DRUM ROTOR VALVED AXIAL PISTON ENGINE

MOTEUR A PISTON AXIAL A ORIFICES D'ADMISSION ET D'ECHAPPEMENT SUR TAMBOUR

English Abstract

A DRUM ROTOR VALVED
AXIAL PISTON ENGINE
Abstract of the Disclosure
An internal combustion engine of the four stroke,
cam driven, opposed axial piston variety with custom
tailored stroke lengths, joint combustion chambers served
by a radially disposed drum rotor type intake and exhaust
valve, installed internally on the main shaft, between two
symmetrical and identical cylinder blocks, intended to
replace conventional engines when great efficiency is demanded.

Claims

CLAIMS
The embodiments of the invention in which an exclu-
sive property or privilege is claimed are defined as follows:
1. An axial cam driven, axial piston type internal
combustion engine which includes gas charge intake means, and
exhaust means, comprising in combination,
a cylinder block, defining axially disposed
cylinders arranged in parallel, and symmetrically and annularly
around a common long axis,
an axially disposed main shaft, axially and radially
supported by bearings axially and concentrically arranged on
said common long axis of said cylinder block,
pistons in each of said cylinders,
a cylinder head means to form an individual combustion
chamber in the top portion of each of said cylinders,
an axial cam, concentrically installed on, and mounted
securely to the bottom portion of said main shaft, and which
axial cam is profiled and connected with each of said pistons in a
manner which will convert the reciprocating motion of said pistons
to rotational motion of said main shaft, and which said
axial cam is profiled to impart four piston strokes to each of
said pistons for each revolution of said main shaft,
a drum rotor valve valving means arranged concentrically
within the top portion of said engine and comprising, in
combination
a shallow cylindrical valve cavity, axially and
concentrically arranged about said long axis of said cylinder
block with the transverse centerplane of said cylindrical valve
cavity in close proximity to the top of said combustion chambers
and which valve cavity clears the inward internal surface of
the bores of said cylinders,
a coaxially terminating, gas charge intake means,

a coaxially commencing, exhaust duct means,
cylinder ports, radially connecting each of said
combustion chambers with said valve cavity,
a drum rotor valve installed in said valve cavity
and coaxially mounted on said main shaft, said drum rotor valve
comprising, a shallow, hollow cylinder,
closely matching the said cylindrical valve cavity, and which
said drum rotor valve is provided with two radially oriented
ports, an exhaust port and an intake port, extending through
the cylindrical wall of the said hollow cylinder, and which
ports, during engine rotation, successively correspond with
said cylinder ports in a timed relationship with the positions
of said pistons and with said rotor valve's end walls
penetrated by axially oriented openings for purposes of exhaust
exit and charge entry and which said hollow cylinder further is
internally divided into two chambers or cavities, the first of
which establishing communication between said exhaust port and
said exit, the second of which establishing communication
between said intake port and said entry, said axially
oriented openings communicating outwardly respectively
with said intake manifold means and said exhaust duct
means,
sealing means carried by said cylinder block and
acting on said drum rotor valve to seal said combustion chambers,
and which said internal combustion engine further
comprises an ignition means.
26

2. An engine according to Claim 1, except duplicated
to include a pair of complete engines rigidly, coaxially mounted
together, top to top, and
wherein said cylinders in one said engine are axially
aligned with said cylinders in the other said engine,
wherein said valve cavity in one said engine is coaxially
combined with said valve cavity in the other said engine to form a
combined mutually shared valve cavity,
wherein said drum rotor valve of one said engine is co-
axially combined with said drum rotor valve of the other said
engine to form a combined mutually shared drum rotor valve,
wherein said cylinder head means of one said engine
is coaxially combined with said cylinder head means of the other
said engine to form a combined mutually shared cylinder head means,
whereby an inwardly opposed, drum rotor valved, axial
piston engine is provided.
3. An engine according to Claim 1, except duplicated
to include a pair of complete engines rigidly, coaxially mounted
together bottom to bottom, and
wherein said main shaft of one said engine is rigidly
coaxially combined with said main shaft of the other said engine
to form a combined, mutually shared, main shaft,
wherein said axial cam of one said engine is rigidly
coaxially combined with said axial cam of the other said engine
to form a combined, mutually shared axial cam, with the profile
of one said axial cam forming a mirror image of the profile of
the other said axial cam,
wherein said cylinderblock of one said engine is
rigidly coaxially mounted, bottom to bottom, to said cylinder
block of the other said engine, with said cylinders of one
said cylinderblock axially aligned with said cylinders of the
other said cylinderblock,
whereby an outwardly opposed rotor drum valved, axial
piston engine is provided.
27

4. An engine according to Claim 2 wherein said
axially disposed main shaft is hollow and serves as a communi-
cation duct between said gas charge intake
means and said drum rotor valve,
and wherein said coaxially commencing exhaust duct means
communicates with the atmosphere via radially disposed ducts
arranged between said cylinders.
5 . An engine according to Claim 2 wherein said
axially disposed main shaft is hollow and serves as a communi-
cation duct or route between said drum rotor
valve and the atmosphere and wherein said gas charge intake
means communicates with said drum
rotor valve via radially disposed ducts arranged between said
cylinders.
6. An engine according to Claim 1 wherein said
sealing means comprises axially disposed, axially acting,
circular spring loaded face seals annularly bearing against
the flat end faces of the said rotor valve at or near the
perimeter and including radially disposed, radially, inwardly
acting, spring loaded straight cylinder separation seals, axially
arranged between adjacent cylinders and bearing against the
cylindrical outside surface of said drum rotor valve.
7. An engine according to Claim 2 wherein said
sealing means comprises axially disposed, axially acting,
circular spring loaded face seals annularly bearing against
the flat end faces of the said rotor valve at or near the
perimeter and including radially disposed, radially, inwardly
acting, spring loaded straight cylinder separation seals, axially
arranged between adjacent cylinders and bearing against the
cylindrical outside surface of said drum rotor valve.
28

8. An engine according to Claim 3 wherein said
sealing means comprises axially disposed, axially acting,
circular spring loaded face seals annularly bearing against
the flat end faces of the said rotor valve at or near the
perimeter and including radially disposed, radially, inwardly
acting, spring loaded straight cylinder separation seals,
axially arranged between adjacent cylinders and bearing against
the cylindrical outside surface of said drum rotor valve.
9. An engine according to Claim 4 wherein said
sealing means comprises axially disposed, axially acting,
circular spring loaded face seals annularly bearing against
the flat end faces of the said rotor valve at or near the
perimeter and including radially disposed, radially, inwardly
acting, spring loaded straight cylinder separation seals,
axially arranged between adjacent cylinders and bearing against
the cylindrical outside surface of said drum rotor valve.
10 . An engine according to Claim 5 wherein said
sealing means comprises axially disposed, axially acting,
circular spring loaded face seals annularly bearing against
the flat end faces of the said rotor valve at or near the
perimeter and including radially disposed, radially, inwardly
acting, spring loaded straight cylinder separation seals,
axially arranged between adjacent cylinders and bearing against
the cylindrical outside surface of said drum rotor valve.
11. An engine according to Claim 1 wherein said
ignition means comprises a self-sustaining, adjustable, centrifugal
governor controlled drum rotor valve mounted ignition means,
comprising
a self sustaining, adjustable, centrifugal governor
controlled, rotary valve mounted, ignition means which comprises
29

a number of small passages in the outside cylindrical
surface of said drum rotor valve and sequentially arranged in
a row in the direction of rotation, said passages
establishing communication between the combustion chamber in
which compression has been completed and the preceding combustion
chamber by way of the respective cylinder ports, said communication
blocked by a slideable, centrifugally actuated piston carried by
said drum rotor valve and spring biased to close said communica-
tion; said communication establishing and sequentially advancing
due to increasing centripetal force acting on said slideable piston, as the
speed of the engine increases, the sequential advancing being due
to the sequential uncovering of said communication passages by.
said slideable piston, resulting in sequential advancement
of said communication,
and which said ignition system accomplishes ignition
of each succeeding cylinder by admitting a jet of combusting gas
from the preceding cylinder, by way of said communication
passages.
12. An engine according to Claim 2 wherein said
ignition means comprises
a self sustaining, adjustable centrifugal governor
controlled, rotary valve mounted ignition means which comprises
a number of small passages in the outside cylindrical
surface of said drum rotor valve and sequentially arranged in
a row in the direction of rotation, said passages establishing
communication between the combustion chamber in which compression
has been completed and the preceding combustion chamber by way of
the respective cylinderports, said communication blocked by a
slideable centrifugally actuated piston carried by said drum
rotor valve and spring biased to close said communication; said
communication establishing and sequentially advancing due to increasing
centripetal force acting on said slideable piston, as the speed
o the engine increases, the sequential advancing being due to
the sequential uncovering of said communication passages by said
slideable piston, resulting in sequential advancement of
said communication

and which said ignition system accomplishes ignition
of each succeeding cylinder by admitting a jet of combusting gas
from the preceding cylinder, by way of said communication
passages.
13. An engine according to Claim 3 wherein said
ignition means comprises
a self sustaining, adjustable, centrifugal governor
controlled, rotary valve mounted, ignition means which comprises
a number of small passages in the outside cylindrical
surface of said drum rotor valve and sequentially arranged in
a row in the direction of rotation, said passages establishing
communication between the combustion chamber in which compression
has been completed and the preceding combustion chamber by way of
the respective cylinderports, said communication blocked by a
slideable centrifugally actuated piston carried by said drum
rotor valve and spring biased to close said communication; said
communication establishing and sequentially advancing due to increasing
centripetal force acting on said slideable piston, as the speed
of the engine increases, the sequential advancing being due to
the sequential uncovering of said communication passages by said
slideable piston, resulting in sequential advancement of
said communication,
and which said ignition system accomplishes ignition
of each succeeding cylinder by admitting a jet of combusting gas
from the preceding cylinder, by way of said communication passages.
14. An engine according to Claim 4 wherein said
ignition means comprises
a self sustaining, adjustable, centrifugal governor
controlled, rotary valve mounted, igniton means which comprises
a number of small passages in the outside cylindrical
surface of said drum rotor valve and sequentially arranged in
a row in the direction of rotation, said passages establishing
communication between the combustion chamber in which compression
has been completed and the preceding combustion chamber by way of
the respective cylinderports, said communication blocked by a
slideable centrifugally actuated piston carried by said drum

communication establishing and sequentially advancing due to increasing
centripetal force acting on said slideable piston, as the speed
of the engine increases, the sequential advancing being due to
the sequential uncovering of said communication passages by said
slideable piston, resulting in sequential advancement of
said communication,
and which said ignition system accomplishes ignition
of each succeeding cylinder by admitting a jet of combusting gas
from the preceding cylinder, by way of said communication
passages.
15. An engine according to Claim 5 wherein said
ignition means comprises
a self sustaining, adjustable centrifugal governor
controlled, rotary valve mounted ignition means which comprises
a number of small passages in the outside cylindrical
surface of said drum rotor valve and sequentially arranged in
a row in the direction of rotation, said passages establishing
communication between the combustion chamber in which compression
has been completed and the preceding combustion chamber by way of
the respective cylinderports, said communication blocked by a
slideable centrifugally actuated piston carried by sad drum
rotor valve and spring biased to close said communication; said
communication establishing and sequentially advancing due to increasing
centripetal force acting on said slideable piston, as the speed
of the engine increases, the sequential advancing being due to
the sequential uncovering of said communication passages by said
slideable piston, resulting in sequential advancement of
said communication,
and which said ignition system accomplishes ignition
of each succeeding cylinder by admitting a jet of combusting gas
from the preceding cylinder, by way of said communication
passages.
16. An internal combustion engine according to Claim 1
wherein the said drum rotor valve is cooled by means of integral
cooling cavities through which engine oil is circulated.

17. An internal combustion engine according to Claim 2
wherein the said drum rotor valve is cooled by means of integral
cooling cavities through which engine oil is circulated.
18. An internal combustion engine according to Claim 3
wherein the said drum rotor valve is cooled by means of integral
cooling cavities through which engine oil is circulated.
19. An internal combustion engine according to Claim
wherein the said drum rotor valve is cooled by means of integral
cooling cavities through which engine oil is circulated.
20. An internal combustion engine according to Claim 5
wherein the said drum rotor valve is cooled by means of integral
cooling cavities through which engine oil is circulated.
21. An internal combustion engine according to Claim 1
wherein the said drum rotor valve is cooled by
means of integral cooling cavities through which engine liquid
coolant is circulated.
22. An internal combustion engine according to Claim 2
wherein the said drum rotor valve is cooled by
means of integral cooling cavities through which engine liquid
coolant is circulated.
23. An internal combustion engine according to Claim 3
wherein the said drum rotor valves as cooled by
means of integral cooling cavities through which engine liquid
coolant is circulated.
24. An internal combustion engine according to Claim
wherein the said drum rotor valve is cooled by
means of integral cooling cavities through which engine liquid
coolant is circulated.
25. An internal combustion engine according to Claim 5
wherein the said drum rotor valve is cooled by
means of integral cooling cavities through which engine liquid
coolant is circulated.
33

26. An engine according to Claim 1 wherein the profile
the said axial cam is such that the power stroke and exhaust
stroke are longer than the intake stroke and the compression stroke;
whereby an engine is provided with an improved expansion ratio.
27. An engine according to Claim 2 wherein the profile
of the said axial cams is such that the power stroke and exhaust
stroke are longer than the intake stroke and the compression stroke;
whereby an engine is provided with an improved expansion ratio.
28. An engine according to Claim 3 wherein the profile
of the said axial cam is such that the power stroke and exhaust
stroke are longer than the intake stroke and the compression stroke;
whereby an engine is provided with an improved expansion ratio.
29. An engine according to Claim 4 wherein the profile
of the said axial cams is such that the power stroke and exhaust
stroke are longer than the intake stroke and the compression stroke;
whereby an engine is provided with an improved expansion ratio.
30. An engine according to Claim 5 wherein the profile
of the said axial cams is such that the power stroke and exhaust
stroke are longer than the intake stroke and the compression stroke;
whereby an engine is provided with an improved expansion ratio.
31. An engine according to Claim 1 wherein the profile
of the said axial cam is such that the exhaust stroke and intake
stroke are longer than the power stroke and compression stroke,
and with the exhaust stroke longer than the power stroke thereof,
whereby an engine is provided with an improved exhaust stroke and
improved charge induction.
32. An engine according to Claim 2 wherein the profile
of the said axial cams is such that the exhaust stroke and intake
stroke are longer than the power stroke and compression stroke,
and with the exhaust stroke longer than the power stroke thereof,
whereby an engine is provided with an improved exhaust stroke and
improved charge induction.
34

33. An engine according to Claim 3 wherein the profile
of the said axial cam is such that the exhaust stroke and intake
stroke are longer than the power stroke and compression stroke,
and with the exhaust stroke longer than the power stroke thereof,
whereby an engine is provided with an improved exhaust stroke and
improved charge induction.
34. An engine according to Claim 4 wherein the profile
of the said axial cams is such that the exhaust stroke and intake
stroke are longer than the power stroke and compression stroke,
and with the exhaust stroke longer than the power stroke thereof,
whereby an engine is provided with an improved exhaust stroke and
improved charge induction.
35. An engine according to Claim 5 wherein the profile
of the said axial cams is such that the exhaust stroke and intake
stroke are longer than the power stroke and compression stroke,
and with the exhaust stroke longer than the power stroke thereof,
whereby an engine is provided with an improved exhaust stroke and
improved charge induction.
36. An engine according to Claim 26 wherein the profile
of the said axial cam is such that the power stroke and exhaust
stroke are longer than the intake stroke and compression stroke
thereof, and with the intake stroke longer than the compression
stroke thereof and with the exhaust stroke longer than the power
stroke thereof, whereby an engine is provided with an improved
expansion ratio, improved exhaust expulsion and improved charge
induction.
37. An engine according to Claim 27 wherein the profile
of the said axial cams is such that the power stroke and exhaust
stroke are longer than the intake stroke and compression stroke
thereof, and with the intake stroke longer than the compression
stroke thereof and with the exhaust stroke longer than the power
stroke thereof, whereby an engine is provided with an improved
expansion ratio, improved exhaust expulsion and improved charge
induction.

38. An engine according to Claim 28 wherein the profile
of the said axial cam is such that the power stroke and exhaust
stroke are longer than the intake stroke and compression stroke
thereof, and with the intake stroke longer than the compression
stroke thereof and with the exhaust stroke longer than the power
stroke thereof, whereby an engine is provided with an improved
expansion ratio, improved exhaust expulsion and improved charge
induction.
39. An engine according to Claim 29 wherein the profile
of the said axial cams is such that the power stroke and exhaust
stroke are longer than the intake stroke and compression stroke
thereof, and with the intake stroke longer than the compression
stroke thereof and with the exhaust stroke longer than the power
stroke thereof, whereby an engine is provided with an improved
expansion ratio, improved exhaust expulsion and improved charge
induction.
40. An engine according to Claim 30 wherein the profile
of the said axial cams is such that the power stroke and exhaust
stroke are longer than the intake stroke and compression stroke
thereof, and with the intake stroke longer than the compression
stroke thereof and with the exhaust stroke longer than the power
stroke thereof, whereby an engine is provided with an improved
expansion ratio, improved exhaust expulsion and improved charge
induction.
36

Description

1 155767
Field of Invention
*;~ This invention relates to internal combustion englnes
.: r
. and more particularly to a cam drlven opposed axial plston
engine provided with a radial drum rotor valve~ extremely
compact in arrangement~ yet providing-excellent engine
aspiration.
Back~round of Invention
It is known that for utmost efficiency in piston
type four stroke engines~ every aspect Or engine operation
must be optimized. To Qptimize each cycle different
stroke lengths are required. The power stroke must be deep~
till expanding gasses are fully utilized~ before exhausting.
Fully expanded gasses result in a Yery cool exhaust gas,
following known physical laws which allows a switch to
different valve deslgn. The exhau~t stroke must carry
the piston deep into the combustion chamber~ must positively
expel as much exhaust gas as possible with as little back
pressure as possible. A clean uncontaminated ~resh gas
charge ignites more dependably~ an important aspect with
today's lean bur~ mixtures~ which usually re~uire rich Jet
ignltion from an auxiliary combustion chamber. The intake
.~

1 155767
stroke must proceed under low vacuum, low pumping loss
conditions; it must not be longer than required for avera~e
power requirements. Aircraft~ ship and transport engines,
etc. run at 80% throttle for cruising conditions. It is
inefficient to run engines at part throttle. Different
power demands must be met by selecting reduction ratios.
Future automobiles will have si~ speed transmissions and
will depend more on gear shifting instead of the throttle
to meet different power requirements. It i5 known that
high combustion temperatures result in high nitrous oxides
production which is unacceptable. The present method of
recirculating exhaust gas lowers the combustion temperature
and thus lowers nitrous oxides production but this method
is a great detriment to efficiency. A good method to lower
combustion temperatures is to limit the fresh gas charge
and to rully expand the hot burning gasses~ This procedure~
plus near total exhaust gas expulsion benefits both efflciency
and emissions greatly. The compression stroke must proceed
to maxi~um permissible values and should set the gas charge
in turbulent motion, if exhaust remnants are present. Tur-
bulence is not a require~ent lf the fresh gas charge is clean
and thoroughly atomized. ~eat losses by the hot e~panding
gas charge to surrounding enclosure must be minimized.
Windage and friction losses must be minimized. Conventional
engines have piston travel in excess of actual requirements
during the intake and compression stroke under average
conditions. A typical conventional 90 c.i. engine may
have an average of 30 square inches of sliding bearing
area on the crankshaft~ under an average pressure of
1000 lbs. p.s.i. travelling 1500 feet per minute at
3G00 rpm~ causing great friction losses. Meeting these

1 ~557~7
diverse requirements and overcoming these problems is
difficult with prior art.
Summar~ of the Invention
The present invention comprises an engine which
closely meets the above requirements~ and overcomes many
of the above problems. A cam operated opposed axial piston
eng~ne arrangement allows custom tailoring of each piston
stroke. The power stroke is approximately twice as long as
the intake stroke. The exhaust stroke carries the piston
tightly into the combustion chamber, positively expelling
a maximum of exhaust gas. The cam is designed to reciprocate
the pistons over four strokes for every revolution.
A single drum rotor
valve~ with radially disposed ports, compactly arranged in
the interior of the engine, serves two cylinders~ which are
directly opposed. The fresh gas charge is admitted to the
deep interior of the engine via hollow main shaft. Exhaust
gasses are expelled from the deep interior of the engine by
way of ducts cast in the engine housing between the cylinders.
The drum rotor valve allows a very efficient r~ans of gas
communication between the combustion chamber and the intake
~ h~
and exhaust manifolds s~lce~radially disposed gas ports are
larger than conventional port areas. The near total exhaust
expulsion feature ensures an extremely pure, nearly uncontam-
inated charge, 'o be present in the vicinity of the spar~
plug when ignition occurs, facilitating lean mixture ignition.
The ~act that ~he main sha~t rotates one revolution for four
3 piston strokes allows the drum rotor valve to be directly

1 ~55767
installed on the main shaft to serve a total of twelve
cylinders and allows it to be centrally mounted on t~e
main shaft, with the valve port action perfectly synchro-
nized with the piston movement and piston function. Valve
servicing is facilitated by a lateral joint of the two
opposing cylinder blocks. The drum rotor valve is sealed
to separate three gas chambers in a gas tight manner; the
combustion chamber, the inlet duct and the outlet chamber.
Cylindrical seals are avoided since they are no match for
flat face seals for longevity and dependability. The drum
rotor valve is cooled by circulating engine oil through
integral cavities. Ignition timing, just as valve timing,
is directly taken from the main shaft. ~ubrication and
cooling are conventional.
prawin S~ecification
In the drawing:
Figure 1 is a longitudinal cross sectional view
showing the pertinent parts of the axial opposed piston,
cam driven~ internal combustion engine, having a drum rotor
valve with radially disposed valve ports according to the
invention,
Figure 2 is a flat projection of the profile on
the axial cam, showing the piston and valve port relationship,
Figure 3 is a longitudinal cross sectional view of
the drum rotor valve,
Figure 4 is a transverse cross sectional view o~
the drum rotor valve taken on a plane designated as A-A in
Figure 3,
~ igure 5 is a transverse cross sectional view of
the drum rotor valve ta~en on a plane designated as ~-~ in
Figure 3 showing the cooling oii passages and exhaust exit holes,

1 ~ ~5767
Figure 6 is a ~rans~erse cross sectional ~iew of
the drum rotor ~alve taken on a piane designated as C-C in
~i~ure 3,
Figure 7 is a longitudinal cross sectional view of
the drum rotor val~e taken on a plane designated as 3-3 in
Figure 4,
Figure 8 is a longitudinal cross sectional view of
the drum rotor val~e taken on a plane designated as D-3 in
Figure 4 showin~ the c~linder separator seal.
~igure 9 shows an alternative embodiment.
Figure 10 shows an alternative~ self sustaining centri-
fugal governor controlled ignition system.
Descri~tion of the Illustrated 3mbodiments
Referring first to Figure 1, there is shown an
internal comoustion of the axial opposed piston cam driven
type. Cylinders 1 are annularly -- arranged about ~wo
main shafts, 2 and 3~ which are supported axially and
radially on suitable bearings ~ in two idPntical but oppose~
cylinder blocks 5 between which a drum rotor valve is
sandwiched. ~he pistons 6 are reciprocated in cylinders 1
by virtue of a profiled axial cam 15 ~Jhich is supported on
an integral radial disc 16 and is solidly attached to a
pair of main shafts 3 and 2 b~ means of an integral hub 17.
The profiles on the a~ial cam 15 are designed to provide
uniform accelerated and decelerated motion to the pistons 6,
with different values for each stroke, by virtue of two
inclines 18~ 20 and two declines, 19, 21 of the profile~ of
which incline 18 is t~e exhauststroke which carries the
piston 6 to maximum permissible height in the cylinders 1
of which decline 19 is the intake stroke which carries the
~iston 6 to a position in the cylinders 1 as dictated by

1 1557~7
the power requirements of the engine and of whlch incline 20
is the compression stroke, which carries piston 6 to maximum
allowable height in cylinders 1 as determined by fuel
characteristics and of which incline 21 is the power stroke
which carries the piston down in the cylinders 1 to maximum
bottom position as determined by design. Pistons 6 are
provided with piston connecting yoke legs 8 and 9 which
carry a cam roller 10 by means of a transverse cam roller
pin 7 and which cam roller pin 7 is provided with two out-
board cam torque reacting rollers 11 which closely engageand are trapped within the flanges of channel shaped straight
vertical raceways 12. The outboard leg 9 of the piston
-, . ., s~,
connecting yoke, carries a cam follower rolIer 13 mounted
on a cantilevered pin 1~ and which cam follower roller 13
engages a profiled groove 22 machined in the outside face
of cam barrel~l5. The profiled groove 22 closely parallels
the inclines a~d declines 18~ 19, 20~ 21 of the main profile
on the barrel cam 15. Thus the profile on barrel cam 15
rec~procates pistons 6 over four strokes for every revolution
of the main shaft 2. Drum rotor valve 23 is mounted on hollow
main shaft 3 by means of ~ spline~ which allows the drum rotor
~alve to expand axially~ but which transmits power between
main shafts 2 and 3. Drum rotor valve 23 is also splined
onto main shaft 2 but is axially loc~ed in by a retaining
bolt 24. An integral intake duct 25 connects the terminus
of the hollow shaft 3 with a radially disposed intake port 26
located in the exterior cylindrical surface of the drum rot~r
valve 23. A radially disposed exhaust port 27 also located
in the exterior cylindrical surface of the drum rotor
~alve 23 connects with the interior space of the drum rotor

1 ~55767
~alve~ and this interior space comlects with radially
disposed exhaust ducts 28 via gas exlt ports 29 located in
the end face of the drum rotor valve 23. An annular
space 30 around the power output hub 31 is formed by a J
radial flange 32 and this annular space 30 forms the exhaust
gas routing between gas exit ports 29 and exhaust ducts 28.
The engine combustion chambers 33 are each provided with one
gas port 3~ radially disposed on the middle of the joint
combustion chamber 33 in the cylinder walls and facing
toward the engine centerline. Proper valve action is achieved
by the timed alignment of exhaust port 27 and intake port 26
with gas port 34. The compressed fresh gas charge and
combustion pressures are contained by the solid unperforated
porti.on of the cylindrical exterior surface of the drum rotor
.valve 23. Since the main shaft rotates once for four piston
strokes, the action of the drum rotor valve 23 is in timed
relation with the position of the pistons at all times~
regardless of the number of cylinders served by the drum
rotor valve. This may best be visualized by noting that
the position of exhaust port 27 has a fixed relationship
with the incline 18 on t~e axial cam 15 which drives the
piston 6 up for the exhaust stroke. Gas tight separation
between the intake duct 25,exhaust ducts 28 and combustion
chambers 33 is achieved by circular spring loaded face seals
35~ bearing against the precision machined end faces; by
radially disposed spring loaded straight cylinder separation
seals 36 bearing against the cylindrical outside surface of
drum rvtor ~alYe 23. The intersection of face seals 35 and
straight seals 36 is made gas tight by a seal insert 37
which is spring loaded. This allows straight seals 36 to

1 155767
wear and follow the outside surface of the drum rotor
valve 23. Exhaust gas is sealed out from the engine by
exhaust face seal 38 bearing against the outside of radial
flange 32. Engine oil for cooling purposes, is forced
through cooling cavities in drum rotor valve 23 by means
of drilled oil galleries 39 in main shaft 2 and exits from
the drum rotor valve 23 by way of drilled exit galleries ~0
in the splined power input hub 41 and a sealing collar ~2
which directs the oil into the channels of the spline on
hollow main shaft 3 from where the oil passes under roller
- bearing 4 into the sump of the engine. Hollow intake
7~,r"~7; :, f,. .^ _- -
shaft 3 acts as an engine oil cooler, since the vaporizing
.~' . ' L: . i .
~ fresh gas charge in the hollow intake shaft has a powerful
.. ,_,. ,.. ,_, ;
. . , ~
cooling action on the oil which passes through the spline
channels of the hollow main shaft 3. Elastic seal 43
allows the drum rotor valve 23 to float axially on hollow
main shaft 3 yet seals cooling oil from intake duct 25
while elastic seal 44 ~eeps the cooling oil from overflood-
ing the roller type bearing ~.
While the invention has been disclosed by reference
to a speclfic preferred embodiment~ it should be understood
that numerous changes could be made within the scope of the
inventive concepts disclosed. Accordingly, the invention
is not intended to be limited by the disclosure but rather
to have the full scope permitted by the language of the
~ollowing claims.
Referring to Figure 8, circular face seals 35 and
cylinder separation seals 36 are installed in precision
machined matching rectangular grooves in the engine housing.
These seals 35 and 36 comprise an H-shaped seal body ~5 made
from cast iron~ powdered metal sintered metal or ceramic;

1 ~55767
an extremely hard~ sintered powder deposited~ high temperature
low friction~ ceramic coating wear surface 46~ keyed in a
channel shaped key to positively prevent dislodging in the
unlikely but possible event of bond breakage; and dimpled
on the wear surface with elongated spherically radiused
impressions~ leaving cross bridges at small distances to
prevent pressurized gas from entering the complete surface
of
relief from the end of the seal, or in case local damage
to the leading edge of the contact surface. To prevent
excessive seal contact pressure from being generated by
the gas which creeps under the seal, as indicated by the
arrows in the enlarged seal cross sectional detail in
-- Figure 8~ and to prevent carbon build-up in the-spring
. . .
corridor of the seal~ and to prote-t the seal springs~
a rectangular counter-seal 47 is installed between the legs
of the seal. ~his counter-seal 47 is made from high tempera-
ture fluoro-carbon elastomer for medium temperature service~
or from metal for high temperature service, and it is
pressurized by the corrugated ribbon seal spring ~8~
Counter seal 47 in addition to the previously mentioned
duties~ also prevents gas~from escaping around the bottom
of the seal~ thus improving the overall performance of the
seal. Where full gas pressurization is desired~ counter
seal 47 may be omitted or provided with passages 47a leading
into the spring corridor. ~lternatively, holes 47b may be
prov$ded in the long legs.
Referring to Figure 9 there is shown the alterna-
tive arrangement of the invention. The two cylinder blocks 5
complete with the entire power train has been inversed so that
the tops of the cylinders 1 and pistons 6 are facing outwardly;
the axial cams 15 are combined back to back in a single
combined cam; the hcllow intake shaft 3 has been eliminated

1 15576~
and a single continuous main shaft 49 takes the place Or
the two shafts used in the first embodiment of the invention.
The main shaft 49 terminates ~ust short of the tops of the
cylinders. The single drum rotor valve is replaced by two
alternative drum rotor valves 50 of which one of each is
disposed on the outwardly ends of the single main shaft 49.
The outward tops of the cylinder blocks 5 are each provided
with a cylinder head 51 whlch completely closes the tops of
the bores of the cylinders, thus forming individual combustion
chambers for each piston. A shallow surface cavity in the
roof of each combustion chamber, as close to the engine
centerline as possible, forms a shallow combustion pocket.
A cylinder port 3~ radially directed towards the engine
centerline connects this shallow combustion pocket with
the cylindrical valve cavity, which is a~ially and concen-
trically machined in the top of the cylinder block 5, and~
or, in the bottom of the cylinder head 51. The alternative
drum rotor valve 50 comprise a unit similar in general
principle and execution to the drum rotor valve used in
the first embodiment. The integral intake duct 25 connects
the intake port 26 wlth a stationary intake manifold 52 by
means of radially disposed ports in a miniature drum rotor
53 concentrically arranged at the outwardly end of intake
duct 25. This allows engine accessories to be timed and
driven off the end of a shaft like extension 54 of alterna-
tive rotor valve 50. It should be understood that many
alternative arrangements for an external concentric air
inlet to alternative drum rotor valve ~0 are possible. For
example, shaft like extension can be a flange or a separate0 shaft. Miniature drum rotor 53 can be dispensed with and

1 1 55767
replaced by a tubular extension of air intake duct 25.
Nultiple exhaust ducts 28 are replaced by an exhaust duct 55.
Gas exit ports 29 are located in the outwardly directed end
wall of the alternative drum rotor valve 50. ~alve actlon
is identical for both embodiments of the invention~ as well
as sealing means 3~, 36~ 37 and 38. Cooling of the valve
is accomplished in an identical manner. Ignition, which is
accomplished in an ignition cavity outwardly located in each
of the Joint combustion chambers, on the junction plane Or
the cylinder blocks in the first embodiment of the invention
as shown in Figure 2, is now accomplished by a spark plug, or
,
the like, installed in cylinder head 51 in each combustion
chamber. This invention allows drum rotor valves 23 and 50
to be brought in extremely close proximity with the inside
of the cylinder bores~ by virtue of axially disposed cylindri-
cal face seals 35; since maximum exhaust expulsion is one of
the ob~ects of this invention~ close proximity as explained
above reduces unswept combustion chamber volume and results
in greater exhaust expulsion than attainable with convention-
al radially disposed circular seals~ which would bear againstthe outside cylindrical surface of the drum rotor valve and
thereby force the valve body to be located farther away from
the cyllnder bore, increaseing the volume of the unswept
cylinder port cavity. The com~ination of axially disposed
face seals 35 with cylinder separation seals 36 and seal
insert 37 make the drum rotor valves 23 and 50 practical.

1 155767
An optional feature of this invention is~self
sustaining ignition system~ which may be advanced or
retarded within limits, automatically~during operation
by a self-contained centrifugal governor~ with remote
servo controlled override possible by a remote fluid
power system~ which is controlled either by an engine
function computer, the latter override being dictated
by emission standards~ or alternatiYely the remote fluid
power system may be controlled by engine vacuum. Should
the override systems fail~ the self-contained centrifugal
governor will permit near normal operation. Referring to
~ Figure 10~ there is shown a transverse cross-section
similar to Figure 4, taken on the identical plane A-A~ of
~igure 3. The cylinder 56 is in top dead center position
and is ready to be ignited; cylinder 57 has been lgnited
and is delivering power; cylinder 58 is starting to exhaust.
A radially disposed plunger hole 59 is integrated in the
body of drum rotor valves 23 or 50 and oriented to rotate
with the said drum rotor valves in timed relationship with
and is
the positions of the pistons,~located on the approximate --
transverse centerline of~cylinder ports 34. A larger bore
plunger piston hole 65 is arranged axially in line with
plunger hole 59. Plunger hole 59 communicates with
~ xit
cylinder 56 by means of a number of small drilled passages
60~ ~1, 62~ 63~ 64 located on the transverse center plane
of plunger hole 59. A gas gallery 65 runs parallel to
plunger hole 59. This gas gallery 65 communicates with
cylinder 57~ whlch is in a state of combustion, by means
of drilled pasYage 66. Plunger hole 59 has reciprocably0 disposed in it~ control plunger 67, which is forced to the
12

1 155767
closed bottom of the plunger hole 59 by control spring 68,
which seats against spring seat 69. Control plunger 67 is
~xtension
connected by means of ~ thin rod 70, to plunger piston 71
plunger piston
which closely matchesVhole 65, and is reciprocatably disposed
in it. ~he weight of plunger piston 71 and the strength of
control spring 68 are designed to act as a centrifugal
governor, which gradually will pull control plunger 67,
which is constructed as light as possible~up into plunger
hole 59, as the speed of the engine increases, thereby
sequencially exposing passage 64 and then 63, 62, 61 and
finally 60 to communicate with gas gallery 66 and which
---- action will result in combusting gasses from cylinder 57,
, . . ~ ~
~ rushing under high pres$ure into cylinder 56~ thereby
,~.. ~
igniting the compressed fresh gas charge in same. During
slow engine speeds, only passage 64 will be communicating
with cylinder 57 and since passage 64 arrives late, relative
to the position of the piston in cylinder 56, it will be
equivalent to "retarded~' ignition~ Passage 60 arrives very
early, relative to the position of the piston in cylinder 56
and thereby will ignite cylinder 56 under "advanced" condi-:
tions, if the engine spe~d is high enough to operate the
ignition governor 67, 68 and 71. Intermediate engine speeds
will result in intermediate ignition advances as gradually
passages 63, 62 and 61 are uncovered.
Improved engine operation will result from over-
riding the centrifugal ignition governor by a control system
which senses other engine variables such as intake manifold
vacuum etc. ~o this effect~ the space on both sides of
plunger piston 65 is connected by means of integral galler~es
and two concentric tubes 72 and 73, to a remote servo fluid
13

1 155767
power system, not shown. Concentric tubes, 72 and 73,
follow the center of hollow intake shaft 3 to its exterior
termination rrom where they communicate with the remote
servo fluid power system by means of a dual rotary ~oint,
not shown. The remote control system will sense the
position of plunger plston 71, by the displaced fluid in
the typical servo manner;iand overriding forces will be
applied by fluid pressure on either side Or plunger piston 71.
In cases where override is not required, the over-
ride system is dispensed with, a passage is added which
s~ ^ allows continuous inter-co~munication between gas gallery 65,
and all spaces surrounding ~ontrol spring 68 and plunger
piston 71, thus equalizing c~mbustion pressures in the system
and avoiding these pressures from effecting the centrifugal
governor action.
1~ - Z~