BACKGROUND ART
In comparison to the conventional poppet valve engines wherein the high pressure in the cylinder just pushes the valves harder against their seats without having effect on the valve actuation mechanism, in the rotary valve engines the basic problem is that the high pressure in the cylinder loads strongly the valve system; the rotary valve is pushed heavily against the cylinder head degrading the sealing quality and causing excessive friction and seizure; the strong forces acting on the rotary valve while it is moving, make things even worse. The deformation of the combustion chamber due to both, the high pressure and the temperature differences, substantially affects the sealing quality provided by the state-of-the-art rotary valves.
SUMMARY OF THE INVENTION
It is an object of the present invention to address the above disadvantages. Accordingly, there is provided a rotary valve for reciprocating piston machines as defined in the appended claims.
The disk rotary valve of the present invention rotates in synchronization to the crankshaft and comprises a pair of oppositely arranged fronts; the fronts comprise valve ports. The combustion (or compression) chamber comprises at least a pair of oppositely arranged chamber ports, each chamber port having a lip being in sealing cooperation with its respective front on the disk rotary valve. The orthogonal projections of the oppositely arranged fronts on the rotation axis of the disk rotary valve being at a substantial distance from each other (i.e. the opposed acting fronts are disposed at opposite sides of a plane normal to the rotation axis of the disk rotary valve).
When a valve port passes over its respective chamber port, the chamber communicates with the intake or with the exhaust system; the reciprocating piston either suctions gas from the intake system, or expels the burnt gas out to the exhaust.
The objective is the pressure into the chamber to cause a pair of substantially equal and opposite forces on the two fronts of the rotary valve so that these two forces to cancel each other “internally” (i.e. inside the body of the rotary valve) leaving the bearings of the rotary valve unloaded, no matter how strong is the pressure into the chamber. The structure of the rotary valve needs to be substantially rigid/stiff/inflexible in order to take/undergo, without serious degradation of the sealing between the fronts and the chamber ports, the pair of the heavy forces imposed by the high pressure during the combustion in an internal combustion engine (or during the compression in a compressor), so that the rigidity, and thereby the sealing, is an internal “affair” of the rotary valve itself, leaving its supporting system substantially unloaded. The structure of the rotary valve can be reinforced as required without side effects, because the motion of the rotary valve is a rotation in synchronization to the crankshaft: the more the inertia of the rotary valve, the smoother the operation of the engine because the moment of inertia of the rotary valve is added to the moment of inertia of the crankshaft/flywheel. The opposite happens with the reciprocating poppet valves wherein the increase of the reciprocating mass causes significant side effects.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a first embodiment. It is a four-stroke reciprocating piston engine having a rotary valve with oppositely arranged fronts facing each other. In the middle the engine is shown partly assembled, with the cylinder and the cylinder head sliced; the combustion chamber is partly disposed between the two flat fronts. Below the cylinder head, the engine is conventional with a cylinder 30, a piston 40, a wrist pin 90, a connecting rod 80, a crankshaft 70 and a crankcase (not shown). At top left it is the cylinder head from below, to show the cavity 11 which is a part/an extension of the combustion chamber. The intake port 20 and the hole for a spark plug (or an injector) are also shown. At bottom right it is the cylinder head sliced; the exhaust port 17 is shown at the left side, the inner side of the intake port is shown at the right side. At middle right it is shown the rotary valve from a different view point; the intake and exhaust valve ports are shown.
FIG. 2 shows a variant of the first embodiment. The engine is shown partly assembled at left top, and disassembled (along the diagonal of the drawing). At right middle and bottom it is shown the rotary valve from various viewpoints, and the cylinder head sliced.
FIG. 3 shows another variant of the first embodiment. The engine is partly assembled. They are also shown disassembled the rotary valve (top right), the cylinder head cover from below (middle left), the cylinder head from below and from above (bottom). Among the intake ports is the hole for the spark plug (or for the injector).
FIG. 4 shows another variant of the first embodiment. It is a three-cylinder in-line engine having three rotary valves in its cylinder head. Each rotary valve has a splined hole at its center. The rotary valves are not firmly secured to each other. Instead, a splined shaft passes through all the rotary valves and drives them to rotate in half crankshaft speed.
FIG. 5 shows a second embodiment wherein the displacement of the rotary valve normally to its rotation axis changes the duration and the overlap of the exhaust and intake processes, as in the conventional poppet valve VVA systems.
FIG. 6 shows a third embodiment wherein the rotary valve is a single disk; the flat fronts are at the opposite ends of the disk (they are arranged back to back). The chamber is divided: there is a cavity 11′ for the one chamber port and another separated cavity 11″ for the other chamber port.
FIG. 7 shows the application of the third embodiment in a compressor. The kinematic mechanism of the compressor is from the pulling-rod engine of the GB2,493,571 patent. At left top the compressor is partly assembled. The compressor is also shown disassembled (along the diagonal of the drawing). At bottom right it is shown, magnified, the cylinder head wherein the disk rotary valve resides. The rotary valve is integral with the crankshaft.
FIG. 8 shows a section (by the plane wherein the cylinder axis and the disk rotary valve rotation axis reside) of the cylinder head and of the disk rotary valve of the engine of FIG. 2; FIG. 8 explains graphically how the forces due to the high pressure into the chamber effect the rotary valve shape and the sealing quality (the clearance between the fronts and the chamber ports).
FIG. 9 shows a fourth embodiment wherein the fronts of the rotary valve and the lips of the chamber ports are not flat. The fronts are surfaces of revolution with axis the rotation axis of the valve. In general, a proper surface of revolution having axis the rotation axis of the rotary valve can be used for the opposed fronts, with the shape of the lips selected to fit with the shape of the fronts. For instance, donut shaped fronts can be used, as in FIG. 9. However the flat fronts have substantial advantages as will be explained in the following wherein the rotary valve comprises a pair of flat fronts, while the chamber comprises a pair of ports having flat lips. The planes of the flat fronts and the planes of the flat lips are substantially perpendicular to the rotation axis of the rotary valve. For the sealing between the pair of flat fronts and their respective chamber port lips, only the one of the three dimensions is significant: that one along the rotation axis of the rotary valve; the displacement of the rotary valve along the other two dimensions does not affect the sealing. And because the heavy forces applied on the flat fronts cancel each other “internally”, such a displacement is easy to be realized and to be controlled. In comparison, the slightest displacement, at any direction, of a spherical rotary valve changes significantly the sealing between the spherical rotary valve and the port it controls.
FIG. 10 shows a fifth embodiment wherein the fronts of the rotary valve are wide cones with cone axis the rotation axis of the valve. The flat surface of the rotary valve fronts of the first, second and third embodiments can be regarded as cones having 180 degrees aperture angle. In the general case the aperture angle of the cone is different than 180 degrees. In the fifth embodiment the aperture angle defers by a few degrees from the 180 degrees, and the front surfaces of the rotary valve are wide cones.
FIG. 11 shows a sixth embodiment. It is similar to the firth embodiment with the difference that the clearance between the rotary valve fronts and the cylinder head lips increases as the rotation axis of the rotary valve gets closer to the cylinder head.
FIG. 12 shows what FIG. 8 top, with the difference that the chamber ports are shaped conical/tapered for the sake of more compact combustion chamber, improved flow, and improved sealing by utilizing the flexibility of the edges of the lips 13.
DETAILED DESCRIPTION
The sealing of a disk rotary valve having flat fronts is tolerant to deformations of the cylinder head because, as before, only the one of the three dimensions does matter: that one along the rotation axis of the disk rotary valve; significant deformations of the chamber along the other two dimensions do not substantially effect the sealing. Between its chamber ports the chamber (the cavity 11) is like an open ring; if the diameter of the ring is for some reason increased (due to the high pressure into the chamber, for instance, or due to the temperature etc) the sealing is not affected. The pressure in the chamber cannot significantly affect the width of the ring, i.e. it cannot affect the dimension of the “ring” along the rotation axis of the rotary valve. The lower part of the chamber is “enclosed” and is strongly supported by the lower end of the cylinder head. With the dimension of the ring shaped chamber (cavity 11) among the chamber ports being relatively small along the rotation axis of the disk rotary valve (compact chamber), proportionally small is the effect of the temperature difference between the rotary valve and the chamber walls on the sealing. In comparison, in the case of spherical rotary valves the deformation of the chamber at any direction spoils substantially the sealing.
Even in the case wherein the same disk rotary valve controls both, the intake and the exhaust processes, the tolerance of the sealing in significant displacements of the disk rotary valve normal to its rotation axis (i.e. wherein the flat fronts keep their planes) enables a variable timing and a variable duration as in the state-of-the-art variable valve actuation (or VVA) systems. For instance, lifting for a few mm the rotation axis of a disk rotary valve that normally provides a long “duration” (for the intake and the exhaust) and a big “overlap”, the overlap can be eliminated while the duration can be reduced substantially. This control (i.e. the displacement of the rotation axis of the disk rotary valve) is easy, lightweight and reliable because the disk rotary valve cancels the heavy forces internally without loading its bearings, without causing deformation on the cylinder head and without a tendency to leave its place.
The form of the combustion chamber is improved. With proper design, the combustion chamber can provide the required swirl and turbulence in order, for instance, to meet the needs of a compression ignition engine.
In a variant of the present disk rotary valve, the two flat fronts are the external surfaces of the same disk. This arrangement fits better to compressors wherein a divided chamber is not a problem. The structure of the disk rotary valve becomes even stiffer.
Preferred Embodiments
In a first embodiment, FIGS. 1 to 4, the rotary valve 1 comprises a strong hub 2 integral with two disks 3, 4 at its ends. The distance between the two disks is substantially smaller than the bore of the cylinder to provide a compact combustion chamber and to reduce the bending/deformation of the rotary valve. The cylinder head 5 comprises bearings 6 wherein the shaft 7 of the rotary valve is rotatably mounted. The shaft 7 is thin because it is rid of heavy loads, while the hub 2 is massive in order to keep the two disks exactly parallel to each other and at an exact distance from each other despite the strong and eccentric (relative to the rotation axis 60) forces acting on their inner flat fronts 8. The disks 3, 4 are substantially stronger at their regions that cover the chamber ports during the high pressure into the combustion chamber (i.e. during the combustion, during the last part of the compression, and during the initial part of the expansion); at those regions the disks are solid (full of material, rid of passages). The disks comprise exhaust valve ports 9, and intake valve ports 10. The cylinder head 5 comprises a cavity 11 having at opposite sides a pair of chamber ports 12, each having a flat lip 13, each flat lip 13 being in sealing cooperation with the respective flat front 8 of the disk rotary valve 1. The external flat surfaces 14 of the discs cooperate with respective flat surfaces 15 on the cylinder head 5. Through passages 16 made in each disk, the exhaust valve port 9 communicates with a respective passageway/exhaust port 17 on the cylinder head 5; through proper recesses 18 made on each disk, the intake valve port 10 communicates with the space 19 around the periphery of the disk, which in turn communicates with a respective passageway/intake port 20 on the cylinder head. In this design, any gas leakage through the chamber ports 12 out of the combustion chamber 50 ends into the space 19 around the peripheries of the disks. With the spaces 19 being sealed from the exhaust, the gas leakage re-enters (is recycled) into the combustion chamber during the next suction cycle. This way, even before the engine gets at its normal operating temperature (wherein the clearances are minimized and the sealing is optimized) no unburned gas can go to the exhaust.
The rotary valve rotates at half crankshaft speed. Only the flat surfaces of the disks need to take part in the sealing, while the cylindrical peripheries of the disks need not.
In FIG. 2 it is shown a variant of the first embodiment. The two disks of the rotary valve are substantially reinforced (wider disks). The asymmetric design of the bottom of the cavity (the cylinder head is shown sliced at bottom right) amplifies the turbulence and swirl at the end of the compression, significant for high-speed compression ignition engines. The exhaust ports are at the sides of the cylinder head. With a timing chain (not shown) the sprocket of the crankshaft drives the sprocket of the rotary valve at half crankshaft speed. The cover of the cylinder head is also shown.
In FIG. 3 it is shown another variant of the first embodiment. In the cylinder head 5 there are flat surfaces 15 that cooperate with the respective external flat surfaces 14 of the disks. The exhaust ports 17 are at the sides of the cylinder head.
In FIG. 4 it is shown another variant of the first embodiment. The disk rotary valve with the oppositely arranged fronts is applied on an in-line three-cylinder four-stroke engine. At top it is the engine with the cylinder head and the rotary valve (the cover of the cylinder head is not shown). At left middle it is shown the cylinder head alone, having six intake ports (one per chamber port). At middle right they are shown the cylinder head from below, the three cavities, some of the chamber ports and the six exhaust ports (one per chamber port). At bottom it is shown disassembled the set of the three disk rotary valves and the splined shaft that drives them. Each of the three disk rotary valves (one per cylinder) has a splined hole at its center; the splined shaft passes through the splined holes of the three disk rotary valves and makes them rotate with half crankshaft speed. The connection allows the self-alignment of the disk rotary valves along the engine: during a thermal expansion (or contraction) of the cylinder head, each disk rotary valve slides along the splined shaft, remaining in friction-free sealing cooperation with its respective chamber ports.
In a second embodiment, FIG. 5, the parts of the engine are shown transparent. The engine is at the TDC. At the bottom of the figure they are shown, magnified, the intake and exhaust ports (hatched areas) and the chamber port (not hatched). The center of the rotary valve is at the cross. At left the rotary valve is at its normal position, providing a long intake and exhaust duration, large port area and a significant overlap between the intake and the exhaust. At right the rotary valve is lifted for a few mm (i.e. its bearings are lifted for a few mm by a linkage). This is easy because the loads on the fronts are taken internally, leaving the disk valve bearings unloaded and making easy the controllable displacement. The sealing quality is not affected. The overlap is zero (the intake starts after the end of the exhaust) as shown in the bottom right wherein there is not intersection between the hatched areas (intake valve port and exhaust valve port) and the chamber port. The valve area and the valve duration are decreased. With infinite intermediate positions for the rotary valve, a variable valve actuation system results providing continuously variable duration, continuously variable timing and continuously variable overlap.
In a third embodiment, FIG. 6, the rotary valve comprises only one disk having valve ports at its two flat fronts (they are arranged back to back). The combustion chamber is divided and comprises two cavities 11′ and 11″, each having a chamber port, the chamber ports arranged at the two sides of the disk. With the shallow groove at the middle of the disk, and a respective ring on the cylinder head, the space at the periphery of the disk is divided into an intake plenum and an exhaust plenum sealed from each other. For four stroke engines the rotary valve rotates at half crankshaft speed. Due to the large surface of the divided chamber, this arrangement better fits with compressors. In case of compressor, the rotary valve rotates with the speed of the crankshaft, while the ports and their timing are properly designed.
FIG. 7 shows a variant of the third embodiment. It is a crosshead pulling-rod compressor (only the one slider guide is shown). The architecture is quite simple: the rotary valve is integral with the crankshaft; the rotation of the crankshaft causes the reciprocation of the piston; during the suction stroke, the disk rotary valve allows the communication of the cylinder with the inlet passageways of the cylinder head, and the cylinder fills with gas. During an initial part of the compression, the chamber ports remain closed to prevent compressed gas to return to the cylinder; later the disk rotary valve allows the communication of the chamber with the exhaust passageways of the cylinder head, and the piston pushes the compressed gas to the exhaust.
In the FIG. 8 it is graphically explained the significance of a strong and short hub. FIG. 8 shows at top left the section of the cylinder head and of the disk rotary valve of the engine of FIG. 2 by the plane wherein the cylinder axis and the rotation axis of the disk rotary valve reside. At top right the hatching distinguishes the two parts. At middle left the arrows are the forces applied, due to the high-pressure in the cavity 11, on the two oppositely disposed fronts 8 of the disk rotary valve 1.
Without pressure in the cavity 11 (i.e. in the chamber) the clearance between each front 8 and its respective lip 13 is D.
With a pressure in the cavity 11, they result on the two oppositely arranged fronts two opposite forces (the arrows) substantially eccentric with reference to the rotation axis 60. This pair of forces is equivalent with:
a pair of forces acting along the rotation axis 60 and forcing to lengthen the hub and to increase the clearance between the chamber port lips 13 and the fronts 8 as shown at middle right,
and a torque forcing to bend the hub 2 (as shown at bottom left) and so to increase the clearance between the fronts 8 and the lower side of the chamber port lips 13 (as shown at bottom right).
These two deformations are accumulative. The increase of the clearance between the chamber port lip 13 and the front 8 is proportional to the length of the hub between the two disks. Reducing the distance between the oppositely arranged fronts 8 substantially below the cylinder bore (or even below half of the cylinder bore), and increasing the external diameter of the hub 2 as much as the chamber ports allow, the sealing quality is improved and the combustion chamber becomes more compact.
In a forth embodiment, FIG. 9, the fronts of the rotary valve are not flat. The fronts are surfaces of revolution, with the shape of the chamber port lips sealingly fitting with the fronts.
In a firth embodiment, FIG. 10, the rotation axis 60 of the rotary valve 1 is displaceable relative to the cylinder head 5, and the front surfaces 8 of the rotary valve 1 are wide cones, i.e. cones having an aperture angle f near 180 degrees. By displacing the rotation axis 60 of the rotary valve 1 relative to the cylinder head 5, the conical rotary valve varies/controls the clearance between the front surfaces 8 of the rotary valve 1 and the respective lips 13 of the chamber ports 12. At the left side of FIG. 10 the clearance between the rotary valve fronts 8 and the cylinder head lips 13 is large, for instance due to a temperature difference between the rotary valve and the cylinder head. At the right side of FIG. 10 the rotation axis 60 of the rotary valve 1 is displaced, by ds, closer to the cylinder 5 so that the clearance between the rotary valve fronts 8 and the cylinder head lips 13 is substantially smaller. Due to the wide cone, the total force acting on the rotary valve 1 due to the high pressure inside the combustion chamber 11 is small and manageable. For instance, if the aperture angle f is 178 degrees, the total force on the rotary valve (i.e. the force the mechanism that holds the bearings of the rotary valve needs to apply) is less than 2% of the force acting on each rotary valve front surface.
The known sealing means from the art, like “0” rings etc, can be used.
Although the invention has been described and illustrated in detail, the spirit and scope of the present invention are to be limited only by the terms of the appended claims.
Patent Application
20150233270
