve actuator mechanism when the engine is operating at full power output and the inlet valve is closed.

FIG. 24 is a diagrammatic illustration showing the positions of components of the valve actuator mechanism when the engine is operating at full power output and the inlet valve is open.

FIG. 25 is a view of the underside of the head member of another embodiment of the invention in which two inlet valves and two exhaust valves are present at each engine cylinder.

Claims

1. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crankshaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

2. The apparatus of claim 1 wherein said bell crank is fastened to said linkage anchor member at a first pivot pin and said link rod is fastened to said bell crank at a second pivot pin and said link rod is fastened to said valve piston at a third pivot pin, said first and second and third pivot pins being positioned to be in alignment with each other and to be in alignment with said path of travel of said valve piston when inlet valve is closed whereby abrupt forces produced by fuel combustion in said cylinder are sustained by said linkage anchor member and are not transmitted to said cam follower.

3. The apparatus of claim 1 wherein said cam follower has a translatable shuttle supporting first and second spaced apart cam follower rollers which are situated at opposite sides of said camshaft, said shuttle being interlinked with said bell crank to open said fuel inlet valve in response to shuttle movement from a first shuttle position to a second shuttle position and to close said fuel inlet valve in response to shuttle movement from said second shuttle position to the first shuttle position, said camshaft having a first lobed cam contacted by said first follower roller and a second lobed cam contacted by said second follower roller, said first and second lobed cams being shaped to translate said shuttle from said first shuttle position to said second shuttle position and back to said first shuttle position during each revolution of said camshaft.

4. The apparatus of claim 3 wherein said linkage anchor member is movable in a first direction to increase power output of said engine and is movable in an opposite direction to decrease power output of said engine, said shuttle being turnable about said camshaft to vary the timing of opening and closing of said fuel inlet valve during a revolution of said camshaft and wherein said first group of valve actuator components includes components which interlink said shuttle with said linkage anchor member to turn said shuttle in a first angular direction in response to power increasing movements of said linkage anchoring member and to turn said shuttle in an opposite angular direction in response to power decreasing movements of said linkage anchoring member.

5. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

6. The apparatus of claim 5 wherein said linkage anchor member has a slot therein and wherein said power control component includes a ramp which extends along said slot of said linkage anchor member, said slot and said ramp being inclined relative to said path of travel of said valve piston whereby movement of said ramp in a first direction moves said linkage anchor member further away from said outlet end of said sleeve and movement of the ramp in an opposite direction advances said linkage anchor member towards said outlet end.

7. The apparatus of claim 5 further including a servomotor coupled to said power control component and which moves said power control component in response to movement of said acceleration control of said engine.

8. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

9. The apparatus of claim 8 wherein a first portion of said end surface of said valve piston is a flat area thereat which extends in substantially parallel relationship with a top surface of said power piston of said engine.

10. The apparatus of claim 9 wherein a second portion of said end surface of said valve piston extends from said flat first portion thereof and is inclined to extend outward from said top surface of said power piston when said valve piston is at said outlet end of said sleeve.

11. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

12. The apparatus of claim 11 wherein said end region of said valve piston has a flat area thereon which extends in substantially coplanar relationship with a bottom surface of said head member when the fuel inlet valve is closed and the engine is operating at minimum power output.

13. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

14. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

15. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

16. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

17. In an internal combustion engine which has at least one power piston that reciprocates within an engine cylinder and which is coupled to an engine crankshaft and having a camshaft which is turned by the crank shaft and having an acceleration control which is movable to vary the power output of the engine, the improvement comprising:

18. The apparatus of claim 17 wherein said valve piston has an end surface facing said engine cylinder, said end surface having a squish enhancing flat area which extends in substantially parallel relationship with a top surface of said engine piston.