2. Description of the Prior Art The Applicant herein has directed considerable attention to the internal combustion engine of the piston-cylinder type and in particular to the replacement of the poppet valve system, including the poppet valve, springs, mountings and associated cam shaft, with a spherical rotary valve assembly for the introduction of the fuel air mixture into the cylinder and for the evacuation of the exhaust gases. Applicant is the named inventor in U. S. Patent 4,989, 576,"Internal Combustion Engine" ; U. S. Patent 4,944, 261, "Spherical Rotary Valve Assembly for Internal Combustion Engine" ; U. S. Patent 4,953, 527, "Spherical Rotary Valve Assembly for Internal Combustion Engine" ; U. S. , A li. . : I ( :,., I i ;. I,.' ( ; if", ff, .'. ; . ; ; ; i fhnf. ,"',.' ; , ". r Seal for Rotary Va Fe Engine"; U. S.

Patent 4,989, 558, "Spherical Rotary Valve Assembly for Internal Combustion Engine" ; U. S. Patent 5,109, 814, "Spherical Rotary Valve" ; and U. S. Patent 5,361, 739, "Spherical Rotary Valve Assembly for Use in a Rotary Valve Internal Combustion Engine".

The aforementioned U. S. Patents are incorporated herein as if set forth in length and in detail.

In an internal combustion engine of the piston and cylinder type, it is necessary to charge the cylinder with a fuel/air mixture for the combustion cycle and to vent or evacuate the exhaust gases at the exhaust cycle of each cylinder of the engine. In the conventional internal combustion engine, the rotation of a cam shaft causes a spring-loaded valve to open to enable the fuel and air mixture to flow from the carburetor to the cylinder and combustion chamber during the induction stroke.

This cam shaft closes this intake valve during the compression and combustion stroke of the cylinder and the same cam shaft opens another spring-loaded valve, the exhaust valve, in order to evacuate the cylinder after compression and combustion have occurred. These exhaust gases exit the cylinder and enter the exhaust manifold.

The hardware associated with the efficient operation of conventional internal combustion engines having spring-loaded valves includes such items as springs, cotters, guides, rocker 11--m. 141.. I !, 1. 1-ti which are usually positioned in the cylinder head such that they normally operate in a substantially vertical position with their opening descending into the cylinder for the introduction or venting or evacuation of gases.

As the revolution of the engine increase, the valves open and close more frequently and the timing and tolerances become critical in order to prevent the inadvertent contact of the piston with an open valve which can cause serious engine damage.

With respect to the aforementioned hardware and operation, it is normal practice for each cylinder to have one exhaust valve and one intake valve with the associated hardware mentioned heretofore; however, many internal combustion engines have now progressed to multiple valve systems, each having the associated hardware and multiple cam shafts.

In the standard internal combustion engine, the cam shaft is rotated by the crankshaft by means of a timing belt or chain.

The operation of this cam shaft and the associated valves operated by the cam shaft presents the opportunity to decrease engine efficiency through friction associated with the operation of the various elements.

Applicant in studying the workings of a spherical rotary valve assembly and perfecting same has improved upon the spherical rotary intake valve to address a slight vibration problem in the intake valve seal during the charging process. Thp, : : : ii peripheral side wall has been designed for maximum breathability of the engine and immediate effective closure of the inlet port prior to ignition. See Applicant's 814 patent. In passing over the seal means for the inlet port, the contact point between the rotary intake valve and the seal constitutes the edges of the spherical peripheral side wall allowing for possible vibration of the seal means.

Applicant's improved spherical rotary intake valve renders this problem moot by providing a centrally disposed contact area in contact with the seal during the charging process.

OBJECTS OF THE INVENTION An object of the present invention is to provide for a novel and uniquely improved spherical rotary intake valve for use with a rotary valve assembly for an internal combustion engine.

Another object of the present invention is to provide for a novel and uniquely improved spherical rotary intake valve which permits the intake valve to be fed with a fuel and air mixture simultaneously from both sides of the valve.

A further object of the present invention is to provide for a novel and uniquely improved spherical rotary intake valve for use with a rotary valve assembly for internal combustion engines which is more favorably balanced.

A still further object of the present invention is to prg, vp,-*d, !"Ii ,, uniquely improved spherical rotary intake valve which reduces seal vibration and maintains stability of the seal.

SUMMARY OF THE INVENTION An improved spherical rotary intake valve for use with an internal combustion engine utilizing a spherical rotary valve assembly with improved sealing means which permits the introduction of fuel/air mixture into the cylinder from both lateral sides of the spherical rotary intake valve and permits the spherical rotary intake valve to impart stability and antivibration to the seal means between the spherical rotary intake valve and the inlet port by means of a partition member contiguous with the doughnut cavities of the spherical rotary intake valve.

BRIEF DESCRIPTION OF THE DRAWINGS These and other advantages and improvements will be evident, especially when taken in light of the following illustrations wherein: Figure 1 is a side view of the improved spherical rotary intake valve; Figure 2 is an end view of the improved spherical rotary intake valve; Figure 3 is a perspective view of the improved spherical rotary intake valve; Figure 4 is a side view of the exhaust sphericla rotary valve; Figure 5 is an end view of the exhaust spherical rotary valve; Figure 6 is a perspective view of the exhaust spherical rotary valve; Figure 7 is a top view of a 4-cylinder split head assembly illustrating the manner in which the spherical rotary intake valves are set with a fuel/air mixture and the manner in which the spherical rotary exhaust valves are evacuated of exhaust gases; Figure 8 is a side, cross-sectional view of a cylinder head assembly illustrating the relationship between the intake and exhaust spherical rotary valve; Figure 9 is a perspective view of a cylinder head assembly illustrating the relationship of the intake and exhaust spherical rotary valve; Figure 10a through d is a side view of the exhaust rotary valve illustrating sequentially the manner in which the exhaust gases are evacuated from the cylinder; Figure 11 is a top of the sealing means for the improved spherical rotary valve; and Figure 12 is a side cutaway view of the sealing means.

Figure 13 is a side cutaway view of the sealing means po #1r t.'.'. h d.... i', l..... head.

Figure 14 is a perspective exploded view of the sealing means.

DETAILED DESCRIPTION OF THE INVENTION Considering Figures 1,2, and 3, there is illustrated a side view, end view, and perspective view of an intake spherical drum which is the subject of the present invention and serves as the spherical rotary intake valve. Intake spherical drum 10 is defined by a spherical section formed by two parallel sidewalls 14 and 16 disposed about the spherical center, thereby defining a spherical circumferential end wall 12. Sidewalls 14 and 16, respectively have depending inwardly therefrom, circular doughnut-shaped cavities 18 and 20. Circular doughnut-shaped cavities 18 and 20 are separated within intake spherical drum 10 by a partition wall 22 positioned within intake spherical drum 10 an equi distance from annular sidewalls 14 and 16.

Partition wall 22 has positioned centrally therethrough, a shaft mounting element 24, the length of which is complimentary with the width of spherical end wall 12. Central shaft mounting element 24 has an axial throughbore 26 positioned therethrough.

Central shaft mounting element 24 and axial throughbore 26 provide the means for mounting intake spherical drum 10 on a centrally-disposed shaft 28 (not shown) to provide for the rotational disposition of intake spherical drum 10 for the , air mixture into an automotive cylinder as more further described hereafter.

Spherical circumferential end wall 12 has positioned on its surface an aperture 30 for communication with circular doughnut- shaped cavities 18 and 20. Partition wall 22 has a plurality of passageways 32 defined therethrough for communication between circular doughnut-shaped cavities 18 and 20. Partition wall 22 is coextensive with doughnut-shaped cavities 18 and 20 and as illustrated in Figures 2 and 3, partition wall 22 bisects aperture 30 and the upper surface 31 of partition wall 22 arcuately conforming to spherical circumferential end wall 12.

In this configuration, both circular doughnut-shaped cavities 18 and 20 will be in communication with a source of fuel/air mixture or air mixture from an intake manifold, for introduction into the cylinder of an internal combustion engine.

Intake spherical drum 10 can therefore be fed the fuel/air mixture or air mixture from both sides of the drum.

Aperture 30 in spherical end wall 12 will communicate with the inlet opening of the cylinder of the internal combustion engine as a result of the rotation of intake spherical drum 10 on shaft 28. The intake aperture will permit the fuel/air mixture or air mixture, in the case of fuel-injected engines, to pass from circular doughnut-shaped cavities 18 and 20 through aperture 30 and into the cylinder. Ili,, I ! I' spherical intake drum 10 will move the intake aperture 30 away from the inlet to the cylinder with the spherical circumferential end wall 12 of intake spherical drum 10 causing a seal with the inlet to the cylinder, thus interrupting the flow of the fuel/air mixture into the cylinder.

The fuel air mixture or air mixture will continue to flow from the intake manifold into circular doughnut-shaped cavities 18 and 20 of intake spherical drum 10 for introduction into the cylinder on the next rotation of the spherical intake drum 10 when intake aperture 30 again becomes complimentary with the inlet to the chamber.

In the improved spherical intake drum, the exposed partition edge 31 of partition 22, which is arcuately formed with the spherical circumferential end wall, maintains contact with the seal means as described hereafter, as does the edges of the spherical circumferential end wall so as to provide additional contact between the spherical intake drum and the seal means and to provide additional stability to the seal means during the charging process.

Considering Figures 4,5, and6, there is illustrated a side view, end view and perspective view of an exhaust spherical drum 40. Exhaust spherical drum 40 is defined by spherical section formed by two (2) parallel sidewalls 44 and 46 disposed about the spherical center, thereby defining a spherical ", mlF , i Sidewalls 44 and 46, respectively,<BR> have depending inwardly therefrom, cavities 48 and 50. Cavities 48 and 50 are separated within exhaust spherical drum 40 by a partition wall 52 positioned within exhaust spherical drum 40.

Partition wall 52 has positioned centrally therethrough a shaft mounting element 54, the length of which is complimentary with the width of spherical end wall 42. Central shaft mounting element 54 has an axial throughbore 56 positioned therethrough.

Central shaft mounting element 54 and axial throughbore 56 provide the means for mounting exhaust spherical drum 40 on a centrally-disposed shaft 28 (not shown) to provide for the rotational disposition of exhaust spherical drum 40 for the evacuation of spent gases from an automotive cylinder as more further described hereafter.

Spherical circumferential end wall 42 has positioned on its surface, an aperture 60 for communication with cavities 48 and 50. Partition wall 52 has a passageway defined therethrough for communication between cavities 48 and 50. This passageway 62 is positioned in the partition wall 52 adjacent aperture 60 in spherical circumferential end wall 42.

In this configuration, both cavities 48 and 50 will be in communication with an exhaust manifold for the evacuation of spent gases from the cylinder of an internal combustion engine.

Exhaust spherical drum 40 can therefore evacuate the spent gases f rpg, l : af,, 9,' , , : 'lf : ; , . , ..., -u : i both sides of the drum.

Aperture 60 and spherical end wall 42, in operation, will communicate with the outlet opening of the cylinder of the internal combustion engine as a result of the rotation of the exhaust spherical drum 40 on shaft 58. The exhaust aperture will permit the spent gases to pass from the cylinder, through aperture 60, and thence cavities 48 and 50 to the exhaust manifold.

The further rotation of exhaust spherical drum 40 will move the exhaust aperture 60 away from the outlet to the cylinder with spherical circumferential end wall 42 of exhaust spherical drum 40 causing a seal with the outlet from the cylinder, thus, interrupting the evacuation of the spent gases from the cylinder. With the exhaust spherical drum 40 in the closed or interrupted state, the cylinder would undergo its charging and compression/power stroke, and the further rotation of the exhaust spherical drum 40 would being aperture 60 into contact with the exhaust outlet of the cylinder so as to permit the spent gases to be released from the cylinder during the exhaust stroke, through the outlet port of the cylinder, through aperture 60, and thence along cavities 48 and 50 to the exhaust manifold.

In the preferred embodiment, cavities 48 and 50 would vary in depth from annular sidewalls 44 and 46 to partition wall 52 ....... the evacuation of exhaust gases.

Partition wall 52 would define the maximum depth in cavities 48 and 50 immediately adjacent the edge of aperture 60 which would rotate into initial alignment with outlet opening of the cylinder. The depth of cavities 48 and 50 would decrease such that there would be a plug 49 and 51 formed in cavities 48 and 50 adjacent the opposite edge of aperture 60. This opposite edge of aperture 60 being that portion which is last in communication with the outlet opening of the cylinder during rotation. The incline within cavities 48 and 50 could be gradually helical shaped or a severe up slope proximate to plugs 49 and 51. The purpose is to provide a thrust effect to encourage rapid evacuation of exhaust gases to the manifold. It should be understood that the exhaust valve would also function with cavities 48 and 50 at a fixed depth. Plugs 49 and 51 are a preferable embodiment in order to impart additional thrust to the exhaust gases.

The concept of the spherical rotary valve is to eliminate the need for push-rod valves and their associated hardware and to provide a means for charging the cylinder for its power stroke and evacuating the cylinder during its exhaust stroke.

As will be more apparent hereafter with reference to Figure 7, intake spherical drum 10, and in particular, cavities 18 and 20 are in constant communication with the incoming fuel/air mixture from inlet port 114 from the carburettor mixture in cavities 18 and 20 is introduced into the cylinder when inlet aperture 30 comes into rotational alignment with the inlet port in lower half of the cylinder head as described hereafter. When intake aperture 30 is not in alignment with the inlet port of the cylinder, arcuate circumferential periphery of end wall 12 serves to seal the inlet port of the cylinder. With respect to the exhaust stroke of the cylinder, the arcuate circumferential periphery of end wall 42 of exhaust spherical drum 40 maintains a seal on the exhaust port of the cylinder until exhaust aperture 60 on the arcuate circumferential periphery of exhaust spherical drum 40 comes into rotational alignment with the exhaust port of the cylinder positioned in the lower half of the cylinder head. The exhaust stroke of the piston then forces the evacuation of the gases through the exhaust port into cavities 48 and 50 of exhaust spherical drum 40 and thence to the exhaust manifold 120. It will be recognized by one skilled in the art that the positioning of intake aperture 30 on intake spherical drum 10 and exhaust aperture 60 on exhaust spherical drum 40 is done with respect to the power strokes and exhaust strokes of the piston within the cylinder and the timing requirements of the engine.

Referring to Figure 8, there is shown a side sectional view of the cylinder and cylinder head with internal piston in C°p, h ; ke spherical drum 10. The cylinder and piston and block are similar to that of a conventional internal combustion engine. There is shown an engine block 100 having disposed therein a cylinder cavity 102 there being positioned within cylinder cavity 102, a reciprocating piston 104 which is secured to a crankshaft 103 and which moves in a reciprocating action within cylinder cavity 102. The cylinder cavity itself is surrounded by a plurality of enclosed passageways 106 designed to permit the passage therethrough of a cooling fluid to maintain the temperature of the engine. As will be recognized by one skilled in the art, when the head is removed from an interal combustion engine, the cylinder cavity and piston enclosed therein can be viewed. Applicant's engine head is a split head comprised of a lower section 110 which is secured to the engine block 100 and contains an intake port 108 for cylinder 102. Intake port 108 is positioned in a hemispherical drum-accommodating cavity 107 defined by the inner section of two perpendicular parallel planes in order to accommodate the positioning of intake spherical drum 10. The upper half 112 of the split head assembly also contains a hemispherical drum-accommodating cavity 113 defined by the inner section of two parallel planes in order to define a cavity for receipt of the upper half of intake spherical drum 10. When upper half 112 and lower half 110 of the head are secured to the engine block by standard head bolts, intake spherical drum 10 is rotationally encapsulated within the cavity defined by the two halves of the split head assembly.

There is formed in upper and lower split head assemblies 112 and 110, a cavity coincidental with sidewalls 14 and 16 and hence with cavities 18 and 20 in intake spherical drum 10.

These cavities 115 and 117 are in communicatin with the intake manifold and an inlet port 114 to permit the fuel/air mixture to flow into cavities 18 and 20 of inlet spherical drum 10. In this manner, inlet spherical drum 10 is in constant communication with the source of fuel/air mixture being fed into cavities 18 and 20 such that when intake aperture 30 on circumferential end wall periphery 12 of intake spherical drum 10 comes into alignment with the inlet port to the cylinder, the fuel/air mixture is positioned for introduction into the cylinder. This arrangement is best illustrated in Figure 7.

One embodiment of a sealing mechanism 116 as described hereafter is positioned about inlet port 108 to cylinder cavity 102 in order to provide a seal during the rotational disposition of intake spherical drum 10. Sealing mechanism 116 provides a seal with the circumferential periphery of end wall 12 of intake spherical drum 10.

In this configuration, cavities 18 and 20 on intake spherical drum 10 are continually charged with a fuel/air mixture through inlet port 114. This fuel/air mixture is not introduced into cylinder cavity 102 until intake aperture 30 comes into rotational alignment with inlet port 108 to the cylinder 120. During the rotational passage of intake aperture 30 across seal mechanism 116 and inlet port 108, upper edge 31 of partition wall 22 maintains a uniform pressure on the seal mechanism 116. Sealing mechanism 116 cooperates with the arcuate circumferential periphery 12 of intake spherical drum 10 to provide the gas tight seal to ensure the fuel/air mixture passes from cavities 18 and 20 through inlet port 108 and into cylinder cavity 102. In normal operation, this introduction occurs with the downward movement of piston 104 during the intake stroke thus charging the cylinder with the fuel/air mixture.. As soon as the inlet aperture 30 has been closed such that it no longer is in alignment with inlet port 108 to the cylinder, the arcuate spherical circumferential periphery 12 of intake spherical drum 10 would seal the inlet port in cooperation with seal 116 in preparation for the power stroke of piston 104 and the ignition of the fuel/air mixture. The rotation of intake spherical drum 10 is accomplished by means of shaft 28 upon which intake spherical drum 10 is mounted. shaft 28 in communication with a timing chain or other similar device and the crankshaft to which the piston 104 are mounted ensures the appropriate timing of the opening and closing of inlet port with inlet aperture 30 on intake spherical drum 10.

Exhaust spherical drum 40 is disposed within the same engine block 100 having a cylinder cavity 102 and having disposed therein a reciprocating piston 104. Lower and upper heads 110 and 112 are secured to the engine block 100. Exhaust spherical drum 40 is rotationally disposed within the lower half and upper half 110 and 112 of the split head assembly in a drum accommodating cavity 107 and 113 similar to the intake spherical drum 10. Exhaust spherical drum 40 is in communication with an exhaust port 109 for the cylinder cavity 102.

In the exhaust mode, piston 104 has completed its power stroke thus compressing and igniting the fuel/air mixture within the cylinder. The power stroke is accomplished with the arcuate spherical circumferential periphery of the intake spherical drum 10 and exhaust spherical drum 30 providing the required sealing closure of the respective intake port 108 and exhaust port 109.

The ignition of the fuel/air mixture serves to drive piston 104 downwardly within cylinder cavity 102 and thence piston 104 begins its accent in the exhaust stroke. Exhaust spherical drum 40 rotating on shaft 28 in a timing communication with the crank shaft rotates to bring aperture 60 on the spherical periphery of exhaust drum 40 in communication with exhaust port 109. In this configuration the conduit passageways defines through the ext aS, p from exhaust port 109 at the top of the cylinder head with the spent gases being exhausted from the cylinder through exhaust port 109, through aperture 60 and into cavities 48 and 50 and thence to exhaust conduit 120 through chambers 121 and 123 on opposing sides of exhaust valve 40 which exit to the exhaust manifold and to the ambient atmosphere (see Figure 7).

The initial opening of exhaust spherical drum 40 introduces spent gases into cavities 48 and 50 at the point where their depth is greatest. As previously explained, cavities 48 and 50 gradually decrease in depth until a seal is formed by plug walls 49 and 51. This design serves to accelerate the exhaust gases through spherical exhaust drum 40 in order to hasten the evacuation of cylinder cavity 102. Upon the completion of the evacuation of cylinder cavity 102, the circumferential periphery end wall 42 of exhaust spherical drum 40 again contacts a sealing means 116 similar to that of the intake spherical drum 10 to form a seal with respect to the exhaust port 109 until the next exhaust stroke of piston 104 occurs within cavity 102.

Figure 9 is a perspective view of a paired intake spherical drum 10 and exhaust spherical drum 40 positioned within the lower section 110 of the split head assembly with respect to a single cylinder. Similarly it will be recognized by one of ordinary skill in the art that if a V6 or a V8 or V12 engine or thp,., 7each bank of cylinders would have a similarly positioned spherical rotary valve assembly associated therewith. Another embodiment of the invention would be to provide the intake spherical drums 10 and exhaust spherical drums 40 on a single shaft if the size of the engine were such that the twin feeding of the intake valve and the twin exhausting of the exhaust valve could be accomplished without affecting the structural integrity of the engine.

Shaft 28 and rotary spherical drums 10 and 40 are supported in a split head assembly by a plurality of bearing surfaces 130.

Spherical drums 10 and 40 are machined as is the drum accommodating cavities 107 and 113, the tolerances between the spherical drums and the cavities being approximately 1/1, 000th of an inch. When the shaft 28 and the spherical drum assembly are positioned within the split head, shaft 28 contacts bearing surfaces 130 and spherical drums 10 and 40 respectively are in contact with only the sealing means 116, one embodiment of which is described hereafter.

Figures 10a, b, c, and d illustrate the manner in which the exhaust gases are evacuated from the cylinder through exhaust drum 40 and thence to the exhaust manifold. Figure 10 illustrates the manner in which the air flow exits cylinder 102 through exhaust outlet 109 and through aperture 60 on the spherical periphery of exhaust drum 40, thus entering cavities 48 and 50 of exhaust drum 40. The spent gases then exit cavities 48 and 50 by way of exhaust chambers 121 and 123 respectively. These exhaust gases are given a final impetus by means of plugs 49 and 51 immediately prior to the exhaust process commencing anew with the alignment of aperture 60 with exhaust port 109.

Figures 11,12 and 13 are a top view and side cutaway view of a portion of the sealing means 116, Figure 13 is a cross- sectional view of the sealing means 116 positioned about the inlet port, and Figure 14 is an exploded view of one embodiment of the sealing means. The sealing means 116 is comprised of two primary members. A lower receiving ring 140 is configured to be received within annular groove 138 in the lower half of the split head assembly and circumferentially positioned about inlet port 108. Inner circumferential wall 144 and outer circumferential wall 142 are secured by a planar circumferential base 148 thereby defining an annular receiving groove 150 for receipt of the upper valve seal ring 152.

Upper valve seal ring 152 has a centrally disposed aperture 154 in alignment with aperture 146 in lower receiving member 140. The outer wall 153 of upper valve seal ring 152 is stepped inwardly from upper surface 156 to lower surface 158 in order to define an annular groove 160 for receipt of a blast ring 162.

Upper valve seal ring 152 is designed to fit within annular seal receiving member 140.

The upper surface 156 of upper valve seal ring 152 is curved inwardly towards the center of aperture 154, the upper surface having an annular indent 164 for the receipt of a carbon insert lubricating ring 166. Carbon insert lubricating ring 166 extends above the upper surface 156 of upper valve seal 152 and contacts the spherical peripheral surface of the rotary intake valve 10. The curvature of the upper surface 156 is such that it conforms to the peripheral curvature of intake rotary valve 10 with carbon insert lubricating ring 166 in intimate contact with the peripheral surface of rotary intake valve 10.

The contact between carbon insert lubricating ring 166 and the peripheral surface of rotary intake valve 10 is maintained by annular beveled springs 170 positioned in the annular receiving groove 150 below upper valve seal ring 152. The pressure to be maintained upwardly on the upper valve seal ring 152 is in the range of between 1 to 4 ounces. As such this pressure can be accomplished by either a single bevel spring located in the annular receiving groove 150 or a plurality of annular beveled springs.

Upper valve seal ring 152 has positioned about annular groove 160 a blast ring 162 which functions similar to a piston ring associated with a piston. Blast ring 162 serves to provide additional sealing contact between the sealing means 116 and the rotary intake valve 10. It will be recognized by those of ordinary skill in the art that the structure and function of the sealing means 116 has been described herewith with respect to the rotary intake valve, but has equal application to the rotary exhaust valve 40. The increased gas pressure within the cylinder and within annular groove 150 will increase the pressure below the blast ring 162 which forms a seal with the outer circumferential wall 142 preventing the escape of gases and yet providing an upper force on upper valve seal ring 152, thus forcing a better contact between the better contact seal between the carbon insert ring 164 and the peripheral surface of the rotary intake valve 10.

The same interaction will occur with the valve seal associated with rotary exhaust valve 40 during the exhaust stroke.

The upper pressure during combustion or exhaust stroke is transmitted to the upper valve seal ring 152 by means of a compression of the gases in the cylinder and an inlet port 102 by means of passageway 163 between the upper valve seal ring 152 and the lower receiving ring 140 such that the gases can expand into annular receiving groove 50 beneath upper valve seal ring 152 but are prevented from escaping by means of blast rings 162 in contact with the outer circumferential wall 142 of lower receiving ring 140. This provides additional pressure along with the bevel spring 170 in providing contact between carbon inlWreftt i, thk eral surface of the valve.

The embodiment of the sealing means 116 described herein presents one configuration for maintaining a seal with the spherical periphery of the intake and exhaust valves. There are additional embodiments of a sealing means 116 that have been developed, but work on the same principle wherein in one instance, the upper valve sealing ring 152 is constructed completely of a ceramic material having no lubricating ring insert.

While the present invention has been described with respect to the exemplary embodiments thereof, it will be recognized by those of ordinary skill in the art that many modifications or changes can be achieved without departing from the spirit and scope of the invention. Therefore it is manifestly intended that the invention be limited only by the scope of the claims and the equivalence thereof.