This invention relates to intake, exhaust and compression operations required by an internal combustion engine and performed by means of rotary manifold system positioned on the cylinder jacket.

The air needed by the engine in known internal combustion engines is delivered via the intake valve driven by means of the cam shaft and the gases formed as a result of the combustion are discharged by means of the exhaust valve. Generally, as the currently used engines do not possess crank angle shift capabilities, the highest point of the piston inner pressure is the upper dead center where the ignition takes place. The engine is able to produce torque with this combustion pressure force which takes place at the upper angle of the cam shaft and continues to produce torque with the downward movement of the piston. As the crank shaft angle is considerably small, it is not possible to deliver this force formed at the highest point of combustion to the crank shaft as a high momentum. Whereas, during the piston's movement towards the lower dead center, the high pressure combustion gas formed with the combustion mechanism loses its pressure due to increase in volume and causes a decrease in engine torque at the 90 degrees crank angle where the highest momentum takes place. As the valve mechanism is situated above the combustion chamber in currently used engines, it is not possible to mount the mechanisms thereof which are capable of increasing engine efficiency. For this reason, researchers are conducting certain studies on the production of more efficient engines with complex mechanisms. Similar, rotary systems are used in the US005205251A, US5000136, CA1279018 and EP0295823 numbered Patent documents and none of these have air movements from the cylinder jacket which provide an advantage of flow. Furthermore, their current structure requires excessive amount of mechanism parts. With the recommended system; by means of the rotary valve system positioned around the cylinder jacket, the upper part of the cylinder will be set free by keeping the valve in a closed state for intake, exhaust and compression. A second piston mechanism positioned on the upper part of the cylinder will enable the compression point to shift to different points from the upper dead center with regard to the crank shaft angle by moving towards the lower piston.

The mechanism used in order to attain the object of the invention is shown in the attached figures, wherein;

Figure 1 - is a 3 dimension section view of the rotary valve mechanism.

Figure 2 - is a view of the intake start interval of the sectional view of the two piston engine with a rotary valve.

Figure 3 - is a graph of the double piston engine's piston position-crank shaft angle, the crank shaft angle of which is shifted.

Figure 4 - a comparison graph comparing the momentum-crank angle of a current engine, which has the same piston diameter and compression ratio in relation to the momentum angle, with that of an engine which has a shifted crank angle. The components in the figures are numbered and their equivalents are defined below.

1- Rotary valve

2- Cam following shaft

3- Cylinder 4- Lower piston

5- Upper piston

6- Ignition plug

7- Upper engine block

8- Lower engine block 9- Top cover of the engine

10- Air filter

11 - Injector

12-Crank case

13-Lower piston crank 14- Upper piston crank

15- Lower connecting rod

16-Upper connecting rod The rotary valve mechanism consists of 3 components which are connected to one another and positioned on the top (7) and bottom (8) covers of the engine (Figure 2) as shown in Figure 1 in a 3 dimension view. The rotary valve which has air flow channels and drive teeth (1) consists of a cylinder jacket that drives the rotary valve by means of the channels located thereon, and which has air flow channels and which is assembled to have a gap in order to enable it to slide towards the cam following shaft and the valve group. The cam following shaft (2) driven by the crank shaft rotate the teeth which belong to the valve therein by means of the channels conforming with the engine angles and in this way changes the position of the rotary valve (1) which is placed on the cylinder. Thus, in relation to the engine angle; the engine's intake phase shall take place (Figure 2) when the valve (1) rotates and its air flow channels located on its upper section are superimposed with the air flow channels of the cylinder (2) jacket. The channels which are opened on the rotary valve in an inclined fashion enable air to enter inside the cylinder in a rotating manner during the intake phase. In this manner, fuel and air mixture will be uniformly distributed inside the cylinder and more effective combustion will be obtained. Compression will take place when the valve (1) rotates to enable the flat surface located between the upper intake and lower exhaust channels starts to cover the air channels of the cylinder (2) and the oil film begins to show impermeability and the engine's exhaust phase will take place when the valve (1) rotates to enable its lower channels to cover the air channels of the cylinder (2).

When the intake and exhaust operations take place at the side walls of the- cylinder it is possible to dispose a second piston on the upper part of the cylinder which is able to shift the crank to different angles that will produce higher torque at the combustion start-up (Figure 2) In this way, when the lower piston (4) passes the upper dead center, the second piston which is the movement phase difference is able to follow the lower piston from the upper section (5) by compressing the air inside the cylinder (Figure 3). The fuel-air mixture which is compressed inside the cylinder by being shifted from the upper dead center is ignited by means of a ignition plug (6) similarly positioned on side wall of the cylinder and in this way combustion pressure is obtained (Figure 3 - Position I). The obtained pressure is preserved inside the cylinder by means of the oil film located on the flat surface between the channels opened on the cylinder surface and the channels of the valve (1) which are in contact with the cylinder (2). At this instant, the effective pressure on the impermeability provided by the oil film is decreased as the upper piston (5) tip passes the air channel area. The pressure inside the cylinder causes a reverse momentum as the lower piston pushes the pressure downwards and the same pressure exerts an upward force to the upper piston (5) which continues to move downwards. However, as the lower piston crank (13) has a larger momentum arm and angle than that of the upper piston crank (14) it continues to rotate the engine. This process continues in such a way that the. momentum difference increases the momentum of the lower piston while the upper piston moves towards the lower dead center. Then, as it moves upwards on the upper piston (5), the force formed together with the pressure which is centered on the upper piston (5) starts to produce torque on the upper crank shaft (14). Thereby, the upper crank shaft (14) starts to give momentum to the engine crank in proportion to its stroke. As the combustion pressure decreases due to volume expansion caused by expansion stroke, it is ensured that the momentum drop in the engine is kept close to high levels when the piston area is doubled. In this way, the two-piston engine having a shifted crank angle will ensure that engine crank angle will provide a long and high momentum at optimum 90 degrees (apprx.) without converting the high pressure, which is formed at the initial phase during the combustion, directly to high momentum (Figure 4). In Figure 4, the difference in accordance with the crank shaft angle of calculated torque values belonging to a current engine with similar characteristics and a recommended engine having a shifted angle are shown. When compared with current motors, a higher torque values are obtained in two-piston engines with crank shaft angle at 60-110 degrees due to the shifting of the compression point. Thereafter, it will start discharge when the valve (1) cam following shaft begins to rotate and, in this way, when the channels located at the lower surface open towards the channels located on the cylinder (Figure 3 - Position II). The exhaust phase will be completed when -the lower (4) and upper (5) piston starts sweeping as near as the channels. Intake phase begins when the cam following shaft (2) of the valve (1) starts to change its position by rotating in accordance with the suitable angle of the crank shaft and, in this way, when the cylinder channels are superimposed on the channels connected to the upper surface of the valve (Figure 3 - Position III). A figure of the engine at this instant is shown in Figure 2. Due to its position, the valve (1) is at the same axis as the channels which are located on the cylinder (3). Air intake will start as the lower piston (4) begins to move downwards and, at this instant, air will be absorbed from the air filter (IO) and conveyed in between the upper engine block (7) and the upper cover of the engine (9). As air moves towards the cylinder, the fuel will be sprayed over the absorbed air by means of the injector. When the pistons move in opposite directions the cylinder will be filled up homogenously with fuel-air mixture by means of the channels which are positioned on the valve (1) in an inclined manner. Compression phase will begin when the valve (1) rotates and restores its suitable angle and, in this way, ensures that the oil film is formed between the cylinder and the valve surface (Figure 3 - Position IV). The lower (4) and the upper (5) piston will compress the air inside the cylinder. Work phase will be restarted when the fuel-air mixture compressed inside the cylinder is ignited by means of an ignition plug (6) that is positioned on the side wall of the cylinder (Figure 3 - Position I).

This invention will be realized fundamentally with the improvements stated below:

-A higher engine torque will be Obtained when compared with late angle combustion and engine with similar piston diameters. -The inefficiency of current engines at lower revolutions which is as low as 15% will be overcome by low fuel consumption and stable combustion. - A high value momentum curve will be obtained in spite of the decreasing pressure inside the combustion chamber when the pressure area doubles in size with the upward movement of the upper piston.

- It will be possible for alternative fuels such as hydrogen which bum unstably due to their rapid flammability to burn suitably in a uniform manner by means of the crank angle which is shifted according to the upper dead center.

- With high torque production, it will be possible to produce engines which have fewer cylinders, smaller diameter pistons and thus which occupy less space.

- By decreasing thermal inefficiencies lower fuel consumption will be obtained as compared to engines having similar powers.