COMBUSTION FLUID FLOW INTAKE AND EXHAUST VALVES

Abstract: Improved intake and exhaust valves for an engine or the like for more efficient fluid flow into a cylinder and the exhausting of spent fluid therefrom. The valves of the present invention have the same general configuration of the valves of a conventional internal combustion engine except that the verticle circumferential portion of the valve head (margin) (20) is differently configured. A curvilinear (Coanda effect) surface (18) is employed on the intake valve between the stem side edge of the margin portion of the valve head and the valve seat and a sharp 90 degree edge is formed at the joinder of the margin (20) and valve face (Feuling effect). The exhaust valve employs the Coanda effect curved surface portion at both the joinder of the back surface of the valve and the valve seat as does the intake valve and further employs this curved surface at the joinder of the valve face and margin of an exhaust valve. In both the intake and exhaust valves the margin (20) of the valve is substantially twice the length of the generally accepted maximum allowable length (Feuling effect). This increased vertical margin surface may be accomplished in several ways, namely, by an increased width valve head thickness with a recessed valve head face (26) or an increased valve head thickness alone without the recess. In the recessed valve head face embodiments the recess can begin at the valve head surface from either a curvilinear or rectilinear edge cut spaced from the margin. The rectilinear edge cut provides for improved heat dissipation.

Description: This invention is directed to valves and more particularly to improving fluid flow into and exhaust flow out of working cylinders. It is known that as the air-fuel mass flowing through the intake port of a modern internal combustion engine encounters the valve head, it is naturally formed into a path around the head. The flow dynamics, created when the rushing gaseous mass encounters the relatively large valve head and is pulled away from the valve stem, well above the valve head, forces the gaseous mass to form a substantially cone-shaped umbrella around the valve head. Adjacent to the valve stem there is no flow whatsoever. The entire flow path is adjacent to the edge of the valve head. As the gaseous mass moves past the rim of the valve, and flows into the cylinder it forms another cone downstream of the valve head. Because of the phenomenon, it has been long known that the length of the gaseous mass cone extending into the cylinder is extremely short and accordingly must not be disturbed in any way. Maximum flow is achieved by undisturbed cone action below the valve head. It is also well known that intake valve design contributes to the flow of the gaseous mass into the cylinders. An "ideal" intake seat and valve face are illustrated on page 61 of the book entitled "Smokey Yunick's Power Secrets" published in 1983 by S-A Design Books, 515 West Lambert, Bldg. E, Brea, CA. 92621-3991, U.S.A. and are here shown in Figure 1. The seats and faces must be concentric with a measured runout less than 0.001 inch. The valve faces should terminate right on the very outer edge of the facing surface. The edges where the lead-in and top cuts meet the face or seat cuts must not be radiused. These edges should be sharply defined, for absolute maximum performance. Referring to the prior art shown in Figure 1, the intake port A, cylinder head intake port B, intake valve C and combustion chamber D are shown. At location E a 60 degree bottom cut is made. At location F a 45 degree seat in the range of 0.030-0.060 inches is formed. At location G a 15 degree top cut is made. A radius is formed at location H which extends from the top to the margin. The intake valve shown in Figure 1 for controlling flow therearound and into the working cylinder has a general structure comprises a stem and a valve head; the valve head having a face, a back surface and a margin surface, the margin surface being substantially parallel to the longitudinal centre line of the stem, the back surface being centrally attached to one end of the stem, the valve head further including a valve seating surface located adjacent to the back surface of the valve head. More particularly, a 35 degree under cut is made on the edge of the underside of the intake valve C at location I. A 45 degree face edge is formed on the planar valve face at location J. The end margin or edge width of the valve at location L should be between 0.030-0.050 inches. The dimension of the valve stem M should be as small as physically allowable for valve stem operating integrity. A valve rim or margin width is taught to be no greater than 0.050 inches. With any increase from this maximum thickness believed to provide no improvement to gas flow while adding undesirable mass to the valve head. It is apparently unknown in the present state of the art that the fact the ideal desired conic gas flow shape beneath the valve head along the cylinder walls extends only a short distance into the cylinder past the valve face and then almost immediately expands toward the centre of the cylinder while gas on the inside of the cone adjacent to the margin clings to the valve edge surface and follows the topcut to the valve face surface creating eddies which produce undesirable turbulence along the valve face. This turbulence causes uneven distribution of gas within the cylinder resulting in inefficient combustion. Ideally, the cone should extend well into the cylinder approaching the bottom thereof. The present intake valve configuration is directed to reducing the eddies and the resulting turbulence normally created along the valve face by extending the cone to a greater depth within the cylinder thereby producing a more efficient and cleaner burning of the combustible gas delivered to the cylinder. In accordance with one aspect of the present invention as claimed, the aforesaid general structure of the ideal intake valve of Figure 1 is characterised in that the length of the margin surface is greater than 1/20th of the diameter of the valve head, a convex curvilinear surface extends between the valve seating surface and the margin surface, and a rectangular substantially 90 degree sharp edge is positioned between the margin surface and the face of the valve head. An "ideal" exhaust valve is also illustrated on page 61 in the aforesaid book entitled "Smokey Yunich's Power Secrets" and is here shown in Figure 2. As can be seen in Figure 2, the exhaust port M is similar to the intake port A except that the bottom cut E is replaced with a curvilinear wall N. The other elements remain substantially the same including the planar valve face. The exhaust valve is similar to the intake valve except that the under cut is eliminated and the margin is increased to a range of from 0.030-0.060 inches. The top cut L is maintained. The aforesaid stated general structure of the ideal intake valve applies equally to the ideal exhaust valve of Figure 2. The gas flow from the cylinder during the exhaust cycle is similar to the intake gas flow except that the spent gas flows in the opposite direction. A similar cone of exhaust gas is formed as the exhaust gas passes around the valve edge and through the exhaust port between the margin and valve seat. Any turbulence to this gas flow decreases the efficiency of exhaust gas removal and results in engine inefficiency. The prior art ideal exhaust valve has drawbacks that have been substantially overcome by this invention. The rectilinear bottom cut causes the exhaust gas flow to break away from the valve face at the topcut and margin joinder which creates eddies and resulting turbulence in the cone of exhaust gas passing between the valve seat and margin. In accordance with another aspect of the present invention as claimed, the aforesaid general structure of the ideal exhaust valve of Figure 2 is characterized in that the length of the margin surface is greater than 1/20th of the diameter of the valve head, a convex curvilinear surface extends between the valve seating surface and the margin surface, and a convex curvilinear interface is positioned between the margin surface and the face of the valve head. The modification of the head configuration of both intake and exhaust valves in accordance with the present invention improves the efficiency of the gas flow into the cylinders and exhaust gas flow from the cylinders by 5% to 15% over the prior art so called "ideal" valve head configuration. This improvement is accomplished on the intake valve by providing the convex, curvilinear undercut surface between the valve bottom surface and the margin surface (Coanda effect) and providing a larger dimensioned valve head margin surface with a sharp 90 degree edge between the margin and face (Feuling effect). This new intake valve configuration causes the cone of combustible gas at the margin of the valve to extend well into the cylinder breaking away from the valve edge at the face and margin interface thereby substantially eliminating or at least minimizing the turbulence along the valve face. This improvement is accomplished on the exhaust valve by providing, in addition to the Coanda effect curvilinear undercut surface between the valve bottom surface and the margin surface coupled with the larger dimensional valve head margin surface, the Coanda effect convex, curvilinear edge between the valve face and margin so that the exhaust gas will follow the valve face around the curvilinear edge through the margin with minimal break away from the valve and out the exhaust port and thereby substantially eliminating any normally expect turbulence in the gas flow through the exhaust valve port. There has not been any use of an extended margin for intake valves of an internal combustion engine used in combination with the Coanda effect between the bottom and margin of the valve or in exhaust valves the combination of the extended margin and Coanda effect between the bottom of the valve and the margin and between the face of the valve and margin until the emergence of this invention. The increased margin dimension is provided generally by increasing the valve head thickness and then removing excess mass from the central portion of the valve face especially in high R.P.M. In low R.P.M. engines it is not necessary that the excess mass be removed due to the slow relative action of the valves. It has also been found that if this excess mass when removed is cut away in the shape of a concave dome valve heat dissipation is improved, i.e. the valves runs cooler for any given fuel than the prior art valves. It has been further found that if this concave dome has leading surfaces from the valve face that are parallel with the margin still greater heat dissipation occurs, i.e. hotter than normal burning fuels can be used in the engine and yet the valves will remain at a safe operating temperature. This is not possible with the present state of the art valves. In order that the present invention may be well understood there will now be described some embodiments thereof, given by way of example, reference being made to the accompanying drawings, in which: Figure 1 is a schematic showing depicting the ideal design of an intake valve seat and valve configuration of the prior art; Figure 2 is a prior art showing depicting the ideal design of an exhaust valve seat and valve configuration of the prior art; Figure 3 is a schematic showing depicting one embodiment of an intake valve of the present invention; Figure 4 is a schematic showing depicting a second embodiment of the intake valve of the present invention; Figure 5 is a schematic showing of a third embodiment of the intake valve of the present invention; and Figure 7 is a schematic showing of a typical exhaust valve configuration according to the present invention. It should be understood that even though, for ease of explanation, the following and above discussions are directed for use of the invention in internal combustion engine environment, the invention can be employed in any environment where fluid flow is controlled by valve means. Referring specifically to Figure 3, an intake valve 10 is shown. The top end of a valve stem 12 blends into the bottom surface 15 of a valve head 14 through a curvilinear surface 16. This surface 16 provides a smooth curvilinear transition between the valve stem 12 and the valve head bottom surface 15. A convex, curvilinear surface 18 extends from a valve seating surface J, which is located adjacent the outer edge of the bottom surface 15, to the valve rim or margin surface 20 which is substantially parallel to the longitudinal centre line of the stem 12. The curved surface 18 causes the gas flow to be attached and guided or directed around the valve head 14 with minimal break away from the valve surface and, therefore, minimal resulting disturbance to that flow; this is referred to as the Coanda effect. The valve margin surface 20 should extend a distance greater than 1/20th of the valve head diameter from the outer end of the curve 18 to its termination at a rectangular substantially 90 degrees sharp edge 19 at the valve face 13. A valve margin surface 20 of 1/15th of the diameter of the valve head 14 appears to be an optimum dimension. This extended margin surface 20 guides or directs the gas flow substantially perpendicular to the margin surface substantially in the form of a cylinder past the valve head 14 and well into the cylinder 24 before dramatically flowing toward the centre of the cylinder where it swirls and distributes the combustible gas throughout the cylinder in a substantially uniform manner. The sharp edge 19 at the valve face 13 causes the flow which clings to the intake valve 10 to make a clean break from the valve and continue downward toward the bottom of the cylinder, not shown. In order to reduce the mass of the valve head 14 while providing the increased margin dimension, the valve head is made thicker with the centre portion of the valve face 13 having a recess 26 which provides a reduced valve head thickness in this region. As shown in the first embodiment of the valve of the present invention, the recess 26 is in the form of a curvilinear concave cutout which extends to the rectilinear valve face 13 and is slightly spaced from the sharp edge 19 along the rectilinear valve face. Referring now specifically to Figure 4, an intake valve 10 is depicted similar to the showing in Figure 3 except that the recess 26 does not extend to the valve face 13 but terminates above the face surface and is extended to the valve face via a wall 30 which is parallel with the margin surface 20. It is believed that the recess configuration as shown in either Figures 3 and 4 provides an increased cooling effect to the valve over the prior art valves of Figures 1 or 2. Referring now specifically to Figure 5, an increased valve head thickness as shown could be employed if the cooling effects of either the Figure 3 recesses were not desired and the engine configuration would allow for the increased mass of the valve head, such as for example a low R.P.M. engine. Referring now specifically to Figure 6, an exhaust valve 33 is shown which is generally similar to the intake valve 10 but which differs from the prior discussed art in that the topcut L as shown in Figure 2 is replaced with a convex, curvilinear interface 32 extending from the valve face to the margin surface 20 which is dimensioned similarly to its counterpart in the intake valve to provide for adherence of the exhaust gas to the valve as the gas makes a transition from the valve face to the exhaust port, thus reducing or eliminating turbulence to the gas flow along the valve face. It should be understood that the description of the recesses on the face of the intake valve 10 and their purpose and function apply equally as well to the exhaust valve 33 even though two of the recesses not shown are relating directly thereto.

Claims: An intake valve for controlling fluid flow therearound and into a working cylinder comprising a stem (12) and a valve head (14); the valve head (14) having a face (13), a back surface (15) and a margin surface (20), the margin surface (20) being substantially parallel to the longitudinal centre line of the stem (12), the back surface (15) being centrally attached to one end of the stem (12), the valve head (14) further including a valve seating surface (J) located adjacent to the back surface (15) of the valve head (14); characterised in that the length of the margin surface (20) is greater than 1/20th of the diameter of the valve head (14), a convex curvilinear surface (18) extends between the valve seating surface (J) and the margin surface (20), and a rectangular substantially 90 degree sharp edge (19) is positioned between the margin surface (20) and the face (13) of the valve head (14). An exhaust valve for controlling fluid therearound and from a working cylinder comprising a stem (12) and a valve head (14); the valve head (14) having a face (13), a back surface (15) and a margin surface (20), the margin surface (20) being substantially parallel to the longitudinal centre line of the stem (12), the back surface (15) being centrally attached to one end of the stem (12), the valve head (14) further including a valve seating surface (J) located adjacent to the back surface (15) of the valve head (14); characterised in that the length of the margin surface (20) is greater than 1/20th of the diameter of the valve head (14), a convex curvilinear surface (18) extends between the valve seating surface (J) and the margin surface (20), and a convex curvilinear interface (32) is positioned between the margin surface (20) and the face (13) of the valve head (14). A valve as claimed in claim 1 or claim 2, wherein the optimum length of the margin surface (20) is 1/15th the diameter of the valve head (14). A valve as claimed in any of the preceding claims, further comprising a recess (26) in the central portion of the face (13) of the valve head (14). A valve as claimed in claim 4, wherein the recess (26) is concave and extends to the face (13) of the valve head (14). A valve as claimed in claim 4, wherein the recess (26) is curvilinear and includes a wall (30) extending from the face (13) of the valve head (14) to the curvilinear recess (26), the wall (30) being substantially parallel to the margin surface (20).

Inventors: FEULING, JAMES J.
Applicants: FEULING, JAMES J.
Application year: 1988
Main classification: F01L3
IPC codes: F01L3