US3334618A - Four stroke high r.p.m. internal combustion engine for racing purposes - Google Patents

Four stroke high r.p.m. internal combustion engine for racing purposes Download PDF

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Publication number
US3334618A
US3334618A US455801A US45580165A US3334618A US 3334618 A US3334618 A US 3334618A US 455801 A US455801 A US 455801A US 45580165 A US45580165 A US 45580165A US 3334618 A US3334618 A US 3334618A
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piston
dead center
top dead
valves
cylinder
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US455801A
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English (en)
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Funiciello Orazio
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4264—Shape or arrangement of intake or exhaust channels in cylinder heads of exhaust channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4285—Shape or arrangement of intake or exhaust channels in cylinder heads of both intake and exhaust channel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2720/00—Engines with liquid fuel
    • F02B2720/25—Supply of fuel in the cylinder
    • F02B2720/257—Supply of fuel under pressure in the cylinder without blowing fluid
    • F02B2720/258—Supply of fuel under pressure in the cylinder without blowing fluid with compression and ignition exclusively in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the ideal solution would be one providing a highly compact combustion chamber, a large valve size and a good turbulence, by simple and reliable means, without having recourse to a large number of cylinders resulting in excessive splitting of total swept volume.
  • the main purpose of this invention consists in the provision of a design which provides high specific horsepowers by improving the combustion chamber compactness, the turbulence and the size of valve ports, Without having recourse to an excessive splitting-up of the total swept volume, by merely acting on the lift diagram of inlet and exhaust valves, in combination with a very small value of the strokezbore ratio, and with a particular shape of piston dome.
  • the invention proposes to have one or more overhead valves closed or nearly closed at to dead center, in order to allow the piston dome to contact or nearly contact the valve heads at top dead center.
  • the space that is taken-up by the burning mixture is much smaller than the conventional hemispheric one, which, in the high r.p.m. versions for racing purposes, essentially consists in the space that is leftover, at the top dead center, between the valve and piston dome, and that is necessarily takenup, at overlapped opening of valves at top dead center, by the valves, which at this moment are wide open in a conventional high rpm. engine.
  • the gases are squished from such space (related to one or more valves), and forced into a space that is much smaller than the heads of these valves.
  • the magnitude of the actual combustion chamber in the novel engine of the present invention is not depend ent on valve size, whereby recourse can be made to very large valves, fitted in ports that are unusually large with respect to valve stroke, thus obtaining also the well known 3,334,618 Patented Aug. 8, 1967 advantages associated with the very short strokes.
  • valves that in the novel engine are closed (or nearly closed) at top dead center and will thereby take-up a portion of opening diagram smaller (by approximately 30%) than in a conventional diagram.
  • this reduction is more than balanced by their much greater valve size or geometric section (that may be, in total, double the conventional one).
  • the overlapped intake and exahust openings at top dead center is performed by having the valves, that are closed precisely at the instant of top dead center, again openedbefore or after top dead center, according to the function (inlet or exhaust) of same valves.
  • the inlet valve is partially open directly before top outer dead center, and closed again when same center is attained, Whereafter it is wholly opened for the entire time of inlet stroke.
  • the exhaust valve is closed at the same dead center, whereafter it is partly opened, and is definitely closed as soon as the pressure in the cylinder is reduced to a value lower than that in the exhaust manifold.
  • a maximum is attained by the opening diagram of inlet valve, when the latter valve is additionally opened, while a minimum is attained in the same diagram at the top dead center (which minimum may correspond, e.g., to a zero value of the opening of the valve), whereafter a new maximum distinctly higher than the preceding one is attained after top dead center.
  • the maximum opening is attained during the additional opening.
  • any other form of additional opening diagram will fall in the range of the invention, on condition that the noun erical requirements, as stated later on, are met.
  • the value of maximum of the extra-opening may be equal to the minimum which is attained at the top dead center.
  • the closing at top dead center may also not be complete, and in such a position, the valve head may be drawn away from its seat by a maximum distance on the order of a few millimeters.
  • the invention proposes to have the well known squish phenomenon realized on one or more valves, by having the opening thereof drastically restricted at the top dead center, without however restricting the opening of said valves before, and after same top dead center; and by the use of further valves, in combination with these valves, but having a conventional opening diagram.
  • the novel motor entails a substantial change in the distribution diagram, since it has a large overlap, and simultaneously one or more valves closed, or nearly closed at top dead center, as a result of the above-described additional openings, and by the presence of further valves, having conventional opening diagrams, i.e. diagrams different from those of valves that are closed at top dead center.
  • the basic features of the engine of the invention are very different from those of conventional engines, namely: a very compact combustion chamber, very large valves, a piston stroke which is very small with respect to cylinder bore, so much so that the stroke/bore ratio which is the most suitable for the engine would be impracticable for a conventional engine, and the shapes and combinations of different valve opening diagrams, which can be summarized as follows:
  • An additional overlap opening is provided, before top dead center of the exhaust stroke, by at least one intake valve, besides the normal opening in the course of inlet stroke, this additional opening being maintained through an angular travel a of crankshaft meeting the following condition:
  • An additional overlap opening is provided, after top dead center of the exhaust stroke, by at least one exhaust valve, besides the normal opening in the course of exhaust stroke, this additional opening being maintained through .an angular travel of crankshaft, meeting the following condition:
  • FIG. 1 is a diagrammatic axial section of a cylinder with a piston therein, and provided with two inlet valves and two exhaust valves-the structure being shown in the position of combustion at top dead center.
  • FIG. 2 is a section taken on the line 11-11 of FIG. 1.
  • FIG. 3 is a section taken on the line IIIIII of FIG. 1.
  • FIG. 4 shows a possible operating diagram for the valves of the engine as shown in the preceding figures, the valve lifts being plotted on the ordinate, while the angular travel of the crankshaft is plotted on the abscissa.
  • 1 is a cylinder, having four valves 2, 2a and 4, 4a at its head.
  • the valves 2 and 2a are located off-center, with respect to the longitudinal axis of the piston, and are respectively designed to operate as an inlet valve and as an exhaust valve.
  • 3 is the inlet pipe, while 3a is the exhaust pipe.
  • the other two valves are: an inlet valve 4, and an exhaust valve 4a, which lead to an offset small combustion chamber 5, wherein the spark plug 6 is located.
  • Said combustion chamber 5 is defined in part by the cylinder head, and in part by a cavity in the dome 9 of piston 8.
  • piston dome is partly matched with that of cylinder head, in the section where the valves 2 and 2a are located.
  • the piston upper side cooperates with the cylinder head inside, and with the valves 2 and 2a to cause, toward the end of the compression stroke, an expulsion of gaseous mass toward the combustion chamber 5 where, as a consequence thereof, a highly efficient turbulence is induced, thus providing a thorough mixing and a quick combustion.
  • so called squish-- 4 well known to the persons skilled in the artis obtained.
  • the combustion chamber is thus unusually compact. It is faced by both valves 4 and 4a, and by the ignition plug 6.
  • valves 4 and 4a are smaller than those of both other valves 2 and 2a that are contacted or almost contacted by the piston, with consequent squish and swirl, as indicated by the arrow A.
  • the engine is characterized by an off-center combustion chamber, by the presence of four valves (i.e. two inlet valves and two exhaust valves), two of the valves being situated at the top of the combustion chamber, while the other two valves are contacted by the piston dome 9 when the top dead center is attained.
  • four valves i.e. two inlet valves and two exhaust valves
  • a typical and distinctive operating diagram is established for the valves. Such diagram differs from that of conventional valves, due to following basic features:
  • FIG. 4 shows a diagram that represents the motion of all four valves (and namely the lifting of the valves from their seats, as a function of the angular travel of the crankshaft, which is plotted on the abscissa).
  • the top dead centers and the bottom dead centers of the piston are respectively indicated by the reference letters PME and PMI, while the solid line P and the solid line Q respectively indicate the motions of valves 4 and 4a, i.e. of the valves facing the combustion chamber 5, and the dash lines R, S respectively indicate the motion of valves 2 and 2a.
  • valves 2 and 2a are wholly closed at each top dead center, and an additional opening is imparted thereto, while the usual motion is followed by the valves 4 and 4a.
  • both piston and cylinder can be formed as shown in the FIGS. 1 to 3, except that the two valves 4 and 41:, facing the combustion chamber 5, are left out; i.e. the cylinder 3 is fitted with the inlet valve 2 and exhaust valve 21, designed to be contacted by the dome 9 of piston 8.
  • additional openings will necessarily be provided by the valves 2 and 2a (which however would be unnecessary, as previously stated, when the overlap is provided by other valves, with which the engine is fitted, in addition to valves 2 and 2a).
  • the exhaust valve is closed as soon as the vacuum, which is formed in the cylinder, would cause a flow of gas back from the exhaust. In the specific example, this occurs at approximately 420 deg.
  • both valves 2 and 2a may also not be wholly closed at the top dead center, i.e. the invention covers also a solution wherein the piston dome 9 is ridged all around its contour as shown by the dash line 82.
  • a small intervening space having a width of the order of some millimeters, i left between the valves 2 and 2a, that at combustion and top dead center are considered as closed, and the piston dome 9 thereby permits valves 2 and 2a to be slightly lifted even at top dead center, whereby a weak overlap is provided by them even in such a position, without however prejudicing the compactness of combustion chamber.
  • the structure of the invention provides, in a four stroke, high rpm. internal combustion engine which operates with spark ignition, a cylinder which has a cylinder head provided with an inner surface of predetermined configuration and a piston which is slidable within this cylinder and which has a dome provided with an upper surface which in part conforms to the configuration of the inner surface of the cylinder head and which at top dead center has this part of the upper surface of the dome located closely adjacent to the inner surface of predetermined configuration of the cylinder head so as to provide squish.
  • the piston and cylinder of course have a common axis and the piston dome and cylinder head define between themselves the combustion chamber whose cross sectional area, in a plane perpendicular to the common axis of the cylinder and piston, is substantially smaller than the cross sectional area of the cylinder, the combustible gases being displaced into the combustion chamber as a result of the squish as the piston approaches top dead center.
  • the engine includes the above-described valve means which is carried by the cylinder head and which communicates with the space between the cylinder head and piston dome for providing for flow of gases into and out of this latter space and for providing overlap of intake and exhaust both before and after the top dead center position of the piston at the end of the exhaust stroke thereof.
  • valve means of the invention is of course located at least in part directly next to the part of the upper surface of the piston dome which is located directly next to the inner surface of the cylinder head when the piston is at top dead center, and the valve means provides for this latter part thereof a position which is substantially closed at the instant when the piston is at top dead center so as to prevent collision between this part of the valve means and the piston dome.
  • the valve means coacts with the cylinder head for providing for the path of gas flow into and out of the latter a cross sectional area large enough to compensate for the substantially closed position of that part of the valve means which at the instant of top dead center of the piston is located directly next to the latter. As has been indicated above, this large cross sectional area for the path of gas flow into and'out of the cylinder head,
  • valves 2 and 2a in and of themselves are of such a large size that they are far greater than normal valves and as a result of their large size pro vide for the large cross sectional area of the gas flow to compensate for the closing or substantial closing'of these valves at the instant of top dead center of the piston.
  • the heads of the valves 2 and 2a are so large that they are in fact larger than the combustion chamber 5, as is apparent from FIG. 1.
  • a further feature of the present invention which provides for the path of gas flow a cross sectional area large enough to compensate for the closing or substantial closing of the valves 2 and 2a at the instant of top dead center of the piston is the provision of the additional valve 4 and 4a which communicate only with the combustion chamber so as to be clear of the piston head at top dead center and so as to be capable of providing a continuous uninterrupted overlap in the intake and exhaust through the movement of the piston through the top dead center position thereof at the end of the exhaust stroke.
  • a further feature contributing to the compensation for the closing or substantial closing of the valves 2 and 20! at the instant of top dead center is the extremely small stroke-tobore ratio of the engine of the invention, this extremely small ratio, which has also been referred to above, resulting from the fact that the piston stroke is substantially smaller than the diameter of the cylinder bore.
  • valves the sizes and location thereof, the additional openings of same valves, and the opening and closing times thereof, may be selected at will, according to the particular requirements: of each application.
  • cylinder head and piston dome may be modified according to the advice of designer, and is intended therefore to cover all such changes and modifications in the appended claims.
  • a cylinder having a cylinder head provided with an inner surface of pre. determined configurtaion, a piston slidable in said cylinder and having a dome provided with an upper surface which in part conforms to said configuration of said inner surface of said cylinder head and which at top dead center has said part of said upper surface located closely adjacent to said inner surface of predetermined configuration of said cylinder head to provide squish, said piston and cylinder having a common axis and said piston dome and cylinder head defining between themselves a combus tion chamber whose cross sectional area, in a plane perpendicular to the common axis of said cylinder and piston, is substantially smaller than the crOss sectional area of said cylinder and into which combustible gases are displaced as a result of said squish as said piston approaches top dead center, and valve means carried by said cylinder head and communicating with the space between said cylinder head and piston dome for providing for
  • valve means includes at least an intake valve and an exhaust valve located directly next to said part of said upper surface of said piston dome when said piston is at top dead center and having substantially closed positions at the instant of top dead center, said intake and exhaust valves respectively having valve heads large enough to provide for said large cross sectional area of the path of gas flow which compensates for the substantially closed positions of said valves at the instant of top dead center of said piston.
  • valves respectively have axes which are inclined with respect to the common axis of said piston and cylinder, said part of said upper surface of said piston dome having an inverted, substantially V-shaped configuration and said inner surface of said cylinder head having a matching inverted, substantially V-shaped configuration at least at the region of said inner surface of said cylinder head which is located closely adjacent to said piston dome when said piston is at top dead center, said valve heads being situated at said surface of said cylinder head which is of inverted, substantially V-shaped configuration.
  • valve means includes at least one valve situated at and communicating with said combustion chamber and having an open position clear of said piston when the latter is at top dead center at the end of the exhaust stroke.
  • valve means includes an intake and an exhaust valve situated at and communicating with said combustion chamber and both having open positions clear of said piston at the top dead center position of the latter at the end of the exhaust stroke.
  • said part of said valve means is formed by an additional pair of intake and exhaust valves situated directly next to said upper surface of said part of said piston dome when said piston is at top dead center and having substantially closed positions at the instant of top dead center for preventing collision between said piston and said additional pair of valves, said pair of additional valves both having open positions before and after the top dead center position of said piston at the end of the exhaust stroke thereof.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US455801A 1964-05-26 1965-05-14 Four stroke high r.p.m. internal combustion engine for racing purposes Expired - Lifetime US3334618A (en)

Applications Claiming Priority (2)

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IT1166864 1964-05-26
IT2694164 1964-12-18

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2012632A1 (de) * 1969-03-10 1970-10-01 Piatti, Sanzio Pio Vincenzo, Mailand (Italien) Verbrennungskammer mit vier Ventilen für eine Verbrennungskraftmaschine
US3953969A (en) * 1971-06-05 1976-05-04 Fuji Heavy Industries Ltd. System for purifying exhaust gas of a spark ignition type four stroke internal combustion engine
US4354463A (en) * 1979-06-09 1982-10-19 Honda Giken Kogyo Kabushiki Kaisha Device for improving combustion efficiency of mixture in four cycle internal combustion engine
US4587936A (en) * 1981-09-10 1986-05-13 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for intake and exhaust valves of an internal combustion engine
US4964375A (en) * 1987-12-08 1990-10-23 Nissan Motor Co., Ltd. Valve operating mechanism
US5119785A (en) * 1990-03-15 1992-06-09 Mazda Motor Corporation Intake apparatus for multi-valve engine
US20060169257A1 (en) * 2005-01-28 2006-08-03 Ziehl John C High compression pistons having vanes or channels
US20110126799A1 (en) * 2006-10-12 2011-06-02 Anthony Nicholas Zurn Methods for controlling valves of an internal combustion engine, devices for controlling the valves, and engines employing the methods

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT1201034B (it) * 1983-02-24 1989-01-27 Mario Anfusio Motore alternativo a combustione interna con cilindri a valvole multiple
DE3327948A1 (de) * 1983-08-03 1985-02-21 Albrecht 6638 Dillingen Nikes Trapezfoermige verdichtungskammer

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2011992A (en) * 1929-12-28 1935-08-20 Gen Motors Corp Internal combustion engine
US2235710A (en) * 1939-07-15 1941-03-18 Nat Supply Co Internal combustion engine and method of operating the same
US2362622A (en) * 1944-11-14 Injection engine
US2428886A (en) * 1945-01-26 1947-10-14 Gen Motors Corp Internal-combustion engine
US2644436A (en) * 1950-10-21 1953-07-07 American Locomotive Co Valve actuating mechanism
US2647500A (en) * 1950-10-28 1953-08-04 Lang Heinrich Valve gear for diesel engines

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2362622A (en) * 1944-11-14 Injection engine
US2011992A (en) * 1929-12-28 1935-08-20 Gen Motors Corp Internal combustion engine
US2235710A (en) * 1939-07-15 1941-03-18 Nat Supply Co Internal combustion engine and method of operating the same
US2428886A (en) * 1945-01-26 1947-10-14 Gen Motors Corp Internal-combustion engine
US2644436A (en) * 1950-10-21 1953-07-07 American Locomotive Co Valve actuating mechanism
US2647500A (en) * 1950-10-28 1953-08-04 Lang Heinrich Valve gear for diesel engines

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2012632A1 (de) * 1969-03-10 1970-10-01 Piatti, Sanzio Pio Vincenzo, Mailand (Italien) Verbrennungskammer mit vier Ventilen für eine Verbrennungskraftmaschine
US3633577A (en) * 1969-03-10 1972-01-11 Sanzio Pio Vincenzo Piatti Internal-combustion engines
US3953969A (en) * 1971-06-05 1976-05-04 Fuji Heavy Industries Ltd. System for purifying exhaust gas of a spark ignition type four stroke internal combustion engine
US4354463A (en) * 1979-06-09 1982-10-19 Honda Giken Kogyo Kabushiki Kaisha Device for improving combustion efficiency of mixture in four cycle internal combustion engine
US4587936A (en) * 1981-09-10 1986-05-13 Honda Giken Kogyo Kabushiki Kaisha Control apparatus for intake and exhaust valves of an internal combustion engine
US4964375A (en) * 1987-12-08 1990-10-23 Nissan Motor Co., Ltd. Valve operating mechanism
US5119785A (en) * 1990-03-15 1992-06-09 Mazda Motor Corporation Intake apparatus for multi-valve engine
US20060169257A1 (en) * 2005-01-28 2006-08-03 Ziehl John C High compression pistons having vanes or channels
US20110126799A1 (en) * 2006-10-12 2011-06-02 Anthony Nicholas Zurn Methods for controlling valves of an internal combustion engine, devices for controlling the valves, and engines employing the methods
US8443773B2 (en) * 2006-10-12 2013-05-21 Anthony Nicholas Zurn Methods for controlling valves of an internal combustion engine, devices for controlling the valves, and engines employing the methods

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FR1442617A (fr) 1966-06-17
GB1108782A (en) 1968-04-03

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