EP0091944B1 - Einlass- und auspuffventilsystem für brennkraftmaschine mit konzentrischen mehrfachventilen - Google Patents

Einlass- und auspuffventilsystem für brennkraftmaschine mit konzentrischen mehrfachventilen Download PDF

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Publication number
EP0091944B1
EP0091944B1 EP19820903405 EP82903405A EP0091944B1 EP 0091944 B1 EP0091944 B1 EP 0091944B1 EP 19820903405 EP19820903405 EP 19820903405 EP 82903405 A EP82903405 A EP 82903405A EP 0091944 B1 EP0091944 B1 EP 0091944B1
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EP
European Patent Office
Prior art keywords
intake
valve
charge
cylinder
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP19820903405
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English (en)
French (fr)
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EP0091944A4 (de
EP0091944A1 (de
Inventor
Charles S. Bergeron
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ALTERNATIVE COMBUSTION ENGINEERING Inc
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ALTERNATIVE COMBUSTION ENGINEERING Inc
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Application filed by ALTERNATIVE COMBUSTION ENGINEERING Inc filed Critical ALTERNATIVE COMBUSTION ENGINEERING Inc
Publication of EP0091944A1 publication Critical patent/EP0091944A1/de
Publication of EP0091944A4 publication Critical patent/EP0091944A4/de
Application granted granted Critical
Publication of EP0091944B1 publication Critical patent/EP0091944B1/de
Expired legal-status Critical Current

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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
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/28—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of coaxial valves; characterised by the provision of valves co-operating with both intake and exhaust ports
    • F01L1/285—Coaxial intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • This invention relates generally to an improvement for an internal combustion engine, and specifically in the intake and exhaust valve system to enhance the charge volume per unit time for intake and exhaust, and provide other improvements for greatly increasing the efficiency of the engine, the total combustion process and the reduction of pollution.
  • GB-A-895 554 there are disclosed two concentric intake valves the purpose of which is to use one valve for the incoming fuel mixture and the other intake valve concentrically arranged to scavenge the cylinder.
  • the present invention specifically requires that the intake valve and the exhaust valve be concentric and be disposed in one port and the cylinder to have multiple intake/ exhaust valve assemblies.
  • US-A-2,958,316 discloses a single concentric intake/exhaust valve assembly with no suggestion to use multiple intake/exhaust valve assemblies. The reason is that the whole purpose originally of going to a single concentric intake/ exhaust valve assembly in the prior art was to eliminate separate intake and exhaust ports in the cylinder. There will be discussed in more detail the problems encountered with a single concen-. tric intake/exhaust valve assembly and why it does not work. However, no one has heretofore disclosed using multiple concentric intake/ exhaust valve assemblies, probably because of their individual, inherent increased mechanical complexity and cost.
  • the present invention is the first to disclose the use of smaller multiple concentric intake/exhaust valve assemblies while still greatly enhancing the amount of fuel/air charge that can be induced in a non supercharged engine. Test results have verified the increased volumetric efficiency realized while eliminating the problems of a single concentric intake/exhaust valve assembly.
  • US-A-4,323,046 shows the use of individual fuel sources and fuels but contains no suggestion or teaching concerning the combination of concentric intake/exhaust valves and first and second charge sources, one for one intake valve and another for a different intake valve.
  • the present invention overcomes the problems of the prior art by providing a multiple, concentric intake and exhaust valve system for an internal combustion engine. These improvements are greatly increased volume of charge per unit time when coupled with a cam shaft profile of longer duration of full valve opening over the average range of piston travel, through the engine per intake stroke, while at the same time reducing the mass or each concentric valve assembly allowing for conventional type cam and lifter action. This greatly reduces the exhaust pressure on each concentric valve assembly, and enhances the swirl characteristics of the charge by providing the capability of sequential intake of the charge per cylinder by sequentially opening and closing the intake valves in each cylinder.
  • four sets of concentric valve assemblies are used per cylinder, which allows for four intake valves and four exhaust valves per cylinder which are disposed to obtain an optimum circumferential valve area for flow into and out of the cylinder.
  • Improved efficiency is attributed to the increased volume of charge flow per unit time into the cylinder while improving intake charge velocity.
  • the second effect is that by swirling the charge, a more thorough, homogeneous mixture is achieved in the combustion chamber after the intake stroke. This allows a more complete combustion of the charge, deriving more energy per stroke of combustion.
  • Another benefit of the multiple valve intake and exhaust valve system is that one side of the cylinder can be in fluid communication with one fuel source, and at the same time the other side of the cylinder can be in fluid communication with another fuel source. This allows the mixing of two separate fuels such as gasoline and alcohol in the cylinder.
  • Another important result of the invention is the fact that the increased charge circumferential area available for the intake charge entry and exhaust expulsion (which greatly enhances the volume of flow per unit time through the engine) also reduces the mechanical acceleration demands for lifting the intake and exhaust valves. With the greater circumferential distance achieved, the valves need be opened less to achieve optimum charge volume per unit time. Duration of optimum valve open position is no longer a limiting factor of camshaft acceleration.
  • the primary problem in conventional, four cycle, internal combustion engines is the inability in the time available per intake stroke to get sufficient charge volume into the cylinder, resulting in low volumetric efficiency in conventional operating RPM ranges.
  • the intake charge volume per unit time is conventionally limited by demands of cam ramp acceleration resulting in time limitations on the duration of full valve opening.
  • the present invention allows for optimum open valve duration.
  • a multiple concentric intake/exhaust valve system for an internal combustion engine which employs at least two or more separate concentric intake and exhaust valves per cylinder to provide increased charge volume per unit time to the cylinder, said intake, exhaust valve system having a lifting mechanism that can achieve optimum flow charge volume per unit time.
  • four concentric intake and exhaust valves are employed.
  • Four circular openings are provided through the cylinder head to each combustion chamber.
  • the openings are sized and geometrically arranged relative to each other to achieve an optimum total circumferential distance per combustion chamber.
  • the intake valve area opening per unit time when coupled with the optimum intake charge velocity in the port determines the volume of charge received in the cylinder.
  • each opening in the cylinder head receives a concentric intake and exhaust valve assembly, each of which are described in greater detail below.
  • each intake valve and exhaust valve assembly is similar, so that a single concentric intake and exhaust valve system will be described.
  • the intake valve is a conventionally shaped poppet valve which is coaxially located within a hollow-chambered exhaust valve.
  • the exhaust valve assembly includes a web support having a circular passage that receives and supports the stem of the intake valve.
  • the exhaust valve being hollow and having the intake valve mounted therein, includes an exhaust valve lifter that contacts a pair of exhaust lobes on the cam shaft (one lobe that contacts each side of the exhaust valve lifter) to depress exhaust valve driving pins, which are mounted in the main spring support pad.
  • the main spring support pad guides the exhaust valve driving pins which in turn engages the exhaust valve assembly.
  • a main spring is mounted between the spring retainer and the spring support pad.
  • An exhaust valve return spring is mounted between the exhaust valve driving pad and the cylinder head.
  • the intake valve may be of conventional weight and size.
  • An intake valve lifter contacts the intake lobe of the cam, which is located between the exhaust lobes.
  • a single source, centrally located, manifold may be used to equally supply all four intake valves per cylinder.
  • two separate manifolds could use different types of fuels, each independently supplied to the combustion chamber.
  • the exhaust valve is mounted such that the exhaust outlet port surrounds the exterior of the exhaust valve.
  • the exhaust valve is seated in such a way that upon opening, exhaust will be received into the outlet port around the exterior of the exhaust valve.
  • Incoming charge traverses the inside chamber of the exhaust valve.
  • the intake valve is seated relative to the exhaust valve around the annular rim on the opposite of the exhaust valve seat.
  • cam lobes are presented for each inlet/ outlet concentric valve assembly. Dual cams are employed, one with each valve train bank mounted overhead on the cylinder head.
  • the inner cam lobe is used to drive the intake valve against an intake valve lifter disposed on top of the intake valve stem.
  • An annular exhaust valve lifter which is in communication with exhaust valve driving pins which in turn drive the disc-like exhaust valve driving pad which forms the exhaust valve actuating mechanism.
  • the present intake and exhaust valve system is mounted in an overhead valve arrangement in the engine cylinder head.
  • the cylinder head as on other conventional engines is removable from the cylinder block.
  • the pistons, the block, the crank shaft, the rods and the like are conventional and do not form a part of the invention. It is the intake and exhaust valve system (including the valve actuating mechanisms) that forms the invention.
  • twin cams (one on each side of the engine) can be used to open and close the intake and exhaust valves in their proper sequence.
  • intake valves For each cylinder, there are four intake valves and four exhaust valves (in the preferred embodiment).
  • the intake valves can be sequentially opened, rather than opened in unison, to permit the intake of the charge in steps around the upper portion of the cylinder chamber. This can create a swirl effect, caused from the intake valves opening at different times in a particular chamber, thus effecting a more turbulent greater mixing action of the charge with the cylinder.
  • the incoming charge can also act as a cooling agent for the valve assembly in that it passes through the interior of the exhaust valve and over the back face surface of the intake valve.
  • Yet another object of this invention is to provide an intake and exhaust valve system that allows for multiple charge sources from different systems simultaneously in a given combustion chamber, to allow for mixing at the cylinder.
  • Yet still another object of this invention is to provide an improved intake and exhaust valve system for combustion engines that enhances the efficiency of combustion by providing swirl of intake charge within the cylinder during intake stroke by sequentially opening the intake valves.
  • Yet still another object of this invention is to provide an improved intake and exhaust valve system for combustion engines that allows for symmetrical disposition of relative porting and valving within the combustion chamber surface to provide for balanced entry and exit of charge.
  • FIG. 1 a top view showing a pair of cam shafts 10 mounted on top of an engine cylinder head 11 is shown, with the engine cylinders 12 dotted and shown in phantom.
  • Each cylinder also includes four apertures 14 (shown in phantom) which represent the apertures 14 through the top of the head 11 each of which receives one concentric intake and exhaust assembly.
  • each cylinder will have four intake valves and four exhaustvalves with the intake valve being disposed concentrically within the exhaust valve (which is described in greater detail below).
  • cam shafts 10 have four sets of three lobes at each cylinder station, with the lobes representing an inner lobe 16 for driving the intake valve and two outside lobes 18, which drive the exhaust valve.
  • the cams 10 may be driven in a conventional manner and are mounted with suitable bearings and oil channels and the like which are not shown for the sake of clarity.
  • the arrangement of the cams 10, however, is basically that of an overhead cam engine. Many essential elements of the engine including the intake manifold, the carburetor, oil covers and the like are not shown in the schematic drawing of Figure 1.
  • FIG. 2A and 2B a side cross sectional view through two of the intake/exhaust valve assemblies is shown.
  • Each of the intake and exhaust valve assemblies functions the same (except for sequential operation) so that only one will be discussed in detail. Note that the valve assembly axes are somewhat offset from the center of the cylinder, and that each valve assembly is angularly aligned at approximately a 30° angle to each other (angle between the intake valve stems).
  • the intake manifold 20 of the embodiment shown in Figure 2A is shown disposed in the center such that it has a split passage from the carburetor where there is a single opening into the carburetor throat terminating with two openings, one at each intake valve 22.
  • the intake manifolds 21 of the embodiment shown in Figure 2B is shown one each disposed on the two sides of the cylinder head allowing for two different types of fuels each independently supplied to the cylinder.
  • Figure 3 shows the cam lobes 16 that drive the intake valves 22 in the maximum lift position depressed against the intake valve lifter 26 which in turn depresses the intake valve 22 such that the intake valve is in an optimum open position such as during the intake stroke (while the exhaust valve 24 is held to its seat in a closed position by the exhaust return springs 50 tension).
  • the intake valve 22 includes a solid stem, a valve head, and a groove near the stem end that receives a retainer 28 to hold the intake valve 22 in place.
  • An intake valve lifter 26 mounted at the top of the intake valve stem 22 in contact with the intake valve cam lobe 16. This pushes down on the stem causing the intake valve 22 to open.
  • the inner part of the exhaust valve 24 in conjunction with the intake manifold form an intake passage 30 that allows the charge to flow from atmospheric through the intake manifold and the inner passage of the exhaust valve 24 into the cylinder.
  • both intake valves 22 are open at the same time.
  • the actual opening and closing of the intake valves 22 in each cylinder could be staged sequentially during the intake stroke to allow for swirling of the charge into the cylinder.
  • the intake valve 22 does not need to lift very far from its seat to allow for maximum flow charge capacity (although it is shown exaggerated in the drawing).
  • In each combustion chamber 32 there is a total of four intake valves 22 which open as shown in Figure 3.
  • charge is received through four intake valve openings into a single cylinder 34 providing an optimum amount of charge flow per unit time into the cylinder 34 per unit time.
  • the intake valve 22 is similar in mass and size to a conventional intake valve.
  • Figure 4 shows the exhaust valve 24 in the open position during the exhaust stroke to remove exhaust gases from the cylinder 34 after combustion.
  • the intake valve 22 in this position is closed.
  • the exhaust valve 24 is surrounded by an exhaust port 36 that feeds directly to the exhaust manifold 38.
  • Each exhaust valve 24 is lifted open by a pair of exhaust lobes 18 on the cam 10 that engage the exhaust valve lifter 40 on each side of the lifter 40 in a balanced or symmetrical fashion.
  • the exhaust valve lifter 40 in turn, when forced downwardly against fhe main spring 42 tension, forces four exhaust valve driving pins 44 (also symmetrically disposed throughout the spring support pad and guide 46) depressing the exhaust valve driving pad 48.
  • the exhaust valve driving pad 48 As the exhaust valve driving pad 48 is depressed, the exhaust valve 24 is moved by pressure against its inner sleeve, (that also acts as a guide for the intake valve 22) to the open position, as shown in Figure 4. Note that the mass of the exhaust valve 24 and the diameter thereof is quite small when compared to exhaust valves of prior art single concentric valve systems.
  • the intake valve 22 seat is on the annular rim portion of the exhaust valve 24.
  • the exhaust valve 24 must have substantial sealing around it to prevent the leakage of hot exhaust gases into the intake manifold. Annular sealing rings 25 are shown. As the cam 10 continues to rotate and the lobes 18 are reducing lift, the main spring 42 tension, in conjunction with the tension of the exhaust valve return spring 50, cause the exhaust valve 24 to return to its seat in the cylinder head aperture. Every cylinder will include four exhaust valves 24 and four exhaust ports 36 which feed into exhaust manifolds 38 on each side of the engine.
  • Figure 5 shows an exploded view of a representative concentric valve assembly.
  • the spring tensions of the main spring 42 and the exhaust valve return spring 50 are selected so that the intake valve 22 can open while the exhaust valve 24 remains seated on the aperture such that when the exhaust valve 24 opens, the intake valve 22 remains seated against the exhaust valves combustion chamber face.
  • the spring tensions are selected so that no unnecessary vibrations or harmonic actions occur from the rapid reciprocal motions which would force the valves to separate relatively from each other during periods when it is not desirable for either valve to be off its seat.
  • each cylinder 12 achieves an optimum combined valve circumferential distance with optimum valve opening for optimum charge flow per unit time relative to the cylinder diameter. This greatly increases the volume of charge flow per unit time through the engine, increasing the overall efficiency as described above.
  • the intake valves can be staggered (sequentially opened) during each intake stroke. This allows for charge swirl which enhances homogeneous mixing in addition to increased charged flow. This greatly enhances the overall combustion because of the homogeneous distribution of fuel and oxygen molecules throughout the charge and their respective distribution uniformly throughout the combustion chamber at compression.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Claims (6)

1. Einlaß- und Auslaßventilsystem für eine Viertakt-Brennkraftmaschine zum Verbessern des vorhandenen Chargenflusses durch die Maschine, mit einem Zylinderkopf (11), mit Maschinenzylindern (12) innerhalb des Kopfes (11), mit in jedem Zylinder (12) angeordneten Einlaßventilen (22) und Auslaßventilen (24) und mit Nocken (10) zum Betätigen der Ventile (22, 24), dadurch gekennzeichnet, daß jeder Zylinder (12) mindestens zwei Öffnungen (14) aufweist und daß in jeder Öffnung (14) ein Einlaßventil (22) und ein Auslaßventil (24) konzentrisch angeordnet sind.
2. Ventilsystem nach Anspruch 1, dadurch gekennzeichnet, daß der Zylinderkopf (11) mindestens einen in Fluidverbindung mit den Einlaßventilen (22) stehenden Einlaßchargendurchgang (30) und einen in Fluidverbindung mit den Auslaßventilen (24) stehenden Auslaßdurchgang (36) aufweist.
3. Ventilsystem nach Anspruch 2, gekennzeichnet durch Mittel (16) zum Öffnen der Einlaßventile (22) in aufeinander folgender Weise rechtzeitig relativ zum Beginn des Einlaßhubes, so daß im Zylinder (12) während des Einlaßhubes eine Chargenverwirbelung erzeugt wird.
4. Ventilsystem nach Anspruch 1, dadurch gekennzeichnet, daß die Zylinderkopföffnungen (14) symmetrisch an jeder Seite der zentralen Längsachse des Zylinders (12) angeordnet sind.
5. Ventilsystem nach Anspruch 2, gekennzeichnet durch eine erste Chargenquelle, die durch einen ersten Einlaßchargendurchgang (30) mit einem der Einlaßventile (22) in Fluidverbindung steht, und durch eine von der ersten Chargenquelle unabhängige zweite Chargenquelle, die mit einem verschiedenen Einlaßventil (22) in Fluidverbindung steht, wodurch die Maschine zwei unterschiedliche, nach dem Eintreten in den Zylinder (12) vermischte Brennstoffe verarbeiten kann.
6. Ventilsystem nach Anspruch 1, dadurch gekennzeichnet, daß der kombinierte Hub- unbd Einlaßventilumfangsabstand durch die optimale Chargendurchflüßfähigkeit des Durchlasses bestimmt wird, um ein maximales Chargenvolumen pro Zeiteinheit für ein gegebenes Zylindervolumen zu erhalten.
EP19820903405 1981-10-19 1982-10-15 Einlass- und auspuffventilsystem für brennkraftmaschine mit konzentrischen mehrfachventilen Expired EP0091944B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US31287181A 1981-10-19 1981-10-19
US312871 1981-10-19

Publications (3)

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EP0091944A1 EP0091944A1 (de) 1983-10-26
EP0091944A4 EP0091944A4 (de) 1985-04-11
EP0091944B1 true EP0091944B1 (de) 1988-03-09

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EP19820903405 Expired EP0091944B1 (de) 1981-10-19 1982-10-15 Einlass- und auspuffventilsystem für brennkraftmaschine mit konzentrischen mehrfachventilen

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Country Link
EP (1) EP0091944B1 (de)
JP (1) JPS58501832A (de)
DE (1) DE3278215D1 (de)
WO (1) WO1983001485A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19718710A1 (de) * 1997-05-02 1998-11-05 Lazar Lazic Brennkraftmaschine mit Doppelventil

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GB2300026B (en) * 1995-04-22 1998-12-23 Peter Harrod Internal combustion engine valve gear
PL314748A1 (en) * 1996-06-12 1997-12-22 Marek Hoepfler Vavle-gear for four-stroke internal combustion engine and method of scavenging the cylinders of such engine
GB2315519A (en) * 1996-07-22 1998-02-04 Martyn Shane Finney Coaxial lift valves, eg for i.c.engines
CN101963100A (zh) * 2009-07-21 2011-02-02 贾尔·J·Y·帕克 带自由回转机构的空气/燃料双重预混合的自增压内燃机
WO2018183667A1 (en) * 2017-03-30 2018-10-04 Quest Engines, LLC Internal combustion engine
US10526953B2 (en) 2017-03-30 2020-01-07 Quest Engines, LLC Internal combustion engine
US11041456B2 (en) 2017-03-30 2021-06-22 Quest Engines, LLC Internal combustion engine
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US10590813B2 (en) 2017-03-30 2020-03-17 Quest Engines, LLC Internal combustion engine
US10465629B2 (en) 2017-03-30 2019-11-05 Quest Engines, LLC Internal combustion engine having piston with deflector channels and complementary cylinder head
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US10753308B2 (en) 2017-03-30 2020-08-25 Quest Engines, LLC Internal combustion engine
JP6894981B2 (ja) 2017-04-28 2021-06-30 クエスト エンジンズ，エルエルシー 可変容積室デバイス
WO2018204684A1 (en) 2017-05-04 2018-11-08 Quest Engines, LLC Variable volume chamber for interaction with a fluid
US11060636B2 (en) 2017-09-29 2021-07-13 Quest Engines, LLC Engines and pumps with motionless one-way valve
US10753267B2 (en) 2018-01-26 2020-08-25 Quest Engines, LLC Method and apparatus for producing stratified streams
WO2019147797A2 (en) 2018-01-26 2019-08-01 Quest Engines, LLC Audio source waveguide
CN111997775B (zh) * 2020-08-07 2022-04-05 中国北方发动机研究所(天津) 一种用于柴油机的快速喷油与高效协同换气系统

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19718710A1 (de) * 1997-05-02 1998-11-05 Lazar Lazic Brennkraftmaschine mit Doppelventil
DE19718710C2 (de) * 1997-05-02 2001-02-15 Lazar Lazic Brennkraftmaschine mit Doppelventil

Also Published As

Publication number Publication date
DE3278215D1 (en) 1988-04-14
EP0091944A4 (de) 1985-04-11
JPS58501832A (ja) 1983-10-27
WO1983001485A1 (en) 1983-04-28
EP0091944A1 (de) 1983-10-26

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