Computer controlled intake and exhaust valve

• US 5,740,771 A
• Filed: 05/09/1997
• Issued: 04/21/1998
• Est. Priority Date: 05/09/1997
• Status: Expired due to Fees

• Current Assignee: Duane J. Sebastian
• Original Assignee: Duane J. Sebastian
• Inventors: Sebastian, Duane J.
• Primary Examiner(s): Solis, Erick R.
• Application Number:
  US08/853,249
• Time in Patent Office: 347 Days
• Field of Search: 123/188.1, 123/188.16, 123/90.12, 123/90.11, 123/188.4
• US Class Current: 123/188.4
• CPC Class Codes: F01L 3/20 Shapes or constructions of valve members, not provided for in preceding subgroups of this group
• CPC Class Codes: F01L 9/10 by fluid means, e.g. hydraulic
• CPC Class Codes: F01L 9/20 by electric means
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

A computer controlled intake and exhaust valve for internal combustion engines having a microprocessor controlled, hydraulically operated, valve actuator with manually adjustable variable performance settings for improving fuel efficiency and reducing emissions while also providing a high performance power stroke and lengthening the life of the valve seat by damping the impact of valve reseating. The computer controlled intake and exhaust valve includes a) a semi-automatic engine braking feature whereby the compression of exhaust gases within the chamber of a cylinder prior to venting is used to aid in reducing the speed of the vehicle, thus prolonging the life of the brakes and the safety of passengers, and b) notched and stepped valve seats which aid in retaining compression within the combustion chamber.

Claims

1. A computer controlled intake and exhaust valve for a piston driven internal combustion engine for propelling a vehicle, the engine having a torque curve and a horsepower curve to graphically represent the performance of the engine, the computer controlled intake and exhaust valve comprising:

a) a cylinder block with a piston cylinder having a top and a bottom and a reciprocable piston disposed in the cylinder, the piston positioned in its extreme positions in a top dead center position at the top of the cylinder and in a bottom dead center position at the bottom of the cylinder;

b) an intake passage with an intake port to the cylinder for taking in a mixture of air and a fuel prior to combustion, and an exhaust passage with an exhaust port to the cylinder for emitting exhaust fumes subsequent to combustion, the intake passage and the exhaust passage having a polygonal cross-section, the intake port and the exhaust port being polygonally shaped and being at the top of the cylinder;

c) an intake valve having a passage face being planar, a port face being curvilinear across one axis and linear across another axis, the curvilinear axis of the port face forming a right angle with the passage face, and an actuator face being substantially planar and having a junction with the passage face and a junction with the port face, the junction with the passage face forming a right angle and being pivotably attached to the intake passage opposite the intake port, the junction with the port face having a bevel;

d) an intake valve seat being defined by the intake passage at the intake port and conforming to the contours of the junction between the passage face of the intake valve and the port face of the intake valve, a closed position being defined when the intake valve is seated flush with the intake valve seat;

e) an exhaust valve having a passage face being planar, a port face being curvilinear across one axis and linear across another axis, the curvilinear axis of the port face forming a right angle with the passage face, and an actuator face being substantially planar and having a junction with the passage face and a junction with the port face, the junction with the passage face forming a right angle and being pivotably attached to the exhaust passage opposite the exhaust port, the junction with the port face having a bevel;

f) an exhaust valve seat being defined by the exhaust passage at the exhaust port and conforming to the contours of the junction between the passage face of the exhaust valve and the port face of the exhaust valve, a closed position being defined when the exhaust valve is seated flush with the exhaust valve seat;

g) an intake valve stem being pivotally attached to the actuator face of the intake valve;

h) an exhaust valve stem being pivotally attached to the actuator face of the exhaust valve;

i) a biasing means for biasing the intake valve to close against the intake valve seat, and a biasing means for biasing the exhaust valve to close against the exhaust valve seat;

j) an intake valve actuator having an inlet port, an outlet port for outflow of hydraulic fluid when the spring means is closing the intake valve, and an electronic actuator coupled to a hydraulic valve means having a displaceable hydraulic piston in engagement with the spring means and in engagement with the intake valve stem for displacement of the intake valve on electronic activation of the electronic actuator, thus defining an open position, wherein the electronic actuator comprises a means for supplying pressurized hydraulic fluid to the inlet port upon actuation by an electronic signal;

k) an exhaust valve actuator having an inlet port, an outlet port for outflow of hydraulic fluid when the spring means is closing the exhaust valve, and an electronic actuator coupled to a hydraulic valve means having a displaceable hydraulic piston in engagement with the spring means and in engagement with the exhaust valve stem for displacement of the exhaust valve on electronic activation of the electronic actuator, thus defining an open position, wherein the electronic actuator comprises a means for supplying pressurized hydraulic fluid to the inlet port upon actuation by an electronic signal;

l) an electronic control means for selective activation of the exhaust valve actuator and the intake valve actuator in accordance with a program; and

,

m) a sealing means for maintaining an air-tight seal at the intake passage, the exhaust passage, and the cylinder.

2. The computer controlled intake and exhaust valve as defined in claim 1 wherein the electronic control means is a micro-processing computer.

3. The computer controlled intake and exhaust valve as defined in claim 2 wherein the electronic control means controls the frequency and duration with which the electronic actuator is activated and controls the proportions of the air and the fuel in the mixture taken in through the intake port.

4. The computer controlled intake and exhaust valve as defined in claim 3 further comprising a manually adjustable dial for controlling the program.

5. The computer controlled intake and exhaust valve as defined in claim 3 further comprising a manually adjustable switch with a plurality of discrete control settings for controlling the program.

6. The computer controlled intake and exhaust valve as defined in claim 5 wherein the plurality of discrete control settings is three.

7. The computer controlled intake and exhaust valve as defined in claim 6 further comprising:

a) a high performance setting for setting the program to deliver the mixture of the air and the fuel producing the highest possible torque curve and the highest possible horsepower curve,

b) a fuel efficiency setting for setting the program to deliver the mixture of the air and the fuel producing the lowest possible consumption of fuel per unit of distance traveled by the vehicle being powered by the engine, and

c) a normal setting for setting the program to the fuel efficiency setting when the acceleration of the vehicle is at or be low zero, the performance setting when the acceleration of the vehicle is at its maximum, and graduating the relative amount of the air and the fuel in the mixture between the fuel efficiency setting and the performance setting when the acceleration of the vehicle is between its maximum and zero.

8. The computer controlled intake and exhaust valve as defined in claim 7 further comprising a plurality of piston cylinders and a plurality of reciprocable pistons wherein the program selectively sets to zero the fuel in the mixture to a number of valves when the control setting is in the fuel efficiency setting, thus defining a shut down valve, the number of valves being shut down by the program not exceeding the number of valves being operated normally by the program, the program fully opening the intake valve and fully closing the exhaust valve when the piston is in the top dead center position and fully closing the intake valve and fully opening the exhaust valve when the piston is in the bottom dead center position.

9. The computer controlled intake and exhaust valve as defined in claim 3 further comprising a manually actuated switch for activating an engine brake feature whereby the program keeps both the intake valve and the exhaust valve in the closed position when the piston is rising from the bottom dead center position to the top dead center position and opens the exhaust valve when the piston reaches the top dead center position.

10. The computer controlled intake and exhaust valve as defined in claim 3 wherein the vehicle is an automotive vehicle having an accelerator being a foot pedal for accelerating the vehicle when increasing pressure is applied to the accelerator and a brake being a foot pedal for decelerating the vehicle when pressure is applied to the brake and, wherein further the automotive vehicle further comprises:

a) an antilock braking feature that is activated when the pressure applied to the brake exceeds a predetermined threshold, and

b) a manually actuated switch for activating an engine brake feature when no pressure is on the accelerator whereby the program keeps both the intake valve and the exhaust valve in the closed position when the piston is rising from the bottom dead center position to the top dead center position and opens the exhaust valve when the piston reaches the top dead center position, the computer automatically activating the engine break feature when the antilock brake feature is activated, and the computer automatically deactivating the engine break feature when pressure is applied to the accelerator.