Patent Publication Number: US-11035331-B2

Title: Internal combustion engine with tubular fuel injection

Description:
This application is a continuation in parts of U.S. application Ser. No. 15/884,610, filed Jan. 31, 2018, the entire content of which is incorporated by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     Field of the Invention 
     An internal combustion engine, in particular an arrangement of valves for permitting air to enter a cylinder and exhaust gases to exit the cylinder, or to feed a fuel injector, and can also act as a compression brake. In accordance with the invention, the valves take the form of a hollow tube having at least one hole, the hollow tube being sandwiched by insulators. 
     Description of the Related Art 
       FIG. 1  shows a diagram of an internal combustion engine of the conventional art. This conventional engine includes a crankshaft C, an exhaust camshaft E, an inlet camshaft I, a piston P, a connecting rod R, a spark plug S, inlet and exhaust valves V, and cooling water W. 
     During intake, the intake valves are open as a result of the cam lobe pressing down on the valve stem. The piston moves downward increasing the volume of the combustion chamber and allowing air to enter in the case of a CI (compression ignited or diesel) engine or an air fuel mix in the case of SI (spark ignition) engines that do not use direct injection. The air or air-fuel mixture is called the charge in any case. 
     During exhaust, the exhaust valve remains open, while the piston moves upward expelling the combustion gases. For naturally aspirated engines, a small part of the combustion gases may remain in the cylinder during normal operation because the piston does not close the combustion chamber completely; these gases dissolve in the next charge. At the end of this stroke of the piston, the exhaust valve closes, the intake valve opens, and the sequence repeats in the next cycle. The intake valve may open before the exhaust valve closes to allow better scavenging. 
     In the conventional art, the valves are commonly embodied as mushroom or poppet valves, formed of a stem and a tapered plug on one end of the stem, the stem being fitted to seal a hole in the cylinder in a closed position. A spring normally exerts a force against the stem to hold the plug against a seat of the hole, whereas a mechanical force exerted upon the step against the influence of the spring causes the plug to separate from the seat, causing the valve to open and permit gases to pass by the plug and through the hole. The mechanical force is often provided by a camshaft, rotation of which forces the valve open or permits the valve to close depending on the timing required of the valve. 
     Many disadvantages arise from the conventional poppet valves. These valves of a conventional drive train require springs, rockers and a camshaft for operation. These disparate parts are expensive to manufacture, require lubrication and cooling mechanisms, and frequently require maintenance. Also, the movement of these number of parts draw energy from the engine, which detracts from the useful horsepower output of the engine. 
     In addition, the timing of the opening and closing of poppet valves is normally strictly dictated by the structure of the cam shaft. Although recent innovations in this mechanism have resulted in some limited variations in the timing of such valve openings and closings in operation, such mechanisms remain complex and expensive, at least partly as a consequence of the underlying mechanics of poppet valves. 
     As a result, there is a need for a valve system for an internal combustion engine that alleviates the disadvantages of valve systems of the conventional art. 
     An additional complication of internal combustion engines arises from the utilization of fuel injectors.  FIG. 15  shows a fuel injector of the conventional art. The fuel injectors  1  are fed with fuel from a common rail  2 , which requires a real pressure sensor  3  and a pressure regulator  4 . The pressure in the common rail  2  is high (200 Atm). The fuel injectors  1  are activated by solenoids which must be precisely timed using an electronic controller  5 . 
     The disadvantages of conventional fuel injection systems include that the fuel injection system is expensive, and replacement parts are expensive as well. Since the fuel injection system is complicated, more maintenance will be expected as well. 
     SUMMARY OF THE INVENTION 
     A tubular valve fuel injection system, also called a 
     Tavernier system, includes a smooth bore tube with small injector ports fitted around a circumference of an injector tube, one port per cylinder, and is connected to a timing gear. The injector tube is fitted with an inner insulator tube inside the injector tube. The insulator tube is equipped with injector ports at the bottom of the tube, and each port is configured to line up with the port of the fuel injector tube, one port per cylinder. The fuel injector tube is fitted with an outer insulator tube, similar to the inner insulator tube but just larger to where the fuel injector tube is fitted inside the insulator tube. The fuel injector tube spins inside the outer insulator tube and around the inner insulator. The fuel injection tube is timed by the timing gear. The inner insulator and the outer insulator may not rotate. 
     A valve system for an internal combustion engine includes a hollow tube, at least one hole in the hollow tube, the at least one hole being configured to access an air inlet or an exhaust port of a cylinder of an engine block, a tubular outer insulator outside of the hollow tube, the outer insulator being fixed to a cylinder head of the engine, and the hollow tube being positioned inside the outer insulator to rotate about a center axis running along a lengthwise direction of the hollow tube, and a tubular inner insulator inside of the hollow tube. The outer insulator, the hollow tube, and the inner insulator are concentric with one another about a common center axis. 
     In an embodiment, an additional tube may be provided concentrically between the hollow tube and the outer insulator, with one or more holes along its periphery and located in positions complementary to the at least one hole of the hollow tube. The additional tube is configured to rotate independently of the hollow tube into predetermined positions. In a particularly preferred embodiment, independent rotational motion of the additional tube may close access of the at least one hole of the hollow tube to the exhaust port of the cylinder, and thereby cause the engine to experience compression release engine braking. 
     The hollow tube is smooth bore and rotates between the outer insulator and the inner insulator. Air and exhaust flow through the hollow tube as it rotates, and exhaust exits out the back end of the engine. The invention uses no poppet valves, rockers or camshaft. 
     The outer insulator has a hole or opening corresponding to each cylinder in the engine block, and the inner insulator has a hole corresponding to each cylinder in the engine block. The outer insulator has a hole corresponding to each cylinder in the engine block, and each hole in the outer insulator is associated with a lubrication port. A timing gear can be at one end of the outer tube. A clearance between the hollow tube and each of the outer insulator and the inner insulator is between 0.001 inches and 0.003 inches. 
     A particular embodiment of the present invention pertains to an exhaust valve and a compression release engine brake mechanism (also known as an engine brake or “Jake brake”) for a four stroke internal combustion engine This embodiment includes a hollow tube, at least one hole in the hollow tube, the at least one hole being configured to access an air inlet or an exhaust of a cylinder in an engine block, a tubular outer insulator outside of the hollow tube, the outer insulator being fixed to a cylinder head, a tubular inner insulator inside of the hollow tube, and a tubular brake between the hollow tube and the outer insulator, the tubular brake having several combinations of louvers configured for compression release engine braking a corresponding combination of engine cylinders. A timing gear can be connected to the hollow tube. A brake clutch is configured to rotate the tubular brake, and a solenoid is provided for activating the brake clutch. The compression release engine brake can include an engine brake pressure plate. Position cleats may be connected to the tubular brake. 
     The invention, in part, pertains to a fuel injector assembly that includes a fixed tubular outer insulator, the fixed tubular outer insulator having a first plurality of fixed holes, and a fixed tubular inner insulator, the fixed tubular inner insulator having a second plurality of fixed holes. A rotatable tubular valve is between the fixed outer insulator and the fixed inner insulator, the rotatable tubular valve having a plurality of holes in a staggered configuration. A fuel injector is connected to each of the first plurality of fixed holes of the fixed tubular outer insulator. When the rotatable tubular valve rotates, fuel is given to only one of said fuel injectors at a time. 
     The invention, in part, pertains to the fuel injector assembly being part of an internal combustion engine, also called a Tavernier engine, that has a tubular air inlet assembly and a tubular exhaust assembly. Each tubular valve assembly has a hollow tube, at least one hole in the first tube, the at least one hole being configured to access an air inlet or outlet of a cylinder in an engine block. A tubular outer insulator is outside of the hollow tube, first outer insulator being fixed to a cylinder head, and a first tubular inner insulator is inside of the hollow tube. 
     The invention, in part, pertains to a fuel injector assembly that includes an inner tubular injection tube, an entry port in the inner tubular injection tube, and an outer tubular injection tube fixed to the inner tubular injection tube, the inner tubular injection tube and the outer tubular injection tube be fixed to a cylinder head. An exit port is in the outer tubular injection tube. At least one outlet port is in the outer tubular injection tube, each outlet port corresponding to a cylinder of an internal combustion engine. A rotatable tubular air intake valve surrounds the fixed outer and inner tubular injection tubes. A least one injection port is in the rotatable tubular air intake valve, each injection port corresponding to the corresponding cylinder of the internal combustion engine. The ports can be holes or louvers. 
     In the invention, the inner tubular injection tube and the outer tubular injection tube can be fixed to each other with threads. A timing gear may be fixed to one end of rotatable tubular air intake valve. The exit hole is configured so that fuel is recirculated back to a fuel tank. The fuel can be pressurized between the inner tubular injection tube and the outer tubular injection tube. 
     It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING FIGURES 
       The accompanying drawings are included to provide a further understanding of the invention. The drawings illustrate embodiments of the invention and together with the description serve to explain the principles of the embodiments of the invention. 
         FIG. 1  shows an internal combustion engine of the conventional art. 
         FIG. 2  shows an engine with a valve assembly according to an embodiment of the present invention. 
         FIG. 3  shows details of the rotary valve of an embodiment of the present invention. 
         FIG. 4  shows an engine combustion cycle of an embodiment of the present invention. 
         FIG. 5  shows a small engine application of an embodiment of the present invention. 
         FIG. 6  shows a front and side view of a six cylinder engine according to an embodiment of the present invention. 
         FIG. 7  shows a valve assembly that includes a compression release engine brake according to an embodiment of the present invention. 
         FIG. 8  shows a valve and a compression release brake system for a six cylinder diesel engine according to an embodiment of the present invention. 
         FIG. 9  shows details of a compression release engine brake according to an embodiment of the present invention. 
         FIG. 10  shows operating positions of a compression release engine brake according to an embodiment of the present invention. 
         FIG. 11  shows engine oil recirculation. 
         FIG. 12  shows lubrication with oil supply ports. 
         FIG. 13  shows engine lubrication at the top of the engine. 
         FIG. 14  shows the engine lubrication process for the engine brake. 
         FIG. 15  shows a fuel injector system of the related art. 
         FIG. 16  shows a cross sectional view of a fuel injector valve of the invention. 
         FIG. 17  shows views of the fuel injector system of the invention and its mounting in an internal combustion engine. 
         FIG. 18  shows views of the fuel injector valve of the invention mounted alongside inlet and exhaust valves of the invention. 
         FIG. 19  shows cross-sectional views of the fuel injector valve of the invention mounted alongside inlet and exhaust valves of the invention, and gas flow in the cylinder. 
         FIG. 20  shows timed fuel injection according to an embodiment of the invention. 
         FIG. 21  shows central fuel injection according to an embodiment of the invention. 
         FIG. 22  shows another view of central fuel injection according to an embodiment of the invention. 
         FIG. 23  shows a view of central fuel injection including a louver port according to an embodiment of the invention. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Advantages of the present invention will become more apparent from the detailed description given hereinafter. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the invention, are given by way of illustration only, since various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description. 
     The engine of the present invention includes a cylinder or engine head with specially designed air intake and exhaust valves formed from a series of hollow tubes, configured to rotate along their respective lengthwise axes, thereby forming smooth bore roller valves. The roller valves are equipped with portholes, two such portholes for each cylinder per roller, depending upon the engine size. 
     As the engine piston retreats from the engine head during the intake stroke, the rollers valves spin, exposing the air intake port so the piston can draw air into the cylinder. As the piston returns toward the engine head during the compression stroke, the roller valves rotate to a position that closes the air intake port, trapping the air in the cylinder so that the piston can compress the air in the combustion chamber. Fuel injected into the cylinder mixes with the air and ignites, and the expanding gases resulting from ignition force the piston downward in the power stroke. As the piston travels from top dead center to bottom dead center in this stroke, the exhaust roller valve spins to expose its exhaust port so the piston can force out the exhaust gases in the subsequent exhaust stroke. 
     The fundamental source of the engine design of the invention is in the heads. The roller valves are fabricated from the cylinder ports, smooth bore for sustaining compression. The roller valves are fitted with concentric insulator tubes, one on the inside and one on the outside of the each roller valve. The roller valve bore is snugged in between the tube to maintain compression while the roller valve spins inside the insulator tubes. 
     Regarding lubrication, as the roller valve spins inside the insulator tubes, the roller valves convey lubricating fluids such as engine oil through oil jacket ports running alongside the outer insulator tube. The oil goes through the outer tube and reaches contact with the roller valve, which conveys the oil to lubricate the inner or the outer tube and the outer of the inner insulator tube. 
     There are many advantages to the invention. Since the engine valves are formed from rollers, this engine uses no camshaft and no push rods. Power for rotating the rollers is provided by a mechanical link to the crankshaft, whereas the timing for opening and closing the ports provided by the roller valves takes place according to gear sprockets, belts, and/or chains that mechanically connect the roller valve with the crankshaft. The result is superior performance with less weight and complexity. 
     For example, as a consequence of the use of smooth roller valves as set forth herein, less torque is required from the crankshaft to operate the valves that regulate intake and exhaust, resulting in more useful output power from the engine, more fuel efficiency, less vibration and lower maintenance over conventional engines. 
     As is shown in  FIGS. 2 and 3 , a roller valve  10  is a hollow cylinder with a plurality of ports or holes  20  along its circumferential surface, normally one such hole per cylinder of the internal combustion engine. A timing gear  30  is attached to one end of the roller valve for driving the roller valve  10  in rotation. Surrounding the roller valve  10  is an outer insulator  40  (also called a lubrication jacket), which is a hollow tube with a diameter greater than the roller valve  10 , and has openings  50  that correspond to each cylinder of the internal combustion engine. At least one lubrication port  60  is associated with each opening  50  of the outer insulator  40 . The outer insulator  40  is fixed in the cylinder head  70 . 
     Inside the roller valve  10  is an inner insulator  80 . The inner insulator  80  is a hollow tube with an outer diameter which is smaller than the inner diameter of the roller valve  10 . The inner insulator has holes  90  which correspond to the holes in the roller valve. 
     The roller valve  10 , the outer insulator  40  and the inner insulator  80  form a valve assembly  110 . Two valve assemblies  110  can be mounted to the cylinder head  70 . In a particular, but non-limiting embodiment, one roller valve assembly is used for air intake and the other valve assembly is used for exhaust. 
     In the non-limiting embodiment shown, fuel is injected into the cylinders of the engine using a fuel injector assembly  120 . Each cylinder of the internal combustion engine can have a separate fuel injector  130 . 
     The cylinder head  70  is fitted onto the engine block  140 . The cylinder head and the engine block are provided with channels for cooling. 
     The four stroke combustion cycle is shown in  FIG. 4 . During the air intake stroke, the air intake valve  150  is open by having egress to the corresponding hole in the roller valve  10 . It should be noted that the outer insulator  40  has the most contact with the cylinder  160  and to the oiling jacket  170 . Lubrication is provided by positive pressure from the outer insulator  40  to the roller valve  10  and to the inner insulator  80 . 
     As the roller valve continues to rotate, the valves remain shut during both the compression stroke and the power stroke, although the holes in the two roller valves are offset. The exhaust valve  155  is open during the exhaust stroke. 
       FIG. 5  shows a non-limiting small-engine application of the invention. The hollow tube roller valve  200  is surrounded by an outer insulator  210 , also called a lubricator. The roller valve  200  encases an inner insulator  220 . The roller valve  200 , the outer insulator  210 , and the inner insulator  220  form a valve assembly  225 . The engine head  230  includes a fuel injection port  240  and a spark plug port  250 . An insulator end cap  260  insulates the bulkhead  265 . The bulkhead  265  separates the exhaust, and air drawn into the engine is separated by the bulkhead  265  to the exhaust outlet. 
     The clearances between the roller valve  10 ,  200  the outer insulator  40 ,  210  and the inner insulator  80 ,  220  should be sufficient for adequate lubrication without resulting in excessive oil flow. The clearances approximate those for bearings, and ranges between 0.001 inches and 0.003 inches (clearances less than 0.001 inches provide insufficient oil flow, while the oil flow is two high with clearances over 0.003 inches). Preferred clearances are 0.0017 inches, 0.0018 inches and 0.002 inches. 
     Performance can be improved by placing bearings between the roller valve  10 ,  200  and the outer insulator  80 ,  210  and/or between the roller valve  10 ,  200  and the inner insulator  80 ,  220 . 
       FIG. 6  shows an embodiment of the present invention for a six cylinder engine  300 . The roller valve  10 , the outer insulator  40  and the inner insulator  80  form a valve assembly  110 . Two valve assemblies  110  can be mounted to the cylinder head  70 . In this embodiment, one valve assembly  110   a  is used for air intake and the other valve assembly  110   b  is used for exhaust. 
     The six cylinder engine  300  has cylinders  310  with pistons  315  arranged as shown in  FIG. 6 . At a first position  320  valve assembly  110   a  inlets air. At a second position  330 , compression occurs with both valve assemblies  110   a  and  110   b  being closed. At a third position  340 , combustion occurs with both valve assemblies  110   a  and  110   b  being closed. At a fourth position  350 , the cylinder is exhausted through exhaust valve  110   b.  At a fifth position  360 , air is inlet again for a further compression at position  370 . 
     Material selection is an aspect which should be considered. For example, at an average rotational speed of 3,600 revolutions per minute, the valves of a gasoline engine open and close 30 times a second. Intake valves run cooler and are washed with fuel vapors which tend to rinse away lubrication. So for intake valves, wear resistance may be more important than high temperature strength or corrosion resistance if the engine is intended to be utilized with any kind of endurance. 
     Exhaust valves, on the other hand, run much hotter than intake valves and must withstand the corrosive effects of hot exhaust gases and the weakening effects of high temperatures. 
     Consequently, a premium valve material is an absolute requirement on the exhaust side. As combustion temperatures go up, valve alloys that perform adequately in an engine may not have the strength, wear or corrosion resistance to hold up. 
     Steel alloys with a martensitic grain structure typically have a high hardness at room temperature (35 to 55 Rockwell C) after tempering, which improves strength and wear resistance. These characteristics make this type of steel a good choice for applications such as engine valves. 
     But as the temperature goes up, martensitic steel loses hardness and strength. Above 1,000 degrees F. or so, low carbon alloy martensitic steel loses too much hardness and strength to hold up very well. For this reason, low carbon alloy martensitic steel is only used for intake valves, not exhaust valves. Intake valves are cooled by the incoming air/fuel mixture and typically run around 800 degrees to 1,000 degrees F., while exhaust valves are constantly blasted by hot exhaust gases and usually operate at 1,200 degrees to 1450 degrees F. or higher. 
     To increase high temperature strength and corrosion resistance, various elements may be added to the steel. On some passenger car and light truck engines, the original equipment intake valves are 1541 carbon steel with manganese added to improve corrosion resistance. For higher heat applications, a 8440 alloy may be used that contains chromium to add high temperature strength. 
     For many engines (and performance engines), the intake valves are made of an alloy called “Silchrome 1” (Sil 1) that contains 8.5 percent chromium. 
     Exhaust valves may be made from a martensitic steel with chrome and silicon alloys, or a two-piece valve with a stainless steel head and martensitic steel stem. On applications that have higher heat requirements, a stainless martensitic alloy may be used. Stainless steel alloys, as a rule, contain 10 percent or more chromium. 
     The most popular materials for exhaust valves, however, are austenitic stainless steel alloys such as 21-2N and 21-4N. 
     Austenite forms when steel is heated above a certain temperature which varies depending on the alloy. For many steels, the austenitizing temperature ranges from 1,600 degrees to 1675 degrees F., which is about the temperature where hot steel goes from red to nearly white). The carbon in the steel essentially dissolves and coexists with the iron in a special state where the crystals have a face-centered cubic structure. 
     By adding other trace metals to the alloy such as nitrogen, nickel and manganese, the austenite can be maintained as the metal cools to create a steel that has high strength properties at elevated temperatures. Nitrogen also combines with carbon to form carbo nitrides that add strength and hardness. Chromium is added to increase corrosion resistance. The end product is an alloy that may not be as hard at room temperature as a martensitic steel, but is much stronger at the high temperatures at which exhaust valves commonly operate. 
     21-2N alloy has been around since the 1950s and is an austenitic stainless steel with 21 percent chromium and 2 percent nickel. It holds up well in stock exhaust valve applications and costs less than 21-4N because it contains less nickel. 21-4N is also an austenitic stainless steel with the same chromium content but contains almost twice as much nickel (3.75 percent), making it a more expensive alloy. 21-4N is usually considered to be the premium material for performance exhaust valves. 21-4N steel also meets the “EV8” Society of Automotive Engineers (SAE) specification for exhaust valves. 
     SAE classifies valve alloys with a code system: “NV” is the prefix code for a low-alloy intake valve, “HNV” is a high alloy intake valve material, “EV” is an austenitic exhaust valve alloy, and “HEV” is a high-strength exhaust valve alloy. 
     Titanium can also as an insert around the holes in the roller valves of the present invention. Titanium valves are often coated with molybdenum, chromium or another friction-reducing surface treatment. However, a wide range of materials can be used for coating the roller valve or the brake. These include (sorted by coefficient of thermal expansion×10 −6  in/(in*° F.): tungsten (2.5), molybdenum (2.7), chromium (2.7), zirconium (3.2), rhenium (3.4), tantalum (3.6), iridium (3.6), ruthenium (3.6), rhodium (4.6) vanadium (4.7) and titanium (4.8). 
     As discussed above, one particular embodiment of the present invention provides a compression release engine brake (also known as a “Jake Brake”) typically for use in a diesel engine. The principle of a compression release engine brake is to regulate the exhaust valves so that gases under pressure within the cylinder are caused to be evacuated when the operator intends to slow the vehicle. Compression release braking is typically associated with diesel engines because, unlike throttle-based gasoline engines, diesel engines typically do not throttle intake air when the operator slows down the engine, resulting in an excess of gas pressure in the cylinders. Even though the operator has reduced or eliminated flow of fuel into the engine, the un-throttled air drawn into the engine causes a spring effect upon the pistons in the power stroke, so that the engine slows more gradually and does not contribute as much to slowing the vehicle. 
     The conventional compression release engine brake uses an add-on hydraulic system, actuated with engine oil. When activated, the motion of the fuel injector rocker arm is transferred to the engine exhaust valve(s). This occurs very near the top dead center position of the piston and releases the compressed air in the cylinder so that that the compressed air is not available to push against the piston head during the power stroke and thereby energy is not returned to the crankshaft. Energy from the gases in the cylinder is instead released to the surroundings, and the engine becomes an excellent “brake” working against the momentum of the transmission. When used properly, this energy can be used by a truck driver to maintain speed or even slow the vehicle with little or no use of the friction brakes against the wheels. The power of this type can be around the same as the engine power. 
     The use of conventional compression release engine brakes, however, often cause a vehicle to make a loud chattering or “machine gun like” exhaust noise, especially vehicles having high flow mufflers, or no mufflers at all, causing many communities in the United States, Canada and Australia to prohibit compression braking within municipal limits. Drivers are notified by roadside signs with legends such as “Brake Retarders Prohibited,” “Engine Braking Restricted,” “Jake Brakes Prohibited,” “No Jake Brakes,” “Compression Braking Prohibited,” “Limit Compression Braking,” “Avoid Using Engine Brakes,” or “Unmuffled Compression Braking Prohibited,” and enforcement is typically through traffic fines. Such prohibitions have led to the development of new types of mufflers and turbochargers to better silence compression braking noise. 
     These disadvantages are minimized by utilizing roller valves according to the present invention, because the elimination of tappet valves reduces the chatter and clatter associated with conventional compression release brakes. 
       FIG. 7  shows a valve assembly  500  that includes a compression release engine brake in accordance with a particular embodiment of the invention. Similar to the previously describe roller valve, the valve assembly includes a roller valve  510 , a hollow cylinder which is a plurality of holes  520 , generally one per cylinder of the internal combustion engine. A timing gear  530  is attached to one end of the roller valve for driving the roller valve in rotation. Surrounding the roller valve  510  is an outer insulator  540 , which is a hollow tube with a diameter greater than the roller valve  510 , and has openings  550  that correspond to each cylinder of the internal combustion engine. At least one lubrication port  560  is associated with each opening  550  of the outer insulator  540 . The outer insulator  540  is fixed in the cylinder head  570 . 
     Inside the roller valve  510  is an inner insulator  580 . The inner insulator  580  is a hollow tube with an outer diameter which is smaller than the inner diameter of the roller valve  510 . The inner insulator has holes or ports  590  which correspond to the holes in the roller valve. The inside insulator does not have lubricating ports, just exhaust and engine brake ports. 
     The compression release brake incudes a hollow brake tube  610  that is located between the roller valve  510  and the outer insulator  540 . The hollow engine brake tube  610  has ports  620 . 
     To activate engine braking, the brake tube is caused to pivot about its central axis to an open port, and through the spinning louvers set in the exhaust valve tube and out the back of the exhaust valve. 
     The engine brake tube  610  can activate in three stages. For each stage there is a ¼ pivot from the off position, ¼ more post are set in position to activate more cylinders to engine brake. 
     Hybrid engine braking is activated in one and two stages. The remaining cylinders that are not activated sustain trapped air as a result of the engine brake tube pivot to one or two stages. The engine brake tube cuts off exhaust flow out of the residual cylinders, trapping the air. As a result, the air is compressed, applying a resistance to the crank shaft, assisting engine braking with the exhaust engine braking. The hybrid braking thus utilizes exhaust and air compression. 
     Activation of the engine brake requires electromagnetic contact solenoids fastened to the timing gear, and a pressure plate fastened to the engine brake tube end. The solenoid clutch times to the engine brake tube, the tube pivots to the desired position by the drives. The brake tube is stopped by a position cleat solenoid, one for each stage, and simultaneously cuts off the engine brake clutch solenoid. 
       FIG. 8  shows a valve and brake system for a six cylinder diesel engine. As can be seen, the hollow tubular brake can have two openings  710  in line for two cylinder braking, four openings  720  in line for four cylinder breaking, or six cylinders  730  in line for six cylinder braking. The openings can be staggered, for example, for braking at cylinders  2  and  6 , as shown. However, all iterations can be used, for example, holes for cylinders  1 / 2 ,  1 / 3 ,  1 / 4   1 / 5 /,  1 / 6 ,  1 // 2 / 6 .  1 / 3 / 6 ,  1 / 4 / 6 ,  1 / 5 / 6 ,  1 / 2 / 5 ,  1 / 3 / 5 ,  1 / 4 / 5 , etc. 
     As shown in  FIG. 9 , the brake system includes a timing gear  530 , an engine brake clutch solenoid  532 , an engine brake pressure plate  533  and engine brake  534  position cleats  536 . The brake clutch solenoid can be activated by a switch on the dash of the motor vehicle (not shown). Various levels of braking can be selected. A “Low” setting provides approximately one-third of the total braking horsepower. When the “Medium” setting is selected, approximately two-thirds braking horsepower will be applied. The “High” setting provides a configuration that applies full braking horsepower. Other configurations besides the dash switch may be offered to give control of the on/off function of the engine brake. Options may include a foot-operated pedal, a steering wheel mount, or a shift lever switch. 
     The position cleats  536  correspond to each of the braking configurations. For example, if there are 6 configurations, one corresponding to a single or multiple louvers being open to a corresponding cylinder or grouping of cylinders, there can be six position cleats. However, there is no restriction to the number of position cleats, which can be any number of from one to six or greater. The inner insulator  580  terminates in a bridge  537  housing a primary exhaust  538  and an engine brake louvre  539 . 
     As shown in  FIG. 7 , the hollow brake tube  610  is located between the roller valve  610  and the outer insulator  540  with an intervening brake exhaust cover  640 . During operation, the exhaust brake is open to the cylinder. When not in operation, the exhaust is closed. The position clutch cleats located on the brake enable the solenoid to rotate the brake between several positions. The first position is the off position. The solenoid  532  is used to rotate the brake to the various braking positions (for different combinations of cylinders) shown in  FIG. 8 . Please note that the engine brake exhaust louvers  650  are set tandem to the main exhaust, as is shown in  FIG. 10 . 
     The engine oil recirculation is shown in  FIG. 11 . The oil recirculation system includes an oil pump  1001  to help achieve complete oil recirculation  1002  via oil supply valves  1003  protected by a valve cover  1004 . An oil pressure regulator  1005  has access to the crank shaft  1006 . A oil drain valve  1007  is housed in an oil pan  1008 . The engine head  1009  is fitted with an engine blow-by tube  1010 . 
     As is shown in  FIG. 12 , the lubrication system includes a central oil supply port  1011  and an oil supply return port  1012  of an oil supply tube  1013 , which are connected to an oil intake tubular valve  1014  and an exhaust tubular valve  1015 . Oil drain ports  1016  enable lubricant channeling back to the crankcase  1017 . The system includes fuel injector  1018 . As is shown in  FIG. 12 , the oil feed is through the top of the valve tubes and drains out the bottom. 
       FIG. 13  shows the lubrication at the top of the engine. The lubrication scheme includes an air intake tubular valve  1021 , and exhaust tubular valve  1022 , oil supply ports  1023 , fuel injector ports  1024 , an oil supply tube  1025 , a bridge connector  1026 , an oil supply entry  1027 , an oil return port  1028  to achieve an oil supply circuit  1029  in the tube. 
       FIG. 14  shows the engine lubrication process for the engine brake  1032 , which includes an outer insulator  1031 , engine valve  1033 , inner insulator  1034 , oil supply port  1035 , oil jacket ports  1036 , an oil drain port  1037 , an engine brake pressure plate  1038  and a timing gear  1039 . 
     The present invention yields numerous advantages. The tubular valve and brake system requires fewer parts than a conventional poppet valve system. There are thus fewer costs for assembly and maintenance. Also the engine brake is a simple insert to the tube brake, and the elaborate machinery required by a conventional “Jake Brake” is not necessary. It is also expected that there will be substantial reductions of noise as compared to the conventional engine braking systems. The brake of the invention may not need a positioning or locking clutch. The spinning motion may be sufficient to supply the necessary braking power. However, a positioning clutch may still be used to enhance performance. 
       FIG. 16  shows a cross sectional view of a tubular fuel injector valve of the present invention.  FIG. 17  shows views of the fuel injector assembly and its mounting in an engine along with inlet and exhaust tubular valves. The valve includes a fixed outer insulator  1040 , a fixed inner insulator  1042  and a rotatable tubular valve  1044 . The fixed outer insulator  1040 , the fixed inner insulator  1042  and the tubular valve  1044  are each fitted with ports  1046 ,  1048 . The ports  1050  in the tubular valve  1044  are staggered. As the tubular valve rotates the three ports will align to pass pressurized fuel to the fuel injector. When the ports are not aligned, no fuel will pass the manifold  1056  to the fuel injector  1054 . The tubular valve  1044  is fitted with a timing gear  1052  that rotates the tubular valve  1044 . Since inner insulator  1042  and the outer insulator  1040  are fixed and do not rotate, they can be fixed in place by threads  1041 ,  1043 , for example. 
     The tubular fuel injection assembly  1062  is mounted in the head  1058  over the engine block,  1060 . Optionally, the fuel injection assembly  1062  can be mounted between a tubular air inlet valve  1064  and a tubular exhaust valve  1063 . As is shown in  FIG. 18 , the tubular assemblies  1062 ,  1063 ,  1064  are fitted into the engine block  1066  and sealed by the head. 
       FIG. 19  shows a cross sectional views of the timed tubular valve and fuel injector assemblies as relates to the gas flow inside the cylinder.  FIG. 20  shows two options for fuel intake into the fuel injector assembly. One option utilizes louvers  1070  for fuel intake and returning excess fuel. Another option utilizes inlet and outlet ports  1072 ,  1074 . 
     In a fuel injector embodiment, the fuel is pumped in at one end of the outer insulator tube  1040 . The fuel enters intake louver  1070  which lie at a circumference of one end of the fuel injector tube. As the fuel injector tube spins, the injector ports line up to emit fuel to each cylinder from injection nozzles. The fuel injection is time so that as the fuel is pressure timed to supply the fuel injection system. The excess fuel exits about a secondary circumference louver  1071  around the fuel injector tube. Fuel is then recirculated to the fuel tank. This is a non-modulated engine option. 
     For timed tubular valve fuel injection, the embodiment includes as smooth bore tube  1078  with small injector ports around the circumference of the injector tube, one port per cylinder, connected to a timing gear. The injection tube is fitted with an inner insulator tube  1076  inside the injector tube. The outer tube  1078  is equipped with injector ports at the bottom of the tube, and each port is to line up with the corresponding port of the fuel injector tube, one port per cylinder. 
     Referring to  FIG. 16 , the fuel injector tube is fitted with an outer insulator tube, similar to the inner insulator tube  1042 , just larger compared to the fuel injection tube that is fitted inside the outer insulator tube  1040 . The fuel injection tube spins inside the outer insulator tube  1040  and around the inner insulator tube  1042 . The fuel injection tube is turned by the timing gear  1052 . 
     In central tubular valve fuel injection, the process is a simple basic system as compared to timed fuel injection. This system requires no timed fuel injection, i.e., fuel injection timed by an electronic control unit. As is shown in  FIG. 21 , the system of this embodiment is formed from a system of tubes  1080 ,  1086 , one installed inside the other. The inside tube  1080  receives fuel supply from entry port  1082  and transfers the fuel to the outer tube  1086 . The entry port  1082  is outside of the outer tube  1086 . The outer tube  1086  is equipped with fuel injection ports  1092 , one nozzle per cylinder, which lead to the corresponding fuel injection nozzle  1054 . Excess fuel supply exits through exit port  1088 . The outer tube  1086  and the inner tube  1080  are fixed to each other using threads  1084 ,  1090  or any other suitable attachment means. As can be seen in  FIG. 22 , the fixed tubular fuel injection tubes  1080 ,  1086  are installed through the tubular air intake valve  1094  which runs the length of the intake valve tube, to supply each cylinder are fixed, they are sealed to the rotating tubular air intake valve using a bushing  1098 . The tubular air intake valve  1094  tubular air intake valve  1094  is rotating using a timing gear  1096 . Staggered fuel injection ports  1098  lead to fuel injectors, one to each cylinder. 
     In the process of fuel-air supply, as the fuel injector tube is installed in the tubular air intake system, the fuel is pressurized through the injector tube  1044  priming each injector  1054  with fuel. The fuel then blends with the air supply, causing the mixture of fuel and air. As the tubular intake valve  1044  spins to open a port to the cylinder, the fuel/air mixture is drawn through the port and into the cylinder. As the fuel is pressurized in the injector tube  1044 , just as the inner supply tube  1042  has a fuel supply port. The outer injection tube is equipped with a fuel return port  1070 ,  1074  to recirculate fuel back to the fuel tank. 
     Similar to the roller valve embodiment, the clearances between the roller fuel injector valve  1044  the outer insulator  1040  and the inner insulator  1042  should be sufficient for adequate lubrication without resulting in excessive oil flow. The clearances approximate those for bearings, and ranges between 0.001 inches and 0.003 inches (clearances less than 0.001 inches provide insufficient oil flow, while the oil flow is two high with clearances over 0.003 inches). Preferred clearances are 0.0017 inches, 0.0018 inches and 0.002 inches. 
     Performance can be improved by placing bearings between the roller fuel injector valve  1044  and the outer insulator  1040  and/or between the roller fuel injector valve  1044  and the inner insulator  1042 . 
       FIG. 23  illustrates an embodiment where the outer tube  1086  and the inner tube  1080  is fitted with an exit louver  1100 , which serves as an exit port, which has a more efficient distribution of the exiting fuel compared to the circular exit port  1088 . 
     The fuel injection system of the invention offers may advantages. The inventive fuel injection system is less expensive than the conventional art, and replacement parts are less expensive as well. Since the inventive fuel injection system is less complicated, less maintenance will be expected as well. In the fuel injection system of the present invention, no high pressure rail is needed. However, the fuel injection system of the invention is versatile, and can be retrofitted to use conventional fuel injectors. 
     It is to be understood that the foregoing descriptions and specific embodiments shown herein are merely illustrative of the best mode of the invention and the principles thereof, and that modifications and additions may be easily made by those skilled in the art without departing for the spirit and scope of the invention, which is therefore understood to be limited only by the scope of the appended claims. 
     INDEX OF REFERENCE NUMERALS 
       1 —fuel injectors 
       2 —common rail 
       3 —pressure sensor 
       4 —pressure regulator 
       5 —electronic controller 
       10 —roller valve 
       20 —ports or holes 
       30 —timing gear 
       40 —outer insulator 
       50 —openings corresponding to each cylinder 
       60 —lubrication port 
       70 —cylinder head 
       80 —inner insulator 
       90 —ports or holes of the inner insulator 
       110 —valve assembly 
       110   a —air intake valve assembly 
       110   b —exhaust valve assembly 
       120 —fuel injector assembly 
       130 —fuel injector 
       140 —engine block 
       150 —air intake valve 
       160 —cylinder 
       170 —oiling jacket 
       200 —hollow tube roller valve 
       210 —outer insulator 
       220 —inner insulator 
       225 —valve assembly 
       230 —engine head 
       240 —fuel injection port 
       150 —spark plug port 
       260 —insulator end cap 
       265 —bulkhead 
       300 —six cylinder engine 
       310 —six cylinders 
       320 —first position (inlet) 
       330 —second position (compression) 
       340 —third position (combustion) 
       350 —forth position (exhaust) 
       360 —fifth position (air inlet) 
       370 —sixth position (further compression) 
       500 —compression brake valve assembly 
       510 —roller valve 
       520 —holes or ports 
       530 —timing gear 
       532 —clutch solenoid 
       533 —engine brake pressure plate 
       534 —engine brake 
       536 —position cleats 
       537 —bridge 
       538 —primary exhaust 
       539 —engine brake louvre 
       540 —outer insulator 
       550 —openings 
       560 —lubrication port 
       570 —cylinder head 
       580 —inner insulator 
       590 —holes or ports 
       610 —hollow brake tube 
       620 —holes or ports of the hollow brake tube 
       640 —exhaust cover 
       650 —exhaust louvres 
       710 —two openings 
       720 —four openings 
       730 —six cylinders 
       1001 —oil pump 
       1002 —oil recirculation 
       1003 —oil supply valves 
       1004 —valve cover 
       1005 —oil pressure regulator 
       1006 —crank shaft 
       1007 —oil drain valve 
       1008 —oil pan 
       1009 —engine head 
       1010 —engine blow-by tube 
       1011 —central oil supply port 
       1012 —oil return supply port 
       1013 —oil supply tube 
       1014 —oil intake tubular valve 
       1015 —exhaust tubular valve 
       1016 —oil drain ports 
       1018 —fuel injector 
       1021 —air intake tubular valve 
       1022 —exhaust tubular valve 
       1023 —oil supply ports 
       1024 —fuel injector supply ports 
       1025 —oil supply tube 
       1026 —bridge connector 
       1027 —oil supply entry 
       1028 —oil return port 
       1029 —oil supply circuit 
       1031 —outer insulator 
       1032 —engine brake 
       1033 —engine valve 
       1034 —inner insulator 
       1035 —oil supply port 
       1036 —oil jacket ports 
       1037 —oil drain port 
       1038 —engine back pressure plate 
       1039 —timing gear 
       1040 —outer insulator 
       1041 —threads 
       1042 —inner insulator 
       1043 —threads 
       1044 —tubular valve 
       1046 —port 
       1048 —port 
       1050 —tubular valve ports 
       1052 —timing gear 
       1060 —engine block 
       1062 —fuel injection assembly 
       1063 —tubular exhaust valve 
       1064 —tubular air inlet valve 
       1066 —engine block 
       1070 —louvers 
       1072 —inlet port 
       1074 —outlet port 
       1076 —inner insulator tube 
       1078 —smooth bore tube 
       1080 —inside tube 
       1082 —entry port 
       1084 —threads 
       1086 —outer tube 
       1088 —exit port 
       1090 —thread 
       1092 —fuel injection ports 
       1094 —air intake valve 
       1096 —timing gear 
       1100 —exit louver 
     C—crankshaft 
     E—exhaust camshaft 
     I—inlet camshaft 
     P—piston 
     R—connecting rod 
     S—spark plug 
     V—inlet and exhaust valves 
     W—cooling water