Patent Application
20200355095
The following includes information that may be useful in understanding the present disclosure. It is not an admission that any of the information provided herein is prior art nor material to the presently described or claimed inventions, nor that any publication or document that is specifically or implicitly referenced is prior art.
The present invention relates generally to the field of engines and more specifically relates to engines and valve systems.
In internal combustion engines the amount of power developed by the engine and the fuel efficiency of the engine can be controlled by the timing of the intake and exhaust valves. There have been many inventions directed to altering the timing of intake and exhaust valves associated with internal combustion engines by adjusting the drive relationship between the engine's crankshaft which is driven by the pistons and the cam shaft on which cams are mounted for controlling the opening and closing of the valves by way of valve lifters or valve stems. As engine efficiencies can be increased if the intake and exhaust valves are varied in direct relationship to the engine speed there have been numerous inventions also directed to altering the effective time of compression of a fuel change or in direct response to the engine throttle controls or to the speed of the engine's crankshaft. By varying either the positioning of a cam relative to a cam shaft or by utilizing variable nose cams to increase the effective operable width of the cam during its rotation, variations in the valve opening duration can be achieved. A suitable solution for timing is desired.
U.S. Pat. No. 5,803,042 to Cesare Bortone relates to valves and valve timing for an internal combustion engine. The described valves and valve timing for the internal combustion engine includes an exhaust valve assembly of an internal combustion engine which selectively covers an exhaust manifold circumferentially located about a top wall of a cylinder without interfering with segments of a piston. The exhaust valve assembly includes a ring-shaped portion of a cylinder lining which is configured to selectively obstruct air from escaping radially from the top of the cylinder. An intake valve assembly is provided on a cylinder head and has a ring or washer shape. The timing of both valves is facilitated by a single spring and induction and exhaust gear-like planar timing bearings. The valving and timing arrangement facilitate the flexibility of the design of a combustion chamber.
In view of the foregoing disadvantages inherent in the known engines art, the present disclosure provides a novel valve timing system. The general purpose of the present disclosure, which will be described subsequently in greater detail, is to provide a valve timing system that does not require the use of belts or chains.
A valve timing system is disclosed herein. The valve timing system includes a crankshaft drive gear coupled to the crankshaft in working communication with a crankshaft connecting rod gear further including a primary connecting rod disc with a first-journal; (the first-journal configured to receive at least two connecting rods at respective first-rod-ends in a side-by-side orientation and each connecting rod is coupled to a respective one of the intake disc and the exhaust disc via an intake-journal and an exhaust-journal, respectively). At least two secondary connecting rod discs are coupled to at least two plate-shaft drive gears to drive at least two plate-shaft-gears, the two plate-shaft-gears are connected to the two plate-shafts, respectively. At least two plate-shafts are coupled to an intake cam-groove plate and an exhaust cam-groove plate, the intake cam-groove plate and the exhaust cam-groove plate cammingly-manipulate the intake valve stem connector and the exhaust valve connector to drive each valve assembly, the valve timing system being structured and arranged to synchronize rotation and power transfer within an internal combustion engine and to regulate flow of air into and out of the combustion chamber of the internal combustion engine during use.
For purposes of summarizing the invention, certain aspects, advantages, and novel features of the invention have been described herein. It is to be understood that not necessarily all such advantages may be achieved in accordance with any one particular embodiment of the invention. Thus, the invention may be embodied or carried out in a manner that achieves or optimizes one advantage or group of advantages as taught herein without necessarily achieving other advantages as may be taught or suggested herein. The features of the invention which are believed to be novel are particularly pointed out and distinctly claimed in the concluding portion of the specification. These and other features, aspects, and advantages of the present invention will become better understood with reference to the following drawings and detailed description.
The figures which accompany the written portion of this specification illustrate embodiments and methods of use for the present disclosure, a valve timing system, constructed and operative according to the teachings of the present disclosure.
The various embodiments of the present invention will hereinafter be described in conjunction with the appended drawings, wherein like designations denote like elements.
As discussed above, embodiments of the present disclosure relate to engines and more particularly to a valve timing system as used to improve the efficiency and effective use of valve systems.
Generally speaking, in this mechanism is installed a gear and bearing mount with a certain diameter on the engine crankcase. This gear is of the same diameter and thickness and is in communication with the crankshaft gear, so that the bearing and gear may be mounted on a fixed base bottom plate. The gear includes, a relatively thin steel plate included on one point of this circular plate, at the greatest distance from its center, is a short cylindrical journal, which has an OD equal to the inside of the hole at the beginning of each rod fitted with a bushing. The journal extends outwardly from the steel plate to a distance slightly greater than the thickness of at least two rods.
The other end of each rod also has a hole (aperture) with a bushing fitted into its initial hole, placed on a journal affixed to a plate coupled a gear with a circular diameter equal to the bottom gear diameter. These gears may be mounted to the cylinder head in a similar fashion as the lower gear mounted in the crankcase. However, each journal affixed to the plates coupled the gears may be configured to receive only one rod end and may also extend outwardly from the plate a greater distance for clearance purposes.
Each of the small gears coupled to the bearing mounted to the cylinder head is in communication with another gear whose diameter is exactly twice that of the two gears that include a rotary plate having the journal. The larger gear, with the same gear mechanism, is coupled to a shaft traversing through a bearing and the bearing mount may be fixed to the cylinder head. From the center of the back of this gear, is a passage through the back of the bearing, and then to the center of a plate coupled to the shaft, The center of a rotating plate enters its own diameter in front of itself, on the other side and above the cylinder in the same direction, and enters the back of the bearing and the base of the plate, which is called the grooved plate.
The the groove, which is located at the furthest point of the center of its circle, a narrow groove with a 360-degree angle and the groove is for the valve stem to connect into it. In one part of this groove, is a curved down and gentle slope. The valve is located next to this plate and the valve stem includes a hook that is inserted at a 90° angle into the groove. As the grooved plate rotates the groove in the curved curvature facing the valve, it pushes the valve stem and the valve downwards, thereby ‘opening’ the valve, so from the end of the desired stage in the combustion chamber, the rotating groove plate drives the hook on the valve stem into the normal section of the plate groove, in which case the valve ‘closes’. Furthermore, as in some current 4-stroke engines, with each cylinder having 4 or more valves, this valve train system, and the adjacent hook valve has a non-hooked valve that connects to the grooved valve with one axis and simultaneously with the hooked valve up and down similar to the same for the other valves.
Referring now more specifically to the drawings by numerals of reference, there is shown in
According to an embodiment of the present disclosure the crankshaft drive gear 110 is coupled to the crankshaft 17. Typically, the crankshaft drive gear 110 slides onto the crankshaft 17 held in place using a key-way application although other means of coupling the crankshaft drive gear 110 in place may be envisioned. The crankshaft drive gear 110 is in working communication with a connecting rod gear 112 of the same size. The connecting rod gear 112 may be coupled to the engine-crankcase 11 and the connecting rod gear 112 may also include a primary connecting rod disc 113 with a first-journal 114.
The first-journal 114 may be configured to receive at least two connecting rods 120 at respective first-rod-ends 121 preferably in a side-by-side orientation and each connecting rod 120 is coupled to a respective one of the intake disc 132 and the exhaust disc 133 via an intake-journal 136 and an exhaust-journal 138, respectively, the at least two secondary connecting rod discs 132 & 133 are coupled to the at least two plate-shaft drive gears 140 to drive the at least two plate-shaft-gears 140, and are in working communication with the two plate-shaft-gears 142 coupled to the two plate-shafts 144.
Each of the two plate-shafts 144 may have coupled to it an intake cam-groove plate 162 and the exhaust cam-groove plate 164 respectively. Furthermore, the intake cam-groove plate 162 and the exhaust cam-groove plate 164 may be configured to cammingly-manipulate the intake valve stem connector 172 and the exhaust valve connector 174 to drive the valve assembly 180. According to an embodiment of the present disclosure the valve timing system 100 may be structured and arranged to synchronize rotation and power transfer within the internal combustion engine and to regulate flow of air into and out of the combustion chamber of the internal combustion engine during use.
The crankshaft connecting rod gear 112 may be coupled to the bearing 146 mounted in a bearing retainer 148 and coupled to the engine 10 approximate to and in working communication with the crankshaft drive gear 110. Furthermore, the crankshaft drive gear 110 and the crankshaft connecting rod gear 112 may comprise an identical diameter to each other. The crankshaft connecting rod gear 112 may further include the primary connecting rod disc 113 with a first-journal 114. The crankshaft connecting rod gear 112 may also include the functional indicia marking 116 to facilitate synchronization of the first-journal with said crankshaft 17.
According to an embodiment of the present disclosure two connecting rods 120 each include a first-aperture 115 through each of the first-rod-ends 121 further may include a bushing or other form of bearing frictionally inserted into the aperture having an internal-diameter configured to receive the first-journal 114. As above the first-journal 114 may be configured to receive at least two connecting rods 120 at respective first-rod-ends 121 in a side-by-side orientation.
According to the teachings of the present disclosure the least two plate-shaft drive gears 140 may also include at least two secondary connecting rod discs 130. The secondary connecting rod discs 130 may comprise an intake disc 132 and an exhaust disc 133. Additionally, each of the secondary connecting rod discs 130 may include respectively an intake-journal 136 and an exhaust journal 138. Each of the secondary connecting rod discs 130 may be coupled to the two plate-shaft drive gears 140 further including functional indicia markings 116 to facilitate synchronization of said intake-journal 136 and an exhaust journal 138 with the crankshaft 17. It should be understood by one skilled in the art that the two connecting rods 120 further include a second-aperture through each second-rod-end 128 and may also include a bushing or bearing 146 frictionally inserted into the aperture having an internal diameter configure to receive the intake-journal 136 and an exhaust-journal 138, respectively.
Continuing with
As previously disclosed the valve timing system 100 may include at least two cam groove plates 160 (an intake cam-groove plate 162 and an exhaust cam-groove plate 164), each have a radial channel-groove 166 inwardly concentric of an outer edge 168. According to an embodiment of the present disclosure the valve timing system 100 may include at least one cam-groove plate 160 configured to include a plurality of radial channel-grooves 166. Each radial channel-groove 166 further comprises a lift-duration valve stem connector manipulator 167. The valve stem connector 170 may be configured to be received into said radial channel-groove 166. In an embodiment of the present disclosed invention the valve stem connector 170 may be integral to the valve assembly 180 while other embodiments may include valve stem connectors 170 which may be removably couplable to the valve assembly 180. Upon reading this specification, it should be appreciated that, under appropriate circumstances, considering such issues as user preferences, design preference, structural requirements, marketing preferences, cost, available materials, technological advances, etc., other cam groove plates 166 and valve stem connectors 170 arrangements such as, for example, lift-duration valve stem connector manipulator 167, multi valve stem connectors 170 etc., may be sufficient.
It should be noted that step 504 is an optional step and may not be implemented in all cases. Optional steps of method of use 500 are illustrated using dotted lines in
The embodiments of the invention described herein are exemplary and numerous modifications, variations and rearrangements can be readily envisioned to achieve substantially equivalent results, all of which are intended to be embraced within the spirit and scope of the invention. Further, the purpose of the foregoing abstract is to enable the U.S. Patent and Trademark Office and the public generally, and especially the scientist, engineers and practitioners in the art who are not familiar with patent or legal terms or phraseology, to determine quickly from a cursory inspection the nature and essence of the technical disclosure of the application.
