High Tension Valve Spring and Valve Float Eliminator

Abstract

An internal combustion engine cylinder valve actuation system permitting elimination of valve springs. Valve opening and closing is actuated by a valve actuation means such as pressurized liquid or gas, or else mechanical wires or linkage means. The energy created by combustion causes liquid or gas valve actuation means to oscillate or else circulate between corresponding cylinder valves causing synchronized valve opening and closing between those cylinders. Mechanical linkages similarly comprise physical connections between corresponding cylinder valves and effect synchronized valve opening and closing between those cylinders. The above system thereby eliminates valve float and valve spring failure where valve springs are not required and a typical internal combustion engine is easily retrofitted to accommodate this system.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

The present application depends from provisional applications 61/517,754, 61/518,061, 61/855,141 and 61/685,918.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not Applicable.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to valve actuation means in internal combustion engines. More specifically, the present invention relates to valve actuation systems that do not rely on valve springs to close the valves.

2. Description of Related Art

An internal combustion engine typically relies on poppet type intake and exhaust valves to feed a combustible mixture of air and fuel into a cylinder, seal the cylinder during combustion, and then expel burned fuel and air mixtures. A valve train is comprised of valves and a camshaft to actuate the valve opening and closing. A camshaft is a shaft with attached ellipsoidal lobes that when rotated actuate a pivoted rocker arm to push down on corresponding valves thereby opening a valve to allow an air and fuel mixture into a cylinder. Commonly, springs located at the cylinder head are used to then close the valve to a closed resting position.

Spring use is not desirable because of the dynamic motion of a high rpm engine causing spring wear and valve “float” resulting in poor power transmission and relatedly poor fuel consumption rates. “Valve float” specifically refers to a scenario where the valve actuation is not aligned with the camshaft lobe shape and may result in catastrophic failure if the closing valve makes contact with the piston. Spring failure is another common malady in high performance racing engines and it is advantageous to employ valve actuation that does not require valve springs for valve closure.

One approach to springless valves is known as “desmodromic” valve use whereby desmodromic valve systems use extra cam lobes on the camshaft to close valves via a rocker arms. Springs thereby are eliminated and the potential for valve float or broken springs is removed, however, desmodromic design is costly and labor intensive and difficult to mass produce.

One such desmodromic design is U.S. Pat. No. 8,033,261 to Robbins (“261”). The 261 patent lifter rocker support shaft is offset requiring the lifter rocker to be at a 90 degree angle which requires extensive modification to an existing cylinder block to position the lifter at a 90 degree angle to the camshaft; the intermediate rocker is further caused to oscillate on its free turning support shaft. The present invention uses a central rocker support shaft and uses original equipment lifter housings and its standard angle with no openings required to access the camshaft. The 261 patent uses the main support block to hold the lifter housings. The present invention uses the original equipment lifter holes. The 261 patent further requires considerable machining to house the closing lifter and lifter guides. The present invention comprises in part a retrofitting system requiring little machine work on an existing engine.

U.S. Pat. No. 1,698,984 to Trbojevich in Jan. 1, 1929 uses a combination lifter/plunger to power the valve actuators whereas the present invention is powered by the existing rocker arms above the camshaft on the cylinder heads. U.S. Pat. No. 4,244,553 to Escobosa on May 25, 1978 is almost identical to Trbojevich “984” only it requires a high pressure pump in its operation whereas the present invention does not.

SUMMARY OF THE INVENTION

The present invention relates to cylinder valve actuation occurring within internal combustion engines or motors whereby valve springs are the current standard for causing, in part, cylinder valve closing. The present invention eliminates the cylinder valve spring to achieve actuation. Instead, the present invention relies on circulating or oscillating actuation means such as gas or liquid circulated in pressure lines that cause synchronized cylinder valve actuation during the normal course of internal combustion engine action so that the actuation of one cylinder valve has a corresponding actuation effect on a second cylinder valve.

It is therefore an object of the present invention to eliminate the need for a valve spring to achieve valve actuation and relatedly to eliminate the problems associated with valve float in high rpm motors.

It is another object of the present invention to reduce or eliminate stress on valve train components.

It is another object of the present invention to reduce friction on engine components.

It is another object of the present invention to improve fuel consumption rates.

It is another object of the present invention to decrease the reciprocating weight off the camshaft and drive gears and valve train.

It is another object of the present invention to eliminate the need for an outside pump or pressure source required for valve actuation. An accumulator or outside pressure source or even the engines own pressurized oil may be used only as a safety backup in case of low fluid or air pressure.

It is another object of the present invention to be installed and retrofitted on an existing engine with little or no machining required.

It is another object of the present invention to eliminate the need for custom made camshafts with the activating lobes next to each other. The present invention uses the natural opposing camshafts lobes which may be located anywhere on the camshaft requiring little or no machining to incorporate the present invention into any motor.

The characteristics and utilities of the present invention described in this summary and the detailed description below are not all inclusive. Many additional features and advantages will be apparent to one of ordinary skill in the art given the following description. There has thus been outlined, rather broadly, the more important features of the invention in order that the detailed description thereof that follows may be better understood, and in order that the present contribution to the art may be better appreciated.

In this respect, by explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the description. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of description and should not be regarded as limiting.

As such, those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the description be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present 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 scientists, 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. The abstract is neither intended to define the invention of the application, nor is it intended to be limiting as to the scope of the invention in any way.

The characteristics and utilities of the present invention described in this summary and the detailed description below are not all inclusive. Many additional features and advantages will be apparent to one of ordinary skill in the art given the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 Is a side view and cross sectional view showing the preferred embodiment with the valve going through the piston and the rocker arm pushing down onto the valve stem with the piston attached to the valve mounted on a V type engine block.

FIG. 2 is a view of the valve spring eliminator mounted in the original valve springs location on cylinder heads of a “V” type engine. In this configuration, there is a separate piston which moves up and down in the housing and pushes up on the valve retainer which is connected to the engine's valve.

FIGS. 3A-D are views of the invention using a single piston design shown in FIG. 2

FIG. 4 is a sectional view of FIG. 2 installed on a cylinder head showing its position relative to the other cylinder components pushrod, rocker etc.

FIG. 5 is a view showing a two piston version of the invention

FIG. 6 is a fluid flow diagram showing how fluid or air is made to circulate rather than oscillate back and forth between actuation cylinders using the same opposite firing principle.

FIG. 7 is a view of the actuator cylinders on a V type engine mounted above the rocker arms with the engine retrofitted to accept the actuator cylinders.

FIG. 8 is a view of the invention installed on an overhead camshaft type engine retrofitted to accept it.

FIG. 9 is a view which shows the engines valves connected mechanically by a pivot attached to the rocker arms and an oscillating or sliding rod connecting the engine's two cylinder banks.

REFERENCE NUMERALS CHART

1A PISTON (CORRESPONDING TO PISTON 1)

1 PISTON

2 VALVE RETAINER

3 HOUSING BLOCK FOR INVENTION

4 ROCKER ARM

5 ENGINE VALVE

6 PUSHROD

7 CAMSHAFT LIFTER

8 ENGINE BLOCK

9 CLYLINDER HEAD

10 BLEED VALVE AND PORT

11 T FITTING AND CHECK VALVE

12 SUPPLY LINE

13 SUPPLY LINE TO ACCUMALATOR

14 CAMSHAFT LOBES

15 SOLENOID VALVE

16 OIL PRESSURE SENSOR

17 VALVE STEM TIP

18 ASSEMBLY SPRING

19 PISTON SEAL

20 SEAL FASTNER

21 CYLINDER HEAD VALVE BOSS

22 SUPPLY LINE FASTNER NUT

23 SUPPLY LINE FLUID PASSAGE

24 CYLINDER HEAD VALVE BOSS OPENING

25 PISTON BORE

26A ACUATOR CYLINDER

26B ACUATOR CYLINDER

27A ONE WAY CHECK VALVE

27B ONE WAY CHECK VALVE

28 SUPPLY LINE OPENING

29 ROCKER ARM STUD

30 SUPPORT LEG AND MOUNT FOR ACTUATOR CYLINDER

31 SUPPORT LEG FASTENER

32 PISTON ROD

33 MOVEABLE JOINT CONNECTOR

34 ACCUMALATOR

35 SUPPLY LINE OPENING AND THREADS

36 FLUID PASSAGE

37 PRESSURE RELIEF VALVE

38 ROCKER ARM STUD BOSS

39 PISTON GUIDE ROD

40 SPACER

41 FLUID PRESSURE REGULATOR

42 BACK UP OIL SUPPLY LINE FROM ENGINE

43 CAMSHAFT

44 VALVE STEM COUPLING

45 “Y” CONNECTOR

46 PISTON GUIDE ROD HOUSING

47 OPENING FOR VALVE

48 THREADED NIPPLE FOR SCREW IN BASE

49 VENT

50 SUPPORT LEG

51 PIVOT SLIDER ROD

DETAILED DESCRIPTION

Most multiple cylinder engines have for every cylinder an exact opposite cylinder firing in perfect synchronization. This invention utilizes this opposite firing principle, when a cylinder is ready to fire and the valves are closed and ready for combustion, the exact opposite is occurring in a different cylinder. We can use this phenomena to cause action in its opposite firing cylinder with perfect synchronization of movement. This invention is a standalone valve actuation system with backup components which can be used for practically any multiple cylinder engine. There is no pump needed as each opposite cylinders existing rocker arm powers the actuator cylinder which power each other. This invention utilizes the engines original camshaft, lifters rocker arms and pushrods and is installed on top of the engine and requires little or no machining to retrofit the existing engine.

The present invention takes an enormous amount of stress from the engines valve train as one typical valve spring may require hundred pounds of force to compress it. The present invention removes such pressure by replacing/eliminating all engine valve springs and the constant energy required to constantly compress and operate the these valve springs, resulting in reduced engine competent stress, improved power and increased gas mileage.

FIG. 1 describes the preferred embodiment and shows the valve going through the piston and the rocker arm pushing down onto the valve stem with the piston attached to the valve retainer mounted on a typical V type engine and operates as follows: as camshaft lobe 14 turns it pushes up on lifter 7 pushing up on pushrod 6 this raises rocker arm 4 causing the rockers other end to push down on valve stem 17 which causes attached piston 1 to move down compressing the fluid beneath to travel into passage 36 and out through fitting 22 and into supply line 12 it move through the line and enters “T”/check valve fitting 11 and exits into supply line 12 on the other side the fluid now enters its opposite cylinder through fitting 22 and travels through passage 36 and enters piston bore 25 and contacts the bottom of piston 1 causing it to lift up this causes the valve stem tip 17 to rise as the stem is attached to piston 1 as the valve stem rises it pushes up on rocker arm 4 which causes the other end of the rocker arm to lower pressing down on pushrod 6 transmitting this force to lifter 7 causing constant pressure to camshaft lobe 14. Any excess pressure is discharged through pressure relief valve 37 resulting in perfect synchronized closing of the valves in the two connected cylinders and reducing or eliminating valve float. As the camshaft turns the cycle repeats only this time the fluid is going back to the first cylinder. Thus each cylinder pair powers each. Should the inventions system fluid pressure drop as monitored by oil pressure sender 16 then solenoid valve 15 opens and allows additional fluid to enter the system from accumulator 34 or from the engines pressurized oil system line 42, this to avoid catastrophic parts failure in the event of a drop in the systems line pressure.

FIG. 2 shows an alternative embodiment of the invention mounted in the location normally occupied by the engines valve spring on a V type engine and operates as follows: as the camshaft lobe 14 pushes on lifter 7 which moves pushrod 6 which lifts rocker arm 4 as the pushrod raises one end of the rocker arm the other end is lowered contacting the valve stem 17 and pushing down piston 1 the moving piston compresses the fluid below it in the housing cylinder bore 3 the fluid or air leaves the cylinder through line 12 and travels through “T”/check valve fitting 11 and through supply line 12 and into the opposite cylinder housing bore 3A the fluid entering the cylinder pushes up on the piston 1 which contacts valve retainer 2 to lift the engines valve 5 up and closing. And at the same time valve stem 17 is rising causing the rocker arm 4 to push down thus transmitting the force to pushrod 6 and forcing the lifter 7 to firmly contact the lobe on cam 14. Any excess pressure is discharged through pressure relive valve 31. Should the inventions system fluid pressure drop as monitored by oil pressure sender 16 then solenoid valve 15 opens and allows additional fluid to enter the system from accumulator 49 or from the engines pressurized oil system this to avoid catastrophic parts failure in the event of a drop in the systems line pressure. This action results in perfect synchronized closing of the valves in the two connected cylinders and reducing or eliminating valve float. As the camshaft turns the cycle repeats only this time the fluid is going back to the first cylinder thereby each cylinder powers each other.

FIG. 3A-D are views of the device when installed where the valve would normally be located on the cylinder head with components as follows: cylinder head valve boss and vale opening 24, piston bore 25, supply line screw opening 28, housing block 3, supply line passage 36, movable piston 1, piston seal 19 and piston seal fastener 20.

FIG. 4 is a sectional view of the invention using a single piston design as illustrated in FIG. 1 showing the engine valve and valve retainer installed in the invention and its components are as follows: housing 3 cylinder head 9 engine valve 5 valve retainer 2 valve stem tip 17 assembly spring 18 cylinder head valve boss 21 piston bore 26 movable piston 1 piston seal 19 piston seal fastener 20 fluid passage 36 supply line threaded opening 28 supply line fastener nut 22. The rocker arm 4 is supported by rocker arm stud 29 in rocker arm stud boss 38. There is a bleed port 10. And valve 5 passes through cylinder head valve boss 21.

FIG. 5 shows a two piston version of the invention and its components are as follows: movable pistons 1 housing block 3 cylinder bores 25, opening for valve 47,supply line opening and threaded port 28, bleed valve and port 10, and main supply line threaded port 35.

FIG. 6 Shows a diagram for using the same opposite firing principle but instead of the fluid oscillating back and forth the fluid is caused to circulate by the use of one way check valves between opposite connected cylinders as illustrated by actuator cylinder 26A and actuator cylinder 26B it operates as follows: as the piston lowers in cylinder 26A the fluid leaves cylinder A it exits out into supply 12 and enters the lower one way check valve 27A the fluid leaves the check valve passing through supply 12 and enters another check valve directionally the same as the 27A it passes through and enters into cylinder 26B filling it and causing the piston in the bore to lift up. As the cycle continues and cylinder 26A is at its low point and cylinder 26 B is now at its high cylinder point as the cycle continues, it is cylinder 26B's turn to descend causing the fluid beneath it to exit the cylinder and through the Y connection 45 the fluid travels on through one way check valve 27B and through supply line 12 and through another like check valve 27B. The fluid leaves check valve 27B and travels into cylinder 26A as it fills the cylinder it pushes upon piston 1A thus completing a rough trip for the fluid connecting the two cylinders this time in a circulating fashion rather than oscillating back and forth resulting in perfect synchronized closing of the engines valves in the two connected cylinders and reducing are eliminating valve float. As the camshaft turns the cycle repeats.

FIG. 7 shows the actuator cylinders on a V-type engine mounted above the rocker arms and operates as follows: as camshaft 14 turns it pushes up on lifter 7 which causes pushrod 6 to rise lifting rocker arm 4 as the rocker arm pivots the other side moves down pulling down on piston rod 32 pulling piston 1 which is attached to the rod 32 as the rocker arm 4 moves down it pushes open engine valve Sand at the same time the fluid below piston 1 is forced out of the actuator cylinder 26A and into supply line 12 as the fluid moves through the supply line it passes through T fitting 11 and into supply line 12 headed toward the engines opposite cylinder on the other bank. The fluid enters the actuator cylinder 26B on the other bank and pushes down on piston 1 in actuator cylinder 26B the piston down on attached piston rod 32 and pulls also down rocker 4 attached via movable link connector 33 thus opening the engine valve 5. This action results in perfect synchronized closing of the valves in the two connected cylinders and reducing or eliminating valve float. As the camshaft turns, the cycle repeats only this time the fluid is going back to the first cylinder.

FIG. 8 shows how the invention could be used on overhead camshaft type engines and operates as follows: as camshaft 14 turns it moves camshaft lobe 14 which is in contact with piston 1 causing the piston to move down and contacts the valve stem coupling 44 of valve 5 as the piston moves downward it pushes down on valve 5 and opens it from cylinder head 9. The fluid below the piston in housing 3A also compress and the fluid and the fluid moves out of the housing and travels through fitting T 11 and through supply line 12 and into the attached opposite cylinder 3A. As the fluid flows into cylinder 3A causing piston 1A to move up since piston 1A and valve 5 are joined together by valve stem coupling 44, it closes valve 5. As the camshaft continues to turn the cycle repeats only this time the fluid is going back to the first cylinder 3 to closes its valve 5.

FIG. 9 The same opposite firing principle can be used as illustrated on FIG.9 as it shows the two cylinder banks on the engines with a pivot attached to the rocker arms 4 which are connected to the valve 5 in cylinder heads 9; the pivot 51 is attached to slider rod 52 by a movable joint 33 and connected on the opposite cylinder head located on the opposite bank and operates as follows: as camshaft lobe 14 reaches its high point it pushes up on lifter 7 which causes pushrod 6 to move upward which pushes up on one end of rocker 4 through its connection 33 as one end of the rocker moves up the other end goes down causing valve 5 to move down and open because it is connected to rocker arm 4 through movable connection 33. As the rocker arm moves down it pulls on pivot 51 and the attached slider rod 52 causing the rod to move as the rod moves it also pulls on connected pivot 51 which pulls up on rocker arm 4 thereby causing valve 5 to move up and closes by its attachment to rocker arm 5B y movable connector 33. As the camshaft continues to turn the cycle repeats but this time closing 5 valve which opened first on the previous cycle and then opening valve 5 on the opposite bank. The same method of operation can be used on inline type engines the slider rod would be attached to rocker arm on cylinders on the same head.

The previous is a detailed description of embodiments of the present invention. As these embodiments of the present invention are described, various modifications or adaptations of the methods and or specific structures described may become apparent to those skilled in the art. All such modifications, adaptations, or variations that rely upon the teachings of the present invention, and through which these teachings have advanced the art, are considered to be within the spirit and scope of the present invention. Hence, the description is not to be considered in a limiting sense, as it is understood that the present invention is in no way limited to the embodiments described.

Claims

1. An internal combustion engine valve actuation system comprising a valve actuation means that relies on an opposite firing principle to cause synchronization of valve opening and closing between corresponding cylinder valves where the energy created from the combustion of an air/fuel mixture inside one cylinder is used to actuate another cylinder valve synchronized opposite from it via a common valve actuation means.

2. The valve actuation system of claim 1 consisting of a liquid or gas phase valve actuation means enabling the synchronization of valve opening and closing between corresponding cylinder valves where the energy created from the combustion of an air/fuel mixture inside the cylinders forces said liquid or gas phase actuation means to flow in either a circulating or oscillating pattern and to synchronously place pressure on corresponding pistons and valve openings of corresponding cylinders.

3. The valve actuation system of claim 1 consisting of a solid phase valve actuation means including but not limited to a cable and/or a series of mechanical linkages enabling the synchronization of valve opening and closing between corresponding cylinder valves whereby the energy created from the combustion of an air/fuel mixture inside a cylinder forces said solid phase actuation means to pull or push open and pull or push closed corresponding valve openings.

4. The retrofitting of an existing internal combustion engine including removing existing valve springs and replacing with the valve actuation system of claim 1.