ROTATING CYLINDER WITH PORTS FOR AN INTERNAL COMBUSTION ENGINE

Abstract

An invention is provided for a new and novel intake/exhaust device for an internal combustion engine. A rotating cylinder having an intake/exhaust port penetrating the outer surface of the rotating cylinder and meet at an axis of rotation and have a connective relationship which allows fluid to flow easily. The rotating cylinder when used in a 4-stroke engine aligns the intake port with the combustion chamber, and when rotated will align the exhaust port with the combustion chamber each at the correct time. This novel invention overcomes the limitations of current valve trains by only using rotation, and not by using rotation and linear motion to activate valves thereby allowing the engine to attain much greater RPMs.

Description

BACKGROUND OF THE INVENTION

Field of the Invention

This new and novel invention relates generally a better intake and exhaust system for an internal combustion engine. This invention discards current convention and uses a rotating cylinder to provide clean intake air and exhaust the combusted fuel/air mixture.

Description of the Prior Art

The current state of the art in intake and exhaust systems use processes that date back over 100 years. Typically, an internal combustion engine will have a valve train that typically includes the camshaft, valves, valve springs, retainers, rocker arms and shafts. On engines with traditional mounting of the camshaft in the cylinder block, the valve train also includes lifters and pushrods. On more modern engines the cam is located in the cylinder head and operates the intake and exhaust valves. There may be one or two camshafts in the cylinder head actuating the valves. Most stock valvetrain components are only good up to about 5,500 rpm. Beyond that point, upgrades are necessary to handle the higher speeds and loads. Even though the camshaft turns at only half the speed of the crankshaft (one revolution of the cam for every two revolutions of the crank), engine speed reaches a point where the springs cannot pull the valves shut quickly enough to keep the lifters on the cam. Instead of following the lobes back down to the base circle, the lifters begin to kick off their lobes. And the steeper the profile of the lobes, the worse the problem becomes as rpms increase.

When the springs cannot keep up with the cam, the lifters bang back down on the cam and bounce slightly, causing the valves to also bounce as they seat. In addition to increasing wear and the likelihood of fatigue failure, valve bounce also screws up airflow into and out of the combustion chamber and hurts high rpm performance.

If engine speed continues to increase, the point is soon reached where the springs cannot close the valves fast enough before they start to open again. The valves begin to “float” (stay open), which allows compression to blow right past the open valves. The engine begins to misfire, and if the driver does not back off on the throttle, he runs the risk of a valve hitting a piston.

In view of the foregoing, there is a need for an improved intake and exhaust device that eliminates the camshaft, valves, valve springs, retainers, rocker arms and shafts in order to allow the engine to have adequate fresh air intake and the ability to allow the exhaust gases to leave quickly at higher rpm's without the limitations of the current technology.

SUMMARY OF THE INVENTION

In an exemplary embodiment we show an internal combustion engine that comprises a four-stroke working cylinder, a rotating cylinder mounted in an intake/exhaust manifold that has intake/exhaust ports integral to the rotating cylinder and acts as an intake system for supplying a combustion air charge to the cylinders, and an exhaust system for removing exhaust gas from the four-stroke working cylinder and to the atmosphere. The rotating cylinder at one position has direct communication with the intake, intake port and the cylinder or combustion chamber. When the crankshaft rotates from the intake stroke through the compression stroke, and then the power stroke, the rotating cylinder now is positioned so the intake/exhaust ports are in direct communication with the exhaust, exhaust port, and the cylinder or combustion chamber. The rotating cylinder is driven similarly as current internal combustion engines by use of a chain drive or a belt drive system that generally works in a 2:1 rotational ratio. It should be understood that the absence of restrictive prior art values on the inlet and exhaust ports will also permit greater airflow resulting in increased power.

The above features and advantages, and other features and advantages of the invention are readily apparent from the following detailed description of the invention when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention, together with further advantages thereof, may best be understood by reference to the following description taken in conjunction with the accompanying drawings in which:

FIG. 1 shows the rotating cylinder with the port in the blocked direction;

FIG. 2 shows the rotating cylinder with the port in the exhaust direction;

FIG. 3 shows the cylinder with the port in the intake direction;

FIG. 4 shows a representative engine with the rotating cylinder in the intake cycle position;

FIG. 5 shows the representative engine with the rotating cylinder in the compression cycle position;

FIG. 6 shows the representative engine with the rotating cylinder in the power cycle position;

FIG. 7 shows the representative engine with the rotating cylinder in the exhaust cycle position;

FIG. 8 shows an exploded view of a representative internal combustion engine with the invention; and

FIG. 9 shows the rotating cylinder and representative vacuum seals.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

With respect to FIG. 1, we show the rotating cylinder (10) having a clockwise rotation, as shown by arrow (A), and the intake/exhaust ports (12) in a position that would normally be representative of the compression or power cycle of an internal combustion engine. In FIG. 1 thru FIG. 3, the piston (14) is shown in a fixed position for illustrative purposes only. A deck (16) is shown to separate the combustion chamber (18) of the internal combustion engine, and the intake/exhaust portion of the engine.

FIG. 2 shows that the engine maintains a clockwise rotation as shown by arrow (A). The rotating cylinder (10) is now in a position that allows the exhaust from the combusted fuel/air mixture to be pushed out of the combustion chamber (18). Arrows (B) shows how the rotating cylinder (10) has now been positioned to allow the internal combustion engine to push the exhaust gases through the intake/exhaust ports (12) and eventually through an exhaust system. In FIG. 2, angle (20) is shown to depict the relationship between the ports (12). The present invention describes the angle (20) as approximately 120° (degrees). Also shown in FIG. 2 are the horizontal axis (22) and the vertical (24) axis of the rotating cylinder (10). The horizontal axis (22) and the vertical (24) axis of the rotating cylinder (10) meet at the center of the rotating cylinder (10) which is the center (axis) of rotation (56) of the rotating cylinder (10). The intake/exhaust ports (12) are shown intersecting at the center of rotation (56) maintaining the angle (20) depicted. The intake/exhaust ports (12) would generally be machined or drilled normal to the outer surface (68) of the rotating cylinder (10). The intake/exhaust ports (12) maintain a connective relationship allowing fluid to easily flow from one end to the other end without restriction.

FIG. 3 shows that the engine maintains a clockwise rotation as shown by arrow (A). The rotating cylinder (10) is now in a position that allows the engine to intake fresh air. Arrow (C) shows how the rotating cylinder (10) has now been positioned to allow the internal combustion engine to pull the atmospheric gases into the intake/exhaust ports (12) and into the combustion chamber (18).

FIG. 4 shows a more conventional internal combustion engine (1) that uses the new and novel invention. The rotating cylinder (10) is shown rotatably mounted in an intake/exhaust manifold (26). The intake/exhaust manifold (26) has an intake (28) and an exhaust (30) oppositely attached to the intake/exhaust manifold (26). FIG. 4 shows that the rotating cylinder (10) is positioned in the intake cycle of a 4-stroke engine. The intake/exhaust ports (12) directly communicate with the intake (28) and the combustion chamber (18) of the internal combustion engine (1) via the intake port (72) and the exhaust port (74) located in the intake/exhaust manifold (26). The intake/exhaust manifold (26) has a port (44) that allows communication between the intake/exhaust ports (12) and the combustion chamber (18). The combustion chamber (18) is located in a cylinder (32) which allows for the movement of piston (14). Combustible fuel is injected through a fuel injector (34) into the combustion chamber (18). An ignition system (36) is shown opposite the fuel injector (34) and also has direct communication with the combustion chamber (18) and provides an ignition source for the fuel-air mixture. A crankcase (38) is shown attached to the cylinder (32) and rotatably attaches a crankshaft (40) therein. A connecting rod (42) is rotatably attached to a portion of the crankshaft (40) and the piston (14). The crankshaft (40) rotates as shown by arrow (D) which indicates a clockwise direction. As the crankshaft (40) rotates, it draws the connecting rod (42) and piston (14) downwards as depicted by arrow (E). This creates a vacuum and draws air through the intake manifold (28) and the intake/exhaust ports (12). Continuing with FIG. 5, the crankshaft (40) has rotated clockwise (see arrow (D)) now causing the connecting rod (42) and piston (14) to move upwards as depicted by arrow (F). This is considered the compression cycle of a 4-stroke engine. The rotating cylinder (10) containing the intake/exhaust ports (12) has also rotated clockwise and now has no direct communication with either the intake (28), the exhaust (30) or the combustion chamber (18).

Continuing with FIG. 6, the crankshaft (40) continues to rotate clockwise (see arrow (D)) now causing the connecting rod (42) and piston (14) to move downward as depicted by arrow (G). This is considered the power cycle of a 4-stroke engine. The rotating cylinder (10) containing the intake/exhaust ports (12) has also continued to rotate clockwise and now has no direct communication with either the intake (28), the exhaust (30) or the combustion chamber (18).

FIG. 7 now shows the exhaust cycle of the 4-stroke engine. The crankshaft (40) continues its clockwise (see arrow (D)) rotation which now causes the connecting rod (42) and piston (14) to move upward as depicted by arrow (H). The rotating cylinder (10) containing the intake/exhaust ports (12) has also continued to rotate clockwise and now has direct communication with the exhaust (30) and the combustion chamber (18) allowing the piston (14) to vacate the combusted fuel-air mixture from the combustion chamber (18), through the port (44), through the intake/exhaust ports (12), and finally through the exhaust (30).

FIG. 8 shows an exploded view of an internal combustion engine using the inventor's novel invention. This embodiment uses a split crank case which consists of a left-hand cylinder (32A) mated to a left-hand crank case (38A) and a right-hand cylinder (32B) mated to a right-hand crank case (38B). The left-hand crank case (38A) and the right-hand crank case (38B) have provisions, such as main bearing surfaces (not shown), to allow the crankshaft (40) to be rotatably mounted. The crankshaft (40) is typical in design and has journals (52) and webs and counterweights (54). When assembled, the crankcase (38) and the cylinder (32) allow for the free rotation of the crankshaft (40) and free motion of the piston (14) within the cylinder (32). A drive gear (46) is attached to the crankshaft (40) by conventional means. The drive gear (46) drives a rotating cylinder gear (48) by using a drive chain (50). The driveshaft (40) may also use a belt system (not shown) or a geared system (not shown) to drive the rotating cylinder (10). The drive gear (46) and rotating cylinder gear (48) maintain approximately a 2:1 diametrical ratio. The intake/exhaust manifold (26) is shown here as a two-piece component comprising an upper manifold (26A) and a lower manifold (26B). The lower manifold (26B) and upper manifold (26A) are shown having two in-line bearing surfaces (62) and a central cylindrical cavity (64) defined therein. The bearing surfaces (62) located on the upper manifold (26A) and a lower manifold (26B) halves rotatably position complimentary bearing journals (58), located on each end of the rotating cylinder (10). The bearing journals (58) and the rotating cylinder (10) have co-incident diameters (60) allowing a balanced rotational motion of the rotating cylinder (10) when it is located between the upper and lower manifold (26A, 26B).

FIG. 9 shows an expanded view of the rotating cylinder (10). The rotating cylinder (10) has at least three (3) slots (66) defined on the outer surface (68). Seals (70) shown here as blade seals, are slideably inserted into the slots (66). The seals (70) seal the intake/exhaust manifold (26). The seals (70) and the slots (66) run the full length of the rotating cylinder (10) creating at least 3 discreet sealed chambers (not shown) between the outer surface (68) of the rotating cylinder (10) and the central cylindrical cavity (64) of the intake/exhaust manifold (26). The blade seals (70) prevent leakage between the discreet sealed chambers. One bearing journal (62) shows a clocking key (76) which allows the drive gear (46) to drive the rotating cylinder (10).

It should be understood that the absence of restrictive prior art values on the inlet and exhaust ports will also permit greater airflow resulting in increased power. Although the foregoing invention has been described in some detail for purposes of clarity of understanding, it will be apparent that certain changes and modifications may be practiced within the scope of the invention. Accordingly, the present embodiments are to be considered as illustrative and not restrictive, and the invention is not to be limited to the details given herein, but may be modified within scope and equivalents of the invention.

Claims

1. An intake and exhaust system for an internal combustion engine comprising:

a. a rotating cylinder, said rotating cylinder having intake/exhaust ports defined therein, said intake/exhaust ports penetrating normal to an outer surface of said rotating cylinder and meeting at a center or axis of rotation, said intake/exhaust ports being separated by an angle and provide a connective relationship allowing fluid to easily flow from one end of the intake/exhaust port in the rotating cylinder to the other end without restriction;

b. said rotating cylinder has bearing journals extending along said axis of rotation providing support for said rotating cylinder;

c. an intake/exhaust manifold comprising an upper and a lower manifold and having bearing surfaces defined therein, a cylindrical cavity is defined within the intake/exhaust manifold located between the bearing surfaces;

d. said bearing journals of said rotating cylinder are rotateably positioned on said bearing surfaces of said intake/exhaust manifold, said rotating cylinder thereby being located in said cylindrical cavity; and

e. said intake/exhaust manifold having an intake port and exhaust port defined therein, said intake and exhaust port communicating with said cylindrical cavity defined in said intake/exhaust manifold;

2. The intake and exhaust system as defined in claim 1 wherein the angle between said intake/exhaust ports is defined as one hundred and twenty (120°) degrees.

3. The intake and exhaust system as defined in claim 1 wherein said outer surface of said rotating cylinder has at least three slots defined therein, said slots being the full length of said rotating cylinder and each slot having a blade seal slideably positioned therein creating at least three discreet chambers between said outer surface of said rotating cylinder and said cylindrical cavity in said exhaust manifold, said blade seals preventing leakage between each discreet chamber.

4. The intake and exhaust system as defined in claim 1 wherein the intake/exhaust ports in the rotating cylinder communicate with an intake port in said intake/exhaust manifold and a cylinder in an internal combustion engine during an intake stroke, the rotating cylinder is rotated and provides no communication between the intake/exhaust ports and said intake or an exhaust port located in said intake/exhaust manifold and said cylinder during either a compression stroke or a power stroke of the internal combustion engine, said intake/exhaust ports communicate with said exhaust port in said intake/exhaust manifold and said cylinder during an exhaust stroke of the internal combustion engine.