Rotary valve apparatus for internal combustion engines and methods of operating same

A rotary valve system mounted to an internal combustion engines and method of operating the system primarily comprises a rotary valve mounted within a valve sleeve, which is in turn mounted within a longitudinal bore extending through an intake and exhaust manifold. Controllers vary the rotational and axial position of the valve sleeve, which provides the capability of adjusting the amount of fuel mixture entering the combustion chambers of the engine and the timing of the intake of such mixture. The method of operation includes in taking fuel mixture into, and evacuating exhaust gas from, an internal combustion engine, wherein fuel mixture flows into the manifold, is directed across the valve sleeve, through the rotary valve, across the sleeve, and into a combustion chamber. After combustion of the fuel mixture, the exhaust gases are directed from the combustion chamber through the sleeve, through the rotary valve and into an exhaust chamber. Then the exhaust gases flow through the sleeve and into an associated manifold exhaust passage. An alternative embodiment of a rotary valve system primarily comprises a rotary valve body mounted within an intake and exhaust manifold, with the valve body and manifold constructed substantially identical to the first embodiment, but without a valve sleeve. This embodiment operates in a manner similar to the first embodiment, the ability to adjust the amount of fuel-air mixture or the timing of the intake of such mixture is limited.

FIELD OF THE INVENTION 
This invention relates to the field of internal combustion engines, and 
more particularly, to the use of a rotary valve arrangement for 
controlling the flow of gases into and out of the working volume of such 
engines. 
BACKGROUND OF THE INVENTION 
There are presently a number of different internal combustion engine 
designs which are well-known in the prior art. These engines incorporate a 
variety of unique designs for such components as camshafts, valves, 
pistons, lubrication systems, fuel systems, etc. One important engine 
component in piston and cylinder engines is the valve system for charging 
the cylinders with fuel-air mixture for the combustion cycle and 
evacuating the exhaust gases at the exhaust cycle of each cylinder of the 
engine. Valve systems come in two basic varieties; the traditional 
spring-loaded, cam-operated poppet valve systems and the more modem rotary 
valve systems. 
Poppet valve systems involve a relatively large number of parts such as 
springs, cotters, guides, rocker shafts, cams, a camshaft and the valves 
themselves. Besides requiring numerous parts, one problem with these 
systems is that the timing of the opening and closing of the valves is 
very important, and becomes critical at higher engine speeds, in order to 
prevent the inadvertent contact of the piston with an open valve, which 
can cause serious engine damage. Conventional poppet valves create a 
substantial amount of resistance to gas flow as they are only opened 
around the annular edges thereof. Further, these conventional poppet valve 
engines require considerable power to open the valves against the force of 
the valve spring, the application of such power causing further wear in 
the valve train. And further yet, the fact that the components of the 
valve train are reciprocating causes power to be dissipated in overcoming 
the inertia of these components when changing their direction. In 
addition, the timing of the opening the intake and exhaust valves is 
inflexible once established by the design of the camshaft. 
Turning to rotary valve systems, it is generally acknowledged that such 
systems are potentially more cost effective and easier to assemble due to 
their simplicity and lower weight. Rotary valve systems reduce the number 
of moving parts and thereby reduce the friction caused by their operation, 
which causes an increase in engine operating efficiency. They can be made 
with larger valve openings and are not limited by the restrictions imposed 
by camshaft configurations such as the necessary rise and fall times of 
the poppet valve operating cams. Further, they are simpler in that they 
eliminate the need for valve operating trains. Examples of rotary valve 
systems are shown in U.S. Pat. Nos. 4,481,917 and 5,074,265. 
However, despite a number of desirable features of rotary valve systems, 
the use of rotary valves has been disfavored due to a number of problems. 
One problem from which prior art rotary valve designs suffer is inflexible 
timing, which is fixed by the design of the head ports and the 
circumferential valve openings. Another problem with prior art rotary 
valve designs is the inability to vary the compression ratio and the flow 
rate of the fuel-air mixture into the working volume of the piston 
cylinder. 
OBJECTS AND SUMMARY OF THE INVENTION 
It is an object of the present invention to provide a rotary valve system 
for internal combustion engines to obviate the problems and limitations of 
the prior art systems. 
It is a further object of the present invention to provide a rotary valve 
system which has the ability to adjust the amount of fuel-air mixture 
entering the combustion chambers of an internal combustion engine. 
Another object of the present invention is to provide a rotary valve system 
with the ability to adjust the timing of the intake of fuel-air mixture 
entering the combustion chambers of an internal combustion engine. 
Yet another object of the present invention is to provide a rotary valve 
system which does not require reciprocating parts so as to operate more 
effectively, quieter, and with less wear. 
An even further object of the present invention is to provide a rotary 
valve system which minimizes the number of required parts. 
Yet a further object of the present invention is to increase the engine 
volumetric efficiency by minimizing the restriction of the flow of air 
into the cylinder chamber inherent in poppet valve designs. 
A yet even further object of the present invention is to increase the fuel 
efficiency of an engine by providing a rotary valve system which allows 
more complete combustion of the fuel-air mixture within the combustion 
chamber. 
Additional objectives and advantages of the invention will become more 
apparent hereinafter. 
In accordance with the present invention, there is provided a rotary valve 
system for internal combustion engines primarily comprising a rotary valve 
body mounted within a valve sleeve, which is in turn mounted within a 
longitudinal bore extending through an intake and exhaust manifold. The 
intake and exhaust manifold consists of a cylindrical through bore 
extending between opposing endwalls, at least two manifold fuel intake 
passages and at least two manifold exhaust passages which extend through a 
sidewall of the manifold to the through bore, and at least two combustion 
cavities extending through a bottom wall of the manifold to the through 
bore. The valve sleeve, which is disposed within the manifold through 
bore, consists of a tubular sidewall with at least two sleeve fuel intake 
ports each in flow communication with one the manifold fuel intake 
passages of the manifold, at least two sleeve fuel outlet ports each in 
flow communication with one of the manifold combustion cavities, at least 
two sleeve exhaust inlet ports each in flow communication with one of the 
two combustion cavities, and at least two sleeve exhaust outlet ports each 
in flow communication with one of the two manifold exhaust passages 
extending through said tubular sidewall. The rotary valve body, which is 
disposed within the tubular valve sleeve, consists of a tubular valve 
cylinder forming a fuel intake chamber and has at least two rotary valve 
fuel intake ports each adapted for flow communication with one of the two 
sleeve fuel intake ports and one of the two sleeve fuel outlet ports, at 
least two valve exhaust inlet ports each adapted for flow communication 
with one of the two sleeve exhaust inlet ports, and at least two valve 
exhaust outlet ports each adapted for flow communication with one of the 
two sleeve exhaust outlet ports extending through a sidewall of the 
tubular valve cylinder. In the preferred embodiment, there are four of 
each respective passage and/or port in the manifold, valve sleeve and 
rotary valve, which would be used for operating four or eight cylinder 
engines. A pulley for continuously rotating the rotary valve body is 
attached to a closed end of the valve body and is disposed outside of the 
manifold. A cylindrical plate is mounted to one end of the tubular valve 
sleeve and connected to this plate is a first controller for turning the 
valve sleeve about a longitudinal axis of the manifold through bore and a 
second controller for moving the valve sleeve along this same axis, these 
controllers preferably being servomotors controlled by means of a 
computer. The adjustment of the valve sleeve by means of these controllers 
provides the capability of adjusting the amount of fuel mixture entering 
the combustion chambers of the engine and the timing of the intake of such 
mixture. 
Further in accordance with the present invention, there is provided a 
method of intaking fuel mixture into, and evacuating exhaust gas from, an 
internal combustion engine. During the intake stroke of an engine piston, 
fuel mixture is intaken into one of a plurality of manifold fuel intake 
passages of an intake and exhaust manifold and is directed from the fuel 
intake passage into an associated sleeve fuel intake port. The mixture is 
then directed from the sleeve fuel intake port, through an associated 
rotary valve fuel intake port, into a fuel intake chamber extending 
through the valve cylinder. Finally, the fuel mixture is directed out the 
intake chamber through a second rotary valve fuel intake port, through an 
associated sleeve fuel outlet port, and into an associated combustion 
cavity extending through the intake and exhaust manifold for delivery to 
an associated combustion chamber. After combustion of the fuel mixture, 
the exhaust gases are directed from the combustion chamber, through the 
combustion cavity, and into an associated sleeve exhaust inlet port. The 
exhaust gas is then directed from the sleeve exhaust inlet port, through 
an associated rotary valve exhaust inlet port of an exhaust chamber, and 
into the exhaust chamber, which is contained in the rotary valve body. 
Finally, the exhaust gas is directed from the exhaust chamber, through its 
rotary valve exhaust outlet port, through an associated sleeve exhaust 
outlet port, and into an associated manifold exhaust passage for further 
evacuation from the engine. 
Yet further in accordance with the present invention, there is provided an 
alternative embodiment of a rotary valve system primarily comprising a 
rotary valve body mounted inside an intake and exhaust manifold, with the 
valve body and manifold constructed substantially identical to the first 
embodiment. This embodiment operates in a manner similar to the first 
embodiment as described above except that intake and exhaust gases do not 
flow through sleeve openings and there is no ability to adjust the amount 
of fuel-air mixture or the timing of the intake of such mixture. 
Even further in accordance with the present invention, there is provided a 
rotary valve body for use in a rotary valve system of an internal 
combustion engine, comprising a tubular valve cylinder forming a fuel 
intake chamber and having at least two rotary valve fuel intake ports and 
two exhaust pockets. The exhaust pockets are attached to the sidewall of 
the rotary valve body so that a curved wall of the pocket is flush with 
the sidewall and the pocket is substantially disposed within the internal 
volume of the valve body. Each exhaust pocket contains an exhaust chamber, 
defined as the internal volume of the enclosed pocket, and has one rotary 
valve exhaust inlet port and one rotary valve exhaust outlet port 
extending through the curved sidewall of the pocket. Preferably, the 
intake ports are constructed so that each has a first edge extending 
partially about the circumference of the tubular valve cylinder, a second 
edge longer than the first edge, also extending partially about the 
circumference of the tubular valve cylinder, and two equilateral edges 
which curve inward toward each other and connect with the ends of the 
first and second edges.

DETAILED DESCRIPTION OF THE INVENTION 
First Embodiment 
Referring to FIG. 1, a perspective view of the a rotary valve system 10 is 
shown mounted to a typical four-stroke internal combustion engine 11, 
illustrated in the four cylinder embodiment. While the description of the 
preferred embodiment will be generally directed towards a four-stroke 
internal combustion engine, it is to be understood that rotary valve 
system 10 is equally applicable to a two-stroke engine or any other engine 
having intake and exhaust valves. Referring to FIGS. 2 and 3, rotary valve 
system 10 consists primarily of an intake and exhaust manifold 14, a valve 
sleeve 16, and a rotary valve body 18. 
As shown in to FIG. 2, intake and exhaust manifold 14 is comprised of a 
manifold block 20 with a cylindrical through bore 22 extending along a 
longitudinal axis 26 from a first end wall 24a to a second opposing end 
wall 24b. Through bore 22 is located in manifold block 22 so that 
longitudinal axis 26 is perpendicular to both end walls 24a and 24b. 
Extending through manifold block 20 are a plurality of fuel intake 
passages 32a, 32b, 32c, 32d (32a-32d) and an equal number of exhaust 
passages 34a, 34b, 34c, 34d (34a-34d). Each intake passage 32a-32d extends 
through side wall 30 of manifold block 20 and through cylindrical wall 23 
of through bore 22. Each exhaust passage 34a-34d extends through side wall 
30 of manifold block 20 and through cylindrical wall 23 of through bore 
22. Referring to FIGS. 2, 5, and 6A-6B, a plurality of combustion cavities 
45a, 45b, 45c, 45d (45a-45d) extend through the bottom wall 43 of manifold 
block 20 and through cylindrical wall 23 of through bore 22 to piston 
bores 42a, 42b, 42c, 42d (42a-42d) located in an engine block 11 to form 
combustion chambers 44a, 44b, 44c, 44d (44a-44d) between pistons 46a, 46b, 
46c, 46d (46a-46d) and combustion cavities 45a-45d, respectively. 
Combustion cavities 45a-45d are preferably rectangular in shape, although 
it is within the scope of the invention to make the combustion cavities 
any other shape, for example, a domed-cylinder or of a hemispherical 
shape. Each combustion chamber 45a-45d also has at least one sparking 
mechanism 56a, 56b, 56c, 56d (56a-56d), such as a conventional spark plug, 
extending therein. 
A counterbore 57, concentric with axis 26, is disposed in wall 24a of 
manifold block 20 to receive the cylindrical end of valve sleeve 16, as 
explained below. A first controller 27, preferably mounted to the manifold 
block 20, is operably connected by conventional means to valve sleeve 16 
as explained below. A second controller 28, preferably mounted to manifold 
block 20, is operably connected by conventional means to one end of valve 
sleeve 16 as explained below. 
In the exploded illustration of the first embodiment of the present 
invention, as shown in FIG. 2, the manifold block 20 has four combustion 
cavities 45a-45d, four fuel intake passages 32a-32d, and four exhaust 
passages 34a-34d. This embodiment is adapted for use to operate four 
cylinder engines or "V-eight" cylinder engines, the V-eight engines 
requiring two rotary valve systems 10 for each of the four cylinders which 
are in-line. However, it is within the scope of the invention to construct 
the manifold block with three combustion cavities, three fuel intake 
passages. Two of the latter rotary valve systems can be used to operate a 
"V-six" cylinder engine. Furthermore, it is within the scope of the 
invention to construct the manifold block of the disclosed rotary valve 
system with any number of combustion cavities and a corresponding number 
of fuel intake passages and exhaust passages, the number of which 
corresponds to the number of cylinder heads of the engine for which the 
rotary valve system is designed. 
Referring to FIG. 2, valve sleeve 16 is comprised of a tubular sleeve 58 
formed of a tubular sidewall 55 that is open at one end and closed at the 
opposite end. The outside diameter of tubular sidewall 55 is slightly less 
than the inside diameter of the cylindrical through bore 22 of manifold 
block 20. As shown in FIGS. 3 and 5, sleeve fuel intake ports 60a, 60b 
60c, 60d (60a-60d) and corresponding sleeve fuel outlet ports 62a, 62b, 
62c, 62d (62a-62d) extend through the sidewall 55 of tubular sleeve 58. 
Each sleeve intake port 60a-60d and sleeve outlet port 62a-62d is located 
about tubular sleeve cylinder 58 so that when the valve sleeve 16 is 
assembled in the bore 22 of manifold 20, each sleeve fuel intake port 
60a-60d maintains flow communication with a corresponding fuel intake 
passage 32a-32d, respectively, of manifold block 20 and each sleeve outlet 
port 62a-62d maintains flow communication with a corresponding combustion 
cavity 45a-45d of manifold block 20. A plurality of sleeve exhaust inlet 
ports 67a, 67b, 67c, 67d (67a-67d) and sleeve exhaust outlet ports 68a, 
68b, 68c, 68d (68a-68d) extend through the sidewall 55 of cylinder 58. 
Each sleeve exhaust inlet port 67a-67d and each sleeve exhaust outlet port 
68a-68d is located about tubular sleeve cylinder 58 so that when the valve 
sleeve 16 is assembled in the valve bore 22 of manifold 20, each sleeve 
exhaust inlet port 67a-67d maintains flow communication with successive 
combustion cavities 45a-45d, respectively, in manifold 20 and each sleeve 
exhaust outlet port 68a-68d maintains flow communication with successive 
manifold exhaust outlet passage 34a-34d, respectively. The exact number of 
sleeve fuel intake ports 60a-60d, sleeve fuel outlet ports 62a-62d, sleeve 
exhaust inlet ports 67a-67d, and sleeve exhaust outlet ports 68a-68d, 
corresponds to the number of combustion chambers (and thus engine 
cylinders), and four of each are used with the system illustrated in valve 
sleeve 16 in FIGS. 2 and 4A-4D for a four cylinder engine. As shown in 
FIGS. 2, 3, and 4A-4D, a pattern of gear teeth 110 are located about the 
outer circumference of a cylindrical plate 59 having a larger outer 
diameter than sleeve cylinder 58 and closing one end of tubular sleeve 58. 
The preferred embodiment of the present invention, as discussed above, 
includes four sleeve fuel intake ports 60a-60d, four sleeve fuel outlet 
ports 62a-62d, four sleeve exhaust inlet ports 67a-67b and four sleeve 
exhaust outlet ports 68a-68d extending through the sidewall 55 of tubular 
sleeve cylinder 58 of valve sleeve 16. However, it is within the scope of 
the invention to construct valve sleeve 16 with any number of sleeve fuel 
intake ports and an equal number of sleeve fuel outlet ports and sleeve 
exhaust inlet and outlet ports, the number of which corresponds to the 
number of combustion cavities 45a-45d in the intake and exhaust manifold 
14. 
Referring to FIGS. 2 and 3, a rotary valve body 18 consists of a tubular 
valve cylinder 70 which typically has an axial length greater than the 
axial length of valve bore 22 and has an outside diameter slightly less 
than the inside diameter of valve sleeve 16. As shown in FIG. 3, a 
plurality of fuel intake ports 72a, 72b, 72c, 72d (72a-72d) extend through 
the sidewall of valve cylinder 70 from outer valve wall 71 to inner valve 
wall 75. The exact number of fuel intake ports 72a-72d corresponds to the 
number of combustion cavities 45a-45d, and thus the number of engine 
cylinders. Although it is within the scope of the invention to construct 
fuel intake ports 72a-72d of any shape, in the preferred embodiment, each 
intake port 72a-72d is shaped somewhat like a bilateral triangle with the 
unequal side extending circumferentially, the triangle being truncated at 
the common angle of the equilateral sides, with the equilateral sides 
being curved inward (see FIG. 3). Referring to FIGS. 2 and 3, a plurality 
of exhaust pockets 74a, 74b, 74c, 74d (74a-74d) are each mounted in a 
corresponding opening 112a, 112b, 112c, 112d (112a-112d) of valve cylinder 
70, by means such as welding, such that an outer curved wall 76a, 76b, 
76c, 76d (76a-76d) of exhaust pockets 74a-74d, respectively, conform with 
outer valve wall 71 of valve cylinder 70 and such that the remainder of 
exhaust pockets 74a-74d are located within the internal volume 77 enclosed 
by inner wall 75 of valve cylinder 70. Each exhaust pocket 74a-74d 
encloses an exhaust chamber 80a, 80b, 80c, 80d (80a-80d) and has a valve 
exhaust inlet port 82a, 82b, 82c, 82d (82a-82d) and a valve exhaust outlet 
port 84a, 84b, 84c, 84d (84a-84d) extending through a corresponding outer 
curved wall 76a-76d of exhaust pocket 74a-74d. The number of intake ports 
72a-72d and exhaust pockets 74a-74d, each having a corresponding valve 
exhaust inlet port 82a-82d and a corresponding valve exhaust outlet port 
84a-84d, corresponds to the number of combustion cavities 45a-45d and thus 
the number of engine cylinders. The relative location, about the 
circumference of the valve body 18, of the fuel intake ports 72a-72d 
depends on the number of piston cylinders which the valve system is 
serving; for two cylinders, the fuel intake ports (72a-72b) are 
180.degree. apart, for three cylinders, the fuel intake ports (72a-72c) 
are 120.degree. apart, and for four cylinders, the fuel intake ports 
(72a-72d) are 90.degree. apart. A fuel intake chamber 86 in rotary valve 
body 18 is defined by the internal volume 77 less the volume of space 
occupied by the exhaust pockets 74a-74d. A pulley 88 is attached to closed 
end 90 of valve cylinder 70 such that the rotational axis 92 of pulley 88 
is coaxial with axis 73 of valve cylinder 70. A bearing 114, such as a 
roller bearing, is disposed in the cylindrical wall 23 of manifold 14 and 
spaced from end wall 24b, to support the end of rotary valve body 18. Note 
that the open end of valve sleeve 16 does not contact bearing 114. 
In the preferred embodiment of the present invention discussed above, there 
are four fuel intake ports 72a-72d extending through tubular valve 
cylinder 70 and four exhaust pockets 74a-74d attached to tubular valve 
cylinder 70 of rotary valve body 18. However, it is within the scope of 
the invention to construct rotary valve cylinder 18 to have any number of 
fuel intake ports and an equal number of exhaust pockets, the number of 
which corresponds to the number of combustion chambers 44 in the intake 
and exhaust manifold 14. 
Rotary valve system 10 is constructed as follows: first, valve sleeve 16 is 
inserted into valve bore 22 of manifold block 20 from the end wall 24a so 
that the cylindrical end 110 is located within counterbore 57. Then, 
rotary valve body 18 is assembled into the open end of valve sleeve 16 
from end wall 24b of manifold block 20 so that axis 73 of valve body 18 is 
coincident with axis 66 of valve sleeve 16 to form a valve assembly 17 
with an assembly axis 19 coincident with bore axis 26 of valve bore 22 
through manifold block 20. When the valve sleeve 16 is assembled in the 
rotary valve system 10, gear teeth 110 mesh with a driving gear 116 
connected to a servomotor 27. A lead screw 29, operably connected to a 
servomotor 28, extends into a recess 120 formed by a plate 122 secured to 
end wall 24a of manifold 14. Lead screw 29 is affixed to the plate 59, as 
shown in FIG. 4A, at one end of tubular sleeve cylinder 58. The rotary 
valve system 10 is mounted to an engine block 11 by placing the mounting 
bottom wall 43 of manifold block 20 onto the engine block 11 above the 
cylinder heads so that the cylinder heads of the engine block align with 
the combustion cavities 45a-45d of the manifold block 20. The manifold 
block 20 is secured to the engine block by conventional means such as 
bolts in through holes disposed about the periphery of the manifold block. 
A belt 89 is attached to pulley 88 of rotary valve body 18 to drive pulley 
88 with a second pulley 91 secured to the crankshaft 113 of engine 11. 
First servomotor 27 and second servomotor 28 are connected through 
electrical cabling to a computer (not shown) for controlling the position 
of the valve sleeve 16, as discussed below. A lubrication system (not 
shown) allows a standard lubricant to enter through the manifold block 20 
and provides lubrication for the whole rotary valve system and, in 
particular, between outer surface 71 of tubular valve cylinder 70 and the 
inner surface of sidewall 55 of valve sleeve 16. 
The operation of the rotary valve system of the present invention is 
illustrated in FIGS. 4A-4D, 5, 6A, 6B, 7, 8, 9, 10A-10C, 11A-11C, 12A and 
12B, for a four cylinder engine operating under the four-stroke process. 
However, it is within the scope of the present invention to use the 
disclosed rotary valve system 10 to operate an internal combustion engine 
with any number of cylinders and/or operating under the two-stroke 
process. 
Referring to FIGS. 4A-4D, and 5, as the pistons 46a-46d cycle within their 
respective piston bores 42a-42d, rotary valve body 18 is continuously 
rotating by the operation of pulley 88, which is belt-driven by the 
crankshaft 113 of the engine 11. The rotation of valve body 18 is 
coordinated with the timing of the piston cycles, which preferably operate 
under the four stroke system. The processes of in taking the fuel mixture, 
typically the fuel-air mixture, into the combustion chamber and evacuating 
exhaust gases from the combustion chamber 44a-44d are outlined below as 
two separate operations, but both processes occur simultaneously and 
continuously in different piston cylinders, as shown in FIGS. 4A-4D. 
Referring to FIGS. 4A and 5, the process of intaking the fuel-air mixture 
into the combustion chamber 44d begins as follows: due to the relative 
location of the individual intake ports 72a-72d about the circumference of 
the valve body 18 and the coordination of the rotation of the valve body 
18 with the timing of the engine operation, one valve intake port 72c will 
cross a sleeve intake port 60c, thus opening to the associated manifold 
intake passage 32c, while another intake port, i.e., intake port 72d 
simultaneously crosses its associated sleeve outlet port 62d, thus 
providing a fuel path through combustion cavity 45d to combustion chamber 
44d. At this time, the piston 46d in the piston bore 42d below the 
combustion cavity 45d is moving downward for an intake stroke. The partial 
vacuum created by the downward travel of the piston 46d in the piston bore 
42d draws the fuel-air mixture from the intake passage 32c of manifold 14 
to the combustion chamber 44d directly above the piston 46d by way of the 
path outlined below. 
The flow of the fuel-air mixture proceeds along the following path during 
intake, as herein illustrated by a path between a first intake port 72c 
and a second intake port 72d (see FIG. 5). First, fuel-air mixture enters 
intake and exhaust manifold 14 through manifold fuel intake passage 32c, 
and then flows through sleeve fuel intake port 60c of valve sleeve 16, 
through valve fuel intake port 72a as the latter crosses the sleeve intake 
port 60c, and into the intake chamber 86 of rotary valve body 18. Next, 
the fuel-air mixture flows from the intake chamber 86, through a second 
intake port 72d as it crosses it associated sleeve fuel outlet port 62d, 
through the combustion cavity 45d into the combustion chamber 44d. 
Rotation of valve body 18 causes valve wall 71 of the rotary valve body 18 
to seal the valve sleeve outlet port 62d, thus sealing the combustion 
cavity 45d and causing combustion chamber 44d to be an enclosed volume 
during the compression and power strokes of the piston cycle. 
Referring to FIGS. 6A and 6B, the evacuation of exhaust gases from the 
combustion chamber 44c is accomplished by the following operation of the 
rotary valve system 10. The rotation of rotary valve body 18 is timed so 
that during the exhaust stroke of engine piston 46c, the valve exhaust 
inlet port 82c of valve body 18 passes across the associated sleeve 
exhaust inlet port 67c; exhaust gasses are then able to flow out the 
combustion chamber 44c through the combustion cavity 45c, through the 
sleeve exhaust inlet port 67c, through the valve exhaust inlet port 82c, 
and into the exhaust chamber 74c of exhaust pocket 76c (see FIG. 6A). At 
the same time as valve exhaust inlet port 82c passes across its associated 
sleeve exhaust inlet port 67c, valve exhaust outlet port 84c, as shown in 
FIG. 6B, passes across the associated sleeve exhaust outlet port 68c, 
enabling the exhaust gases to flow from the exhaust chamber 74c, through 
valve exhaust outlet port 84c, through the sleeve exhaust outlet port 68c, 
and into the manifold exhaust passage 34c of the manifold block 20. 
The rotary valve system 10 can be constructed to accommodate any desired 
firing order in the engine cylinders by altering the arrangement of the 
fuel intake ports 72a-72b about the circumference of valve cylinder 70. 
For example, in a four cylinder valve arrangement wherein four fuel intake 
ports 72a-72d are located about outer valve wall 71 at 90 degrees from 
each other about the circumference of the valve cylinder, one rotary valve 
fuel intake port 72a-72d will be aligned with its associated sleeve fuel 
intake port 60a-60d, respectively, and associated manifold intake passage 
32a-32d, respectively, allowing fuel-air mixture to flow into the fuel 
intake chamber 86 at the same time that another valve fuel intake port 
72a-72d will be aligned with a corresponding sleeve fuel outlet port 
62a-62d, and thus opening combustion cavity 45a-45d, to allow the fuel-air 
mixture to flow from the intake chamber 86 into the combustion chamber 
44a-44d. Thus, the order of firing in the combustion chambers is dictated 
by the specific combination of valve fuel intake ports 72a-72d, i.e. which 
intake port is aligned with its associated sleeve fuel intake port 60a-60d 
when another valve intake port 72a-72d is aligned with its associated 
sleeve fuel outlet port 62a-62d. Therefore, the firing order for four 
cylinders could be one-two-three-four, one-three-two-four, 
one-four-two-three, one-two-four-three, one-three-four-two, or 
one-four-three-two, although the desired order will be limited by other 
considerations. The firing order illustrated in FIGS. 4A-4D is 
one-three-four-two. 
One important feature of the first embodiment of the present invention is 
the ability to vary both the amount of fuel-air mixture entering the 
combustion chamber 44a-44d and the point during the intake stroke of the 
piston 46a-46c at which fuel-air mixture enters the combustion chamber by 
changing the position of the valve sleeve 16 relative to through bore axis 
26 through manifold 20. As shown in FIGS. 7, 8, 9, 10A, 10B, 10C, 11A, 
11B, and 11C, a variation of the axial position of valve sleeve 16 changes 
the size of each of the valve fuel intake ports 72a-72d of rotary valve 
body 18 that pass across the sleeve fuel intake port 60a-60d, 
respectively, and the sleeve fuel outlet port 62a-62d. This variation in 
the size of the flow passage through the overlapped sleeve fuel intake 
port 60a-60d and corresponding valve fuel intake port 72a-72d controls the 
mount of fuel-air mixture that is drawn from the manifold 20 and into the 
combustion chamber 44a-44c, i.e., the larger the flow area across the 
port, the more fuel-air mixture that can be drawn into the intake chamber 
86 and then into the combustion chambers 44a-44c. FIGS. 7 and 8 illustrate 
the valve sleeve 16 in the leftward-most position, which allows for the 
maximum fuel-air inflow and enables complete evacuation of the exhaust 
gases through valve exhaust outlet ports 82a-82d. FIG. 9 illustrates the 
valve sleeve 16 in the rightward-most position, which allows for the 
minimum fuel-air inflow and results in the minimum exhaust gasses outflow 
through the valve exhaust inlet ports 82a-82d. 
Furthermore, with intake ports 72a-72d shaped, such as in the preferred 
embodiment described above, besides controlling the point during the 
intake stroke of the pistons 46a-46d at which fuel-air mixture enters the 
combustion chambers 44a-44d, the duration of the fuel-air intake process 
can also be changed by the change in axial position of the valve sleeve 16 
within the through bore 23 in manifold 20. Due to the variation in the 
size of the valve intake port 72a-72d along the axis of tubular valve 
cylinder 70, the point in the rotation of the rotary valve body 18, and 
thus the stroke of pistons 46a-46d, at which one intake port 72a-72d 
begins to pass across the corresponding sleeve intake port 60a-60d and 
another valve intake port begins to cross a corresponding sleeve outlet 
port 62a-62d is earlier when the valve sleeve 16 is positioned as shown in 
FIG. 10A than the point at which they would begin to cross if positioned 
as shown in FIG. 11A, i.e., the minimum sized opening. Also, the fuel-air 
inflow through valve sleeve 16 and rotary valve 18 will stop later in the 
intake stroke of the pistons 46a-46d when the valve sleeve 16 is 
positioned as in FIGS. 10A-10C, as shown in FIG. 10C, than when it is 
positioned as in FIGS. 11A-C, as shown FIG. 11C. 
In the preferred embodiment, the adjustment of the axial position of valve 
sleeve 16 is accomplished by a computer controlled servomotor 28 actuating 
a lead screw 29 attached to one end of the tubular sleeve cylinder 58. The 
gear teeth of gear 116 are of sufficient width so that the gears 116 and 
110 engage irrespective of the position of valve sleeve 16 in the bore 23 
of manifold 14. 
A second important feature of this embodiment of the present invention, as 
illustrated in FIGS. 12A and 12B, is the ability to adjust the point 
during the intake stroke of the piston at which the intake of fuel-air 
mixture occurs by adjusting the angular position of the valve sleeve 16 
about its longitudinal axis 66 and with respect to through bore axis 26 
extending through bore 23 of manifold 20. Referring to FIGS. 12A and 12B, 
by changing the angular position of valve sleeve 16, typically within a 
range of about 25.degree., the timing of the communication between both 
one intake port 72a-72d (only 72a is shown) of the rotary valve body 18 
and the corresponding intake port 60a-60d of the sleeve 16 and a second 
valve intake port 72a-72d (not shown) and the associated sleeve outlet 
port 62a-62d (not shown), and thus with its associated valve combustion 
chamber 44a, is varied. For example, if the rotary valve body 18 is 
rotating counterclockwise and the angular position of the valve sleeve 16 
is adjusted clockwise from the position shown in 12A to the position shown 
in 12B, one valve intake port 72a of the rotary valve body will align with 
its associated sleeve fuel intake port 60a and a second intake port 72b 
will align with it associated sleeve fuel outlet port 62b at a point 
earlier in the rotation of the valve body (and thus earlier in the intake 
stroke of the piston), thereby allowing the fuel-air mixture to enter the 
combustion chamber earlier in the intake stroke of the engine. In the 
preferred embodiment, the adjustment of the angular position of valve 
sleeve 16 is accomplished by means of a computer controlled servomotor 27 
actuating drive gearing 116 that meshes with gear teeth 110 cut into the 
outer wall 59 of the valve sleeve 16 in a radial pattern. 
Two other important features of the present invention result from the 
intake path of the fuel-air mixture. After entering the intake chamber 86 
of rotary valve body 18 through a first of the valve fuel intake ports 
72a-72d, the fuel-air mixture has to travel across at least one exhaust 
pocket 74a-74d before it can exit the intake chamber 86 through a second 
of the intake ports 72a-72d (i.e., other than the intake port through 
which the fuel-air mixture entered). By traveling across at least one 
exhaust pocket 74a-74d, and usually a plurality of such exhaust pockets, 
the fuel-air mixture absorbs heat convectively that has been conducted 
through the pocket walls from the hot exhaust gases that have passed 
through the inside of the exhaust pocket. The heating of the fuel-air 
mixture results in more complete combustion inside the combustion chamber 
and thus less wastage of fuel. Also, having to travel through a rotating 
intake chamber 86 and over at least one exhaust pocket 74a-74d, with these 
pockets being staggered circumferentially (at radial intervals determined 
by the number of engine cylinders serviced), the fuel-air mixture has to 
travel a tortuous path when it is drawn from the first intake port, 
through the intake chamber, and out the second intake port. The impugnment 
of the flow on these exhaust pockets 74a-74d and the directional changes 
required to flow over or around the exhaust pockets causes the fuel-air 
mixture to become more completely mixed or homogenized. This also results 
in more efficient combustion of the fuel-air mixture and less wastage of 
fuel. 
Second Embodiment 
Referring to FIG. 13, a perspective view of the a rotary valve system 100 
is shown mounted to a typical four-stroke internal combustion engine, 
illustrated in the four cylinder embodiment. While the description of the 
preferred embodiment will be generally directed towards a four-stroke 
internal combustion engine, it is to be understood that rotary valve 
system 100 is equally applicable to a two-stroke engine or any other 
engine having intake and exhaust valves. Referring to FIG. 14, rotary 
valve system 100 consists primarily of an intake and exhaust manifold 101 
and a rotary valve body 18'. Throughout the specification, primed numbers 
represent structural elements which are substantially identical to 
structural elements represented by the same unprimed number. 
Referring to FIG. 14, intake and exhaust manifold 101 is comprised of a 
manifold block 103 with a cylindrical throughbore 105 extending along a 
longitudinal axis 26' from a first end wall 24a' to a second opposing end 
wall 24B'. Throughbore 22' is located in manifold block 103 so that 
longitudinal axis 26' is perpendicular to both end walls 24a' and 24b'. 
Extending through manifold block 103 are a plurality of fuel intake 
passages 32a', 32b', 32c', 32d' (32a'-32d') and an equal number of exhaust 
passages 34a', 34b', 34c', 34d' (34a'-34d'). Each intake passage 32a'-32d' 
extends through side wall 30' of manifold block 103, and through 
cylindrical wall 23' of throughbore 22'. Each exhaust passage 34a'-34d' 
extends through side wall 30' of manifold block 20' and through 
cylindrical wall 23' of throughbore 22'. A plurality of combustion 
cavities 45a', 45b40 , 45c', 45d' (45a'-45d') extend through the bottom 
wall 43' of manifold block 20' and through cylindrical wall 23' of 
throughbore 22' to piston bores 42a', 42b', 42c', 42d' (42a'-42d') located 
in an engine block 11' to form combustion chambers 44a', 44b', 44c', 44d' 
(44a'-44d') between pistons 46a', 46b', 46c', 46d' (46a'-46d') and 
combustion cavities 45a'-45d'. Combustion cavities 45a'-45d' are 
preferably rectangular in shape, although it is within the scope of the 
invention to make the combustion cavities any other shape, for example, a 
domed-cylinder or of a hemispherical shape. Each combustion chamber 
45a'-45d' also has at least one sparking mechanism 56a', 56b', 56c', 56d' 
(56a'-56d'), such as a conventional spark plug, extending therein. 
In the exploded illustration of the second embodiment of the present 
invention, as shown in FIG. 14, the manifold block 103 has four combustion 
cavities 45a'-45d', four fuel intake passages 32a'-32d', and four exhaust 
passages 34a'-34d'. This embodiment could be used to operate four cylinder 
engines or "V-eight" cylinder engines, the V-eight engines requiring two 
rotary valve systems 100 for each of the four cylinders which are in-line. 
However, it is within the scope of the invention to construct the manifold 
block with three combustion cavities, three fuel intake passages. Two of 
the latter rotary valve systems can be used to operate a "V-six" cylinder 
engine. Furthermore, it is within the scope of the invention to construct 
the manifold block of the disclosed rotary valve system with any number of 
combustion cavities and a corresponding number of fuel intake passages and 
exhaust passages, the number of which corresponds to the number of 
cylinder heads of the engine for which the rotary valve system is 
designed. In an alternative embodiment of the second embodiment of the 
present invention, there are three fuel intake passages, three exhaust 
passages, and three combustion cavities in manifold block 103 of intake 
and exhaust manifold 14', with two of such rotary valve systems being used 
to operate a "V-six" cylinder engine. Furthermore, it is within the scope 
of the invention to construct rotary valve cylinder 18' to have any number 
of intake ports and an equal number of exhaust pockets. 
Referring to FIGS. 14 and 15, a rotary valve body 18' consists of a tubular 
valve cylinder 70' which typically has an axial length greater than the 
axial length of valve bore 22' and has an outside diameter slightly less 
than the inside diameter of valve bore 22'. As shown in FIG. 14, a 
plurality of valve fuel intake ports 72a', 72b', 72c', 72d' (72a'-72d') 
extend through the sidewall of valve cylinder 70' from outer valve wall 
71' to inner valve wall 75'. The exact number of fuel intake ports 
72a'-72d' corresponds to the number of combustion cavities 45a'-45d' and 
thus the number of engine cylinders. Although it is within the scope of 
the invention to construct fuel intake ports 72a'-72d' of any shape, in 
the preferred embodiment, each intake port 72a'-72d' is shaped somewhat 
like a bilateral triangle with the unequal side extending 
circumferentially, the triangle being truncated at the common angle of the 
equilateral sides, with the equilateral sides being curved inward (see 
FIG. 15). Referring to FIGS. 14 and 15, a plurality of exhaust pockets 
74a', 74b', 74c', 74d' (74a'-74d') are each mounted in an opening 112a', 
112b', 112c', 112d' (112a'-112d') of valve cylinder 70', by means such as 
welding, such that an outer curved wall 76a', 76b', 76c', 76d' (76a'-76d') 
of exhaust pockets 74a'-74d', respectively, blend with outer valve wall 
71' of valve cylinder 70' and such that the remainder of exhaust pockets 
74a'-74d' are located within the internal volume 77' enclosed by inner 
wall 75' of valve cylinder 70'. Each exhaust pocket 74a'-74d' encloses an 
exhaust chamber 80a', 80b', 80c', 80d' (80a'-80d') and has a valve exhaust 
inlet port 82a', 82b', 82c', 82d' (82a'-82d') and a valve exhaust outlet 
port 84a', 84b', 84c', 84d' (84a'-84d') extending through outer curved 
wall 76a'-76d' of exhaust pocket 74a'-74d'. The number of intake ports 
72a'-72d' and exhaust pockets 74a'-74d', each having a valve exhaust inlet 
port 82a'-82d' and a valve exhaust outlet port 84a'-84d', respectively, 
corresponds to the number of combustion cavities 45a'-45d' and thus the 
number of engine cylinders. The relative location, about the circumference 
of the valve body 18', of the fuel intake ports 72a'-72d' depend on the 
number of piston cylinders which the valve system 100 is serving; i.e., 
for two cylinders, the fuel intake ports are 180.degree. apart, for three 
cylinders, the fuel intake ports are 120.degree. apart, and for four 
cylinders, the fuel intake ports are 90.degree. apart. A fuel intake 
chamber 86' in rotary valve body 18' is defined by the internal volume 77' 
less the volume of space occupied by the exhaust pockets 74a'-74d'. A 
pulley 88' is attached to one end 90' of valve cylinder 70' such that the 
rotational axis 92' of pulley 88' is coaxial with axis 73' of valve 
cylinder 70'. Two standard bearings 114', such as roller bearings, are 
disposed in the cylindrical wall 23' of manifold 14' and are spaced from 
end walls 24a' and 24b', to support the ends of rotary valve body 18'. 
In the preferred embodiment of the present invention discussed above, there 
are four fuel intake ports 72a'-72d' extending through tubular valve 
cylinder 70' and four exhaust pockets 74a'-74d' attached to tubular valve 
cylinder 70' of rotary valve body 18'. However, it is within the scope of 
the invention to construct rotary valve cylinder 18' to have any number of 
fuel intake ports and an equal number of exhaust pockets, the number of 
which corresponds to the number of combustion cavities 45a'-45d' in the 
intake and exhaust manifold 14'. 
Rotary valve system 100 is constructed by assembling rotary valve body 18' 
into the throughbore 22' of manifold block 103 so that valve body axis 73' 
of rotary valve body 18' is coaxial with bore axis 26' of manifold block 
103. The rotary valve system 100 is mounted to an engine 111 by placing 
the mounting face 43' of manifold block 20' onto the engine block above 
the cylinder heads so that the cylinder heads of the engine align with the 
combustion cavities 45a'-45d' of the manifold block 20'. A belt 89' is 
attached to pulley 88' of rotary valve body 18' to connect pulley 88' with 
a second pulley (not shown) on the crankshaft of the engine. A lubrication 
system (not shown) allows a standard lubricant to enter through the 
manifold block 103 and provides lubrication for the whole rotary valve 
system and, in particular, between outer surface 71' of tubular valve 
cylinder 70' and the cylindrical wall 23' of throughbore 22' of manifold 
block 103. 
The operation of the rotary valve system 100 of the present invention is 
illustrated in FIGS. 16A-16D, for a four cylinder engine operating under 
the four-stroke process. However, it is within the scope of the present 
invention to use the disclosed rotary valve system to operate an internal 
combustion engine with any number of cylinders and/or operating under the 
two-stroke process. 
Referring to FIG. 16A-16D, as the pistons cycle within their respective 
cylinders, rotary valve body 18' is continuously rotating by the operation 
of pulley 88', which is driven by the crankshaft of the engine. The 
rotation of valve body 18' is coordinated with the timing of the piston 
cycles, which preferably operates under the four stroke system so that the 
valve body rotates twice per every rotation of the engine crankshaft, 
i.e., a ratio of 2:1. The processes of in taking the fuel mixture, 
typically the fuel-air mixture, into the combustion chamber and evacuating 
exhaust gases from the combustion chamber 44a'-44d' are outlined below as 
two separate operations, but both processes occur simultaneously and 
continuously in different piston cylinders, as shown in FIGS. 16A-16D. 
Referring to FIGS. 16A and 17, the process of intaking the fuel-air mixture 
into the combustion chamber 44d' begins as follows: due to the relative 
location of the individual intake ports 72a'-72d' about the circumference 
of the valve body 18' and the coordination of the rotation of the valve 
body 18' with the timing of the engine operation, one valve intake port, 
e.g. 72c', will cross manifold intake passage 32c' when another intake 
port, e.g, intake port 72d', simultaneously crosses combustion cavity 
45d', thus providing a fuel path to combustion chamber 44d'. At this time, 
the piston 46d' in the piston bore below the combustion cavity 45d' is 
moving downward for an intake stroke. The partial vacuum created by the 
downward travel of the piston 46d' in the piston bore draws the fuel-air 
mixture from the intake passage 32d' of manifold 14 to the combustion 
chamber 44d' directly above the piston 46d' by way of the path outlined 
below. 
The flow of the fuel-air mixture proceeds along the following path during 
intake, as herein illustrated by a path between a first intake port 72c' 
and a second intake port 72d' (see FIG. 17). First, fuel-air mixture 
enters intake and exhaust manifold 101 through manifold intake passage 
32c', then flows through valve intake port 72a' as the latter crosses the 
manifold intake passage 32c' and into the intake chamber 86' of rotary 
valve body 18'. Next, the fuel-air mixture flows from the intake chamber 
86', through a second intake port 72d' as it crosses the associated 
combustion cavity 45d', through combustion cavity 45d', and into the 
associated combustion chamber 44d'. Rotation of valve body 18' causes 
valve wall 71' of the rotary valve body 18' to seal the combustion cavity 
45d', thus causing combustion chamber 44d' to be an enclosed volume during 
the compression and power strokes of the piston 46d'. 
Referring to FIGS. 18 and 19, the evacuation of exhaust gases from the 
combustion chamber 44c', for example, is accomplished by the following 
operation of the rotary valve system 100. The rotation of rotary valve 
body 18' is timed so that during the exhaust stroke of engine piston 46c', 
the valve exhaust inlet port 82c' of valve body 18' passes across the 
associated combustion cavity 45c' so that exhaust gasses flow out the 
combustion chamber 44c' through the combustion cavity 45c', through the 
valve exhaust inlet port 82c', and into the exhaust chamber 74c' of 
exhaust pocket 76c'. At the same time that the exhaust inlet port 82c' 
passes across combustion cavity 45c', and for a time after as the valve 
body 18' continues to rotate, the valve exhaust outlet port 84c' passes 
across the associated manifold exhaust outlet passage 34c', enabling the 
exhaust gases to flow from the exhaust chamber 74c', through valve exhaust 
outlet port 84c' and finally through the exhaust passage 34c' of the 
manifold block 20'. 
The rotary valve system 100 can be constructed to accommodate any desired 
firing order in the engine cylinders by altering the arrangement of the 
fuel intake ports 72a'-72d' about the circumference of valve cylinder 70'. 
For example, in a four cylinder valve arrangement wherein four fuel intake 
ports 72a'-72d' are located about outer valve wall 71' at 90 degrees from 
each other about the circumference of the valve cylinder, one fuel intake 
port 72a'-72d' will be aligned with its respective manifold fuel intake 
passage 34a'-34d', respectively, allowing fuel-air mixture to flow into 
the intake chamber 86' at the same time that another intake port 72a'-72d' 
will be aligned with its corresponding combustion cavity 45a'-45d' to 
allow the fuel-air mixture to pass from the intake chamber and into the 
combustion chamber. Thus, the order of firing in the combustion chambers 
is dictated by the specific combination of fuel intake ports 72a'-72d', 
i.e., which intake port is aligned with its associated manifold fuel 
intake passage 34a'-34d' when another intake port is aligned with its 
associated combustion cavitiy 45a'-45d'. Therefore, the firing order for 
four cylinders could be one-two-three-four, one-three-two-four, 
one-four-two-three, one-two-four-three, one-three-four-two, or 
one-four-three-two, although the desired order will be limited by other 
considerations. The firing order illustrated in FIGS. 16A-16D is 
one-three-four-two. 
Two important features of the second embodiment of the present invention, 
as with the first embodiment, result from the intake path of the fuel-air 
mixture. After entering the intake chamber 86' through a first intake port 
72a'-72d', the fuel-air mixture has to travel across at least one exhaust 
pocket 74a'-74d' before it can exit the intake chamber through a second 
intake port 72a'-72d'. By traveling across at least one exhaust pocket 
74a'-74d', and usually a plurality of such pockets, the fuel-air mixture 
absorbs heat convectively that has been conducted through the pocket walls 
from the hot exhaust gases that have passed through the inside of the 
exhaust pocket. The heating of the fuel-air mixture results in more 
complete combustion inside the combustion chamber and thus less wastage of 
fuel. Also, having to travel through a rotating intake chamber 86' and 
over at least one exhaust pocket 74a'-74d', with these pockets being 
staggered circumferentially (at radial intervals determined by the number 
of engine cylinders serviced), the fuel-air mixture has to travel a 
tortuous path when drawn it is from the first intake port 72a'-72d', 
through the intake chamber 86', and out the second intake port 72a'-72d'. 
The impignment of the flow on the exhaust pockets 72a'-72d' and the 
directional changes required to flow over or around the exhaust pockets 
causes the fuel-air mixture to become more completely mixed or 
homogenized. This also results in more efficient combustion of the 
fuel-air mixture and less wastage of fuel. 
It is apparent that there has been provided in accordance with this 
invention a rotary valve apparatus for internal combustion engines. One 
embodiment of the invention comprises a rotary valve body mounted inside a 
valve sleeve, which is in turn mounted in an intake and exhaust manifold. 
The valve body is rotated by conventional means so that one of a plurality 
of fuel intake ports extending through the sidewall of the rotary valve 
body passes across a sleeve fuel intake port to allow flow communication 
between the manifold and the fuel intake chamber within the rotary valve 
body. At the same time, another fuel intake port passes across a sleeve 
outlet port to provide flow communication between the valve intake chamber 
and a combustion chamber of the engine, when the piston below the 
combustion chamber is moving downwards in an intake stroke. The fuel-air 
mixture is then dram by the downward action of the piston from manifold, 
through the fuel intake chamber of the rotary valve body, and into the 
combustion chamber. As the rotary valve continues to rotate, the outer 
wall of the valve body passes across the sleeve fuel outlet port that 
communicates with the combustion chamber, thus sealing the combustion 
chamber during the compression and power strokes. When the piston moves 
upward for the exhaust stroke, further rotation of the valve body causes 
an a valve exhaust inlet to pass across the sleeve exhaust inlet port, 
thus opening communication between combustion chamber and a chamber in an 
exhaust pocket disposed within the rotary valve body. At the same time, an 
outlet port from the exhaust chamber passes across a sleeve exhaust outlet 
port to open flow communication between the exhaust chamber and an exhaust 
passage in the intake and exhaust manifold. Exhaust gases are then 
evacuated from the combustion chamber, through the exhaust chamber and out 
of the exhaust passage of the manifold. The exhaust chambers are enclosed 
in exhaust pockets attached to the rotary valve body, these pockets being 
constructed and attached so that the exhaust gases are maintained separate 
from the fuel-air mixture passing through the intake chamber of the rotary 
valve body. The rotary valve system is designed and constructed to be 
capable of adjusting the axial and angular position of the valve sleeve 
relative to the rotary valve body, thus changing the size of, and/or the 
timing when, the rotary intake ports pass across valve sleeve openings, 
which allows adjustment of the amount of fuel-air mixture entering the 
combustion chambers of the engine and the timing of the intake of such 
mixture. 
Furthermore, there is provided an alternative rotary valve system primarily 
comprising a rotary valve body mounted inside an intake and exhaust 
manifold. This embodiment operates in a manner similar to the first 
embodiment described above except that intake and exhaust gases do not 
flow through sleeve openings and there is no ability to adjust the amount 
of fuel-air mixture or the timing of the intake of such mixture. 
While the invention has been described in combination with embodiments 
thereof, it is evident that many alternatives, modifications, and 
variations will be apparent to those skilled in the art in light of the 
foregoing teachings. Accordingly, the invention is intended to embrace all 
such alternatives, modifications and variations as fall within the spirit 
and scope of the appended claims.