Abstract:
A new two-cycle internal combustion piston engine in which combustion originates within the cylinder head between a positive displacement gear type air compressor and an intake valve sealing the cylinder from the compressor outlet. At approximately TDC fuel is injected into the cylinder head combustion passages initiating combustion and the camshaft opens the intake valve. The opening intake valve allows the burning fuel mixture to flow into the cylinder forcing the piston towards BDC. The compressor is crankshaft driven and continues to force air into the cylinder head combustion passages while the engine runs which causes the fuel to burn more rapidly increasing engine torque. Exhaust valves located in the cylinder head are opened at BDC by the cam as the intake valve closes. The piston forces all the exhaust gases held within the cylinder out the open exhaust ports as it returns to TDC providing this two-cycle engine an exhaust cycle essentially the same as found in a conventional four-cycle internal combustion piston engine.

Description:
[0001]    This is a continuation in part based upon utility patent application Ser. No. 09,923,414 filed Aug. 8, 2001. 
     
    
     
       INFORMATION DISCLOSURE STATEMENT  
         [0002]    In preparation for the filing of this application, a pre-examination patent ability search was performed. Among the classes and subclasses reviewed were Class 123, subclasses 27R, 65B, 65BA, 68, 198C, 213, 257, 268, 316, 528, 533, 559.1, 561, 565, and 564. Computer searching was also done on the PTO patent database. The search uncovered the following:  
                                                       Patent NO.   Inventor   Date of Issue                           6,135,070   R. A. Crandall   Oct. 24, 2000           5,878,703   K. Sweeney   Mar. 9, 1999           5,747,163   E. Green   May 5, 1998           5,388,561   H. Cullum, J. Korn   Feb. 14, 1995           5,375,581   G. Alander, H. Hofman   Dec. 27, 1994           5,179,921   V. Filiuzzi   Jan. 19, 1993           4,984,540   K. Morikawa   Jan. 15, 1991           4,860,699   J. Rocklein   Aug. 29, 1989           4,671,218   C. Weiland   Jun. 9, 1987           4,539,938   R. R. Toepel   Sep. 10, 1985           4,398,509   E. Offenstadt   Aug. 16, 1983           2,851,021   G. W. Covone   Sep. 9, 1958           2,708,919   R. D. Wellington   May 24, 1955           2.686,503   V. C. Reddy   Aug. 17, 1954           2,356,379   D. F. Cans   Aug. 22, 1944           2,312,661   D. Messner   Mar. 2, 1943           2,067,984   J. Ross   Jan. 19, 1937           2,062,621   F. A. Truesdale   Dec. 1, 1936           1,720,414   F. Gruebler   Jul. 9, 1929           1,273,667   J. A. Poyet   Jul. 23, 1918           1,220,893   E. A. Rundlof   Mar. 27, 1917                      
 
         BACKGROUND OF THE INVENTION  
         [0003]    1. Field of Invention  
           [0004]    This invention relates to internal combustion engines, specifically two-cycle reciprocating piston engines.  
           [0005]    2. Discussion of Prior Art  
           [0006]    Designs for two cycle internal combustion engines are disclosed in the art that use positive displacement pumps to charge the cylinder with air prior to ignition. Compressed air is also used to scavenge the cylinder of combustion products during the exhaust cycle of the engine. Often a camshaft operated poppet valve closing off the cylinder from the air passage leading from the air compressor is timed by the camshaft to open and allow the compressed air to enter the cylinder during part of the exhaust cycle to fill the cylinder and push out remaining exhaust gases before the exhaust port closes.  
           [0007]    One such design is disclosed in the U.S. Pat. No. 4,671,218 issued to Weiland. In this patent there is disclosed a gear type positive displacement pump used to charge a holding chamber located above the cylinder with compressed air through which a valve stem projects to a valve face that seals the intake port located in the floor of the holding chamber from the cylinder beneath it. A crankshaft driven camshaft actuates the intake valve while the exhaust ports are open, which are located in the cylinder wall just above the face of the piston when it is at top dead center, allowing compressed air from the compressor to fill the cylinder and scavenge the cylinder of remaining exhaust gases.  
           [0008]    While this design appears to be simple and straightforward is has the disadvantage of allowing the intake charge to cool the exhaust gases thus reducing the effectiveness of the catalytic converters used in the engine exhaust system to reduce emissions. In order for this type of two-cycle engine to retain the high exhaust temperature of the exhaust gases that occur at the bottom of the power stroke no mixing of the intake charge and the exhaust charge is allowed. Mixing of the intake and exhaust charges of the two-cycle intake combustion engine had always been a design mistake, which until now was unavoidable using current technology. The simple solution to this problem is to move the location of the combustion chamber in the engine from between the intake valve and the piston to between the intake valve and the compressor. In this way the intake valve can close at or before BDC and remain closed until approximately TDC. At BDC exhaust valves located in the engine head can be opened and as the piston returns to TDC it can force the exhaust gases out through the open exhaust ports as is typically done in a conventional four cycle internal combustion engine design.  
           [0009]    Achieving a four cycle type exhaust stroke in a two cycle engine design overcomes one of the greatest obstacles to it&#39;s commercialization as a possible replacement for the conventional four cycle engine as currently available in passenger automobiles worldwide. By using a crankshaft driven supercharger or compressor to charge the two cycle engine cylinder the greatest fault of conventional two cycle design is eliminated which is the requirement of mixing the oil with the gasoline to lubricate the crankshaft and rod/piston assembly of the engine.  
           [0010]    Simply by using a gear type air compressor to charge a combustion chamber located in the engine head between the intake valve and the compressor and originating combustion there the two most important obstacles to the commercialization of the two cycle engine as a viable passenger car engine are eliminated. This is because of all the types of compressor/supercharger types illustrated in the patents searched, whether they be radial, Roots, or turbochargers, only the gear pump type of compressor/supercharger is able to withstand and maintain the high pressures developed during combustion in the combustion chamber of a two cycle internal combustion engine which allows the engine designer to expose the gears of the compressor to the combustion process making it possible to eliminate the above mentioned obstacles to passenger car use of a two cycle internal combustion engine. In addition more oxygen can be pumped into the combustion process by the compressor and that results in faster burning of the fuel charge creating more energy closer to the TDC piston position. This feature of the engine&#39;s design is inherently a more efficient use of the fuel burned since more pressure is exerted upon the piston face for a longer time as it moves from TDC to BDC.  
           [0011]    In an embodiment using a camshaft operated intake and exhaust valves the camshaft is located above the compressor and the valve ports are located below the compressor. In this design the valve stems pass through valve guides in the housing located between the two gear shafts of the compressor. This allows the design to appear very similar to a conventional overhead cam four cycle engine and appear to function like one as well with the main exception being that a power stroke occurs each revolution of the crankshaft instead of every other revolution of the crankshaft because it is a two cycle engine design instead of a four cycle engine design.  
         OBJECTS AND ADVANTAGES  
         [0012]    It is therefore an important object of the present invention to describe and illustrate a two-cycle internal combustion piston engine design that has an exhaust cycle like a conventional four-cycle internal combustion piston engine design that uses a crankshaft driven positive displacement gear type compressor to compress gas and fuel into an overhead cam, overhead valve cylinder head where combustion is initiated and eliminate mixing oil with the gasoline as in a conventional two-cycle internal combustion piston engine design in order to create an efficient, powerful, low exhaust emissions two-cycle internal combustion piston engine.  
           [0013]    It is a further object of the invention to describe and illustrate a two-cycle internal combustion piston engine that can add oxygen to the combustion process by compressing the fuel mixture between a compressor and either an intake valve or a piston.  
           [0014]    This discussion has outlined some of the more important objects of the invention. These objects should be construed as illustrative of the more obvious features and applications of the present invention. Many more important results may be obtained by applying the disclosed invention in different ways and modifying it within the scope of the disclosure. Accordingly, by referring to the detailed description and the various embodiments taken together with the accompanying drawings and claims a more complete understanding of the invention may be ascertained.  
         SUMMARY OF THE INVENTION  
         [0015]    This invention comprises a two-cycle internal combustion engine. The simplest embodiment having a housing made of two identical parts bolted together for ease of manufacture, strength, ease of assembly or disassembly. The housing has an intake port located in the uppermost wall of the housing for passing air into a gear pump type air compressor. The engine includes the air compressor formed of two partial cylinders enclosing the two gear shafts of the air compressor within the upper part of the engine housing below the intake port. The gear shafts output shafts pass through holes in the outer housing walls for the takeoff of power, and one of them is connected by rotational means to the output shaft of the crankshaft for a transfer of power between them. A passage for holding compressed air connects the outlet side of the air compressor to the top end of the cylinder confining the piston of the engine so the compressor gears and the piston of the engine are simultaneously exposed to the force of combustion. A fuel injection nozzle is located in the intake port for injection of fuel into the port. The piston/rod and crankshaft assemble function in the conventional way and a conventional oil pump is used to pump oil through the engine for lubrication. Cooling passages are formed within the housing and the gear shafts to allowing coolant to flow through them. An exhaust port is located in the cylinder wall above the piston face at BDC for the exhaust of combustion gases.  
           [0016]    In any embodiment of this invention conventional sensor means, control means, computer means, electrical means, engine management means, oiling means, bearing means, cooling means, starting and stopping means well known in the art may be employed to produce optimum engine performance and usability. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     Submitted with Preliminary Drawings  
       [0017]    [0017]FIG. 1 is a side section view through a two cycle internal combustion engine in accordance with one embodiment of the invention.  
         [0018]    [0018]FIG. 2 is a side elevation view of the internal combustion engine shown in FIG. 1.  
         [0019]    [0019]FIG. 3 is a side elevation view of the internal combustion engine shown in FIG. 1.  
         [0020]    [0020]FIG. 4 is a top plan view of the internal combustion engine shown in FIG. 1.  
         [0021]    [0021]FIG. 5 is a transverse section view taken through a plane indicated by section line  5 - 5  in FIG. 1.  
         [0022]    [0022]FIG. 6 is a side section view through a two-cycle internal combustion engine in accordance with one embodiment of the engine.  
         [0023]    [0023]FIG. 7 is a top plan view of the internal combustion engine shown in FIG. 6.  
         [0024]    [0024]FIG. 8 is a side section view through a two-cycle internal combustion engine in accordance with one embodiment of the engine.  
         [0025]    [0025]FIG. 9 is a partial side section view of the two cycle internal combustion engine shown in FIG. 8 taken through a plane indicated by section line  9 - 9 .  
         [0026]    [0026]FIG. 10 is a side elevation view of the two-cycle internal combustion engine shown in FIG. 8 in accordance with one embodiment of the engine.  
         [0027]    [0027]FIG. 11 is a top plan view of the internal combustion engine shown in FIG. 8.  
         [0028]    [0028]FIG. 12 s a side elevation view of the internal combustion engine shown in FIG. 8.  
         [0029]    [0029]FIG. 13 is a partial side elevation view of the two-cycle internal combustion engine shown in FIG. 8 in accordance with one embodiment of the engine.  
         [0030]    [0030]FIG. 14 is a partial side elevation view of the two-cycle internal combustion engine shown in FIG. 8 in accordance with one embodiment of the engine.  
         [0031]    [0031]FIG. 15 is a partial side elevation view of the two-cycle internal combustion engine shown in FIG. 8 in accordance with one embodiment of the engine.  
         [0032]    [0032]FIG. 16 is a transverse section view taken through a plane indicated by section line  16 - 16  in FIG. 8.  
         [0033]    [0033]FIG. 17 is a transverse section view taken through a plane indicated by section line  17 - 17  in FIG. 14.  
         [0034]    [0034]FIG. 18 is a transverse section view taken through a plane indicated by section line  18 - 18  in FIG. 1.  
         [0035]    [0035]FIG. 19 is a front wire frame view of the housing of the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0036]    [0036]FIG. 20 is a front wire frame view of the moving parts within the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0037]    [0037]FIG. 21 is a top wire frame view of the housing of the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0038]    [0038]FIG. 22 is a top wire frame view of the moving parts of the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0039]    [0039]FIG. 23 is a side wire frame view of the housing of the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0040]    [0040]FIG. 24 is a side wire frame view of the moving parts of the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0041]    [0041]FIG. 25 is a front wire frame view of the head of a two-cycle internal combustion engine according to one embodiment of the invention.  
         [0042]    [0042]FIG. 26 is a top wire frame view of the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0043]    [0043]FIG. 27 is a side wire frame view of the engine head illustrated in FIG. 25 of a two-cycle internal combustion engine.  
         [0044]    [0044]FIG. 28 is the set of conventional means that may be used in design of this engine. 
     
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0045]    Referring now to the drawings in detail, FIGS.  1 - 5  and  18  illustrate a two cycle internal combustion engine constructed in accordance with one embodiment generally referred to by reference number  30 . In this embodiment the engine is enclosed by a housing assembly  32 , which is formed from two housing sections,  34  and  36 . Bolts  39  pass through bolt holes  37  in flanges  31  and  33  surrounding sections  34  and  36  and nuts  44  secure the two housing sections  34  and  36  against gasket  43 . As clearly illustrated in FIGS. 1 and 4 an intake port  40  is formed in the top wall of housing sections  34  and  36 . A lower end of intake port  40  connects to two partial cylinders  53  and  54  formed in housing section  34  and in housing section  36 . They are parallel with crankshaft  85  and contain hollow gear shafts  66  and  67  which are meshed together as can be clearly seen in FIGS. 1, 4, and  18 . These gear shafts are divided into sections that form five separate gear pumps used to pump all the working fluids of the engine, coolant, fuel, oil, and oxygen. Gear pumps  120  and  141  are located at the ends of gear shafts  86  and  87  and they pump oil used in the engine. Gear pump  122  can be used to pump fuel used by the fuel injector  52 . Gear pump  123  can be used to pump coolant used to cool the engine that passes through cooling passages  61  and  68 . Gear pump  124  pumps the air into the engine and functions as a compressor. Passage means are provided to carry fluids to their appropriate locations. Seals  130  are spaced between the gear pumps to prevent mixing of the fluids. Gear shafts  66  and  67  have output shafts  62 ,  63 ,  64 , and  65  extending through holes formed in the outer vertical walls of housing section  34  and  36  as shown in FIG. 2 and FIG. 4.  
         [0046]    Gear shafts  66  and  67  are crankshaft driven, counter rotating in opposite directions drawing intake air through intake port  40  and force the intake air into passage  50  from which it passes into cylinder  60 . Fuel injector  52  projects into passage  50  through rear wall of housing section  34  for injecting fuel into passage  50 . Partial cylinders  53  and  54  are centrally connected at their lower side to outlet passage  50  traversing the length of partial cylinders  53  and  54  within housing  34  and  36 . Passage  50  extends through internal housing wall  35  to cylinder  60  that contains piston  76 . As illustrated in FIG. 1 and FIG. 2 formed within cylinder  60  is horizontally and generally elongated exhaust port  42  passing through housing section  34  and having flat upper and lower horizontal sides and curved vertical sides. The lower horizontal side of exhaust port  42  is aligned horizontally with upper horizontal surface face  74  of piston  76  when piston  76  is positioned at bottom dead center position within cylinder  60 .  
         [0047]    As can be clearly seen in FIG. 1 and FIG. 5 piston  76  has an upper exterior horizontal surface  74  and a circular exterior curved surface  75  tangent with the wall of cylinder  60 . Piston pin  70  and piston  76  are rotatably connected to connecting rod  79  rotatably connected to rod journal  81  of crankshaft  85 . A can be more clearly seen in FIGS.  2 - 5 , crankshaft output shaft  83  and  84  pass through holes in housing section  34  and  36  for external power transfer from crankshaft  85 . Crankshaft output shaft  84  is centrally and fixedly attached to a drive pulley  95 . Power transfer belt  92  circumscribes drive pulley  95  and extends around drive pulley  96 , which is fixedly attached to output shaft  65  of gear shaft  67 . Oil pump  88  pumps oil through passages in the engine to areas requiring lubrication. Coolant flows through water jackets  61  and  68  to remove excess heat from the engine. Throttle plate  100  located in intake port  40  functions as a butterfly valve to control the amount of air the engine receives.  
       OPERATION OF THE INVENTION  
       [0048]    During operation of the engine the crankshaft output shaft  84  rotates the drive pulley  95  transferring power to drive belt  92  causing drive pulley  96  to rotate. Rotation of drive pulley  96  causes the rotation of gear shaft  67 . Teeth of gear shaft  67  move and force the teeth of gear shaft  66  to move forcing rotation of gear shaft  66 . Rotation of gear shafts  66  and  67 , which are closely confined within partial cylinders  53  and  54  moves air received from intake port  40  along the circumference of partial cylinders  53  and  54  and into passage  50  from which it passes into cylinder  60 . As crankshaft  85  rotates crankshaft rod journal  81  pushes rotatable connecting rod  79  which pushes the rotatably connected piston pin  70  and piston  76  towards internal housing wall  35 , thereby reducing the volume within cylinder  60  and compressing the air held therein into passage  50 . When piston  76  reaches approximately top dead center the fuel injector  52  injects fuel into passage  50  containing the compressed air from the air compressor. High temperature of the compressed air confined within passage  50  ignites the incoming fuel from fuel injector  52  and combustion begins.  
         [0049]    Force of combustion transfers energy to the teeth of gear shafts  66  and  67  and to piston  76  simultaneously causing these parts to accelerate. Acceleration of gear shafts  66  and  67  transfers power to their output shafts  62 ,  63 ,  64 , and  65 . Acceleration of piston pin  70  and piston  76  transfers energy to connecting rod  79  which transfers energy to crankshaft  85  thereby transferring power to the crankshaft output shaft  84  which is combined with the power output of gear shaft output shaft  65  through power transfer belt  92  and the associated drive pulleys  95  and  96 . As gear shafts  66  and  67  accelerate they pump more air into the engine for combustion causing greater power to be generated. Fuel injector  52  is timed to turn off before piston face  74  of piston  76  passes below exhaust port  42  so the combustion occurring within cylinder  60  can finish before exhaust gases begin to pass out of the engine. Fresh air from the compressor enters cylinder  60  and scavenges it of exhaust gases while the exhaust port  42  is exposed to the volume of cylinder  60  above the face of piston  76  and fills that portion of cylinder  60  with fresh air. As piston  76  moves towards top dead center air between gear shafts  66  and  67  and piston  76  is again compressed into passage  50  making the engine ready for another power stroke.  
       DESCRIPTION AND OPERATION OF AN ALTERNATIVE EMBODIMENT  
       [0050]    [0050]FIGS. 6 and 7 illustrate a different embodiment of the described invention. FIG. 6 shows the embodiment wherein a poppet valve  105  seals passage  50 ′ from cylinder  60 ′. Valve stem of valve  105  projects upwards through sections  34 ′ and  36 ′ into a compartment  108  containing helical spring  106 , retainer  107 , and keeper  111  that keep valve  105  tensioned against the lower wall of passage  50 ′. When combustion of the fuel and air in passage  50 ′ occurs the force of combustion pushes valve  105  down against the face of piston  76 ′ forcing it towards bottom dead center. Burning fuel mixture flows into cylinder  60 ′ through the valve port and continues to force piston  77  towards BDC as the valve closes. At BDC the piston uncovers the exhaust port  42 ′ and exhaust gases escape through it from the cylinder  60 ′. Valve  105  closes when fuel injector  52 ′ (not shown) stops injecting fuel into the engine at which time the fresh air from the compressor flowing into passage  50 ′ burns out the remaining fuel within passage  50 ′. Throttle butterfly valves  101  and  102  control the amount of air flowing into the engine. Screw on cap  104  covers the compartment  108 . Valve stem of valve  105  passes through valve guide  110 .  
         [0051]    FIGS.  8 - 17  illustrate a two cycle internal combustion engine constructed in accordance with one embodiment generally referred to by reference number  30 ″. In this embodiment the engine is enclosed by a housing assembly  32 ″ which is formed from three housing sections  34 ″,  36 ″, and  38 . Bolts  39 ″ pass through vertical bolt holes  37 ″ near the corners in sections  34 ″ ands  36 ″ and thread into threaded holes  37 ″ passing through section  38  thereby bolting the three housing sections securely together. As clearly illustrated in FIG. 8 and FIG. 11 an intake port  40 ″ is formed in the top wall of housing section  34 ″ and fuel injector  52 ″ injects fuel into intake port  40 ″.  
         [0052]    Lower end of intake port  40 ″ connects to two parallel partial cylinders  53 ″ and  54 ″ formed in the bottom of housing section  34 ″ and in the top of housing section  36 ″. They are parallel with the crankshaft  85 ″ and contain hollow gear shafts  66 ″ and  67 ″ which are meshed together as can be clearly seen in FIGS. 11, 16, and  17 . Gear shafts  66 ″ and  67 ″ have output shafts  62 ″,  63 ″,  64 ″, and  65 ″ extending through holes formed in the outer vertical walls of housing sections  34 ″ and  36 ″. Gear shafts  66 ″ and  67 ″ are crankshaft driven, counter rotating in opposite directions drawing intake air through intake port  40 ″ and force the intake air into passage  50 ″ from which it passes into cylinder  60 ″. Partial cylinders  53 ″ and  54 ″ are centrally connected at their lower side to outlet passage  50 ″ traversing the length of partial cylinders  53 ″ and  54 ″ within housing section  36 ″ and extends through internal wall  35 ″ to cylinder  60 ″ that contains reciprocating part  77 .  
         [0053]    As illustrated in FIG. 8 and FIG. 12 formed within the cylinder  60 ″ is a horizontal generally elongated exhaust port  42 ″ passing through housing section  36 ″ and having flat upper and lower horizontal sides and curved vertical sides. Lower horizontal side of exhaust port  42 ″ is aligned horizontally with the upper horizontal surface face  74 ″ of reciprocating part  77  when reciprocating part  77  is positioned at BDC within cylinder  60 ″. As can be more clearly seen in FIG. 8 and FIG. 9 reciprocating part  77  has an upper exterior horizontal surface face  74 ″, a circular vertical exterior surface  73  that is tangent with the walls of cylinder  60 ″ and also has a lower depending section  78 . Lower depending section  78  has a transverse bearing hole  71 ″ formed therein surrounding rod journal  81 ″ of crankshaft  85 ″. Upper section of reciprocating part  77  has a sectioned ball shape having a slightly smaller diameter than the cylinder diameter so it can rotate and slide within cylinder  40 ″ with lower depending section  58  acting as a lever arm that forces the rotation of the upper section having circular vertical sides  53 . Reciprocating part  57  and crankshaft  65 ″ are assembled together so the reciprocating part can be one solid part. When crankshaft  65 ″ rotates reciprocating part  57  rotates and the exterior circular surface  53  rotates as it slides up and down the wall of cylinder  40 ″ allowing constant contact with the wall of cylinder  40 ″.  
         [0054]    As can be seen clearly in FIG. 9, FIG. 10, and FIG. 12 crankshaft output shafts  83 ″ and  84 ″ pass through holes in housing section  36 ″ and  38 ″ for external power transfer from he crankshaft  85 ″. Crankshaft output shaft  84 ″ is centrally and fixedly attached to a drive pulley  95 ″. Power transfer belt  92 ″ circumscribes drive pulley  95 ″ and extends around drive pulley  96 ″ which is centrally and fixedly attached to the output shaft  65 ″ of the gear shaft  67 ″.  
       OPERATION OF THE INVENTION  
       [0055]    During operation of the engine the crankshaft output shaft  84 ″ rotates drive pulley  95 ″ transferring power to drive belt  92 ″ causing drive pulley  96 ″ to rotate. Rotation of drive pulley  96 ″ causes the rotation of gear shaft  67 ″. Teeth of gear shaft  67 ″ move and force the teeth of gear shaft  66 ″ to move forcing rotation of gear shaft  66 ″. Rotation of gear shafts  66 ″ and  67 ″, which are closely confined within parallel partial cylinders  53 ″ and  54 ″ moves air into passage  50 ″ from which it passes into cylinder  60 ″. As crankshaft  85 ″ rotates crankshaft rod journal  81 ″ pushes rotatably connected reciprocating part  77  towards internal housing wall  35 ″, thereby reducing the volume within cylinder  60 ″ and compressing the air held therein into passage  50 ″. When reciprocating part  97  reaches approximately top dead center the fuel injector  52 ″ injects fuel into the incoming air stream within intake port  40 ″ and the fuel flows with the air into the air compressor. Positive displacement air compressor discharges the fuel and air mixture received from intake port  40 ″ into passage  50 ″ containing the compressed air from the compressor. High temperature of the compressed air confined within passage  50 ″ ignites the incoming fuel mixture from the compressor and combustion begins.  
         [0056]    Force of combustion transfers energy to the teeth of gear shafts  66 ″ and  67 ″ and to reciprocating part  77  simultaneously causing these parts to accelerate. Acceleration of the gear shafts  66 ″ and  67 ″ transfers power to their output shafts  62 ″,  63 ″,  64 ″, and  65 ″. Acceleration of reciprocating part  77  transfers energy to crankshaft  85 ″ thereby transferring power to the crankshaft output shaft  84 ″ which is combined with the power output of gear shaft output shaft  65 ″ through power transfer belt  92 ″ and associated drive pulleys  95 ″ and  96 ″. As gear shafts  66 ″ and  67 ″ accelerate they pump more air into the engine for combustion causing greater power to be generated. Fuel injector  52 ″ is timed to turn off before face  74 ″ of reciprocating part  77  passes below exhaust port  42 ″ so the combustion occurring within cylinder  60 ″ can finish before exhaust gases begin to pass out of the engine. Fresh air from the compressor enters cylinder  60 ″ and scavenges it of exhaust gases while exhaust port  42 ″ is exposed to the volume of cylinder  60 ″ above the face of reciprocating part  77  and fills that portion of cylinder  60 ″ with fresh air. As reciprocating part  77  moves towards top dead center air between gear shafts  66 ″ and  67 ″ and reciprocating part  77  is again compressed into passage  50 ″ making the engine ready for another power stroke.  
       DESCRIPTION AND OPERATION OF ALTERNATIVE EMBODIMENTS  
       [0057]    [0057]FIGS. 13, 14, and  15  illustrate different embodiments of the described invention. FIG. 13 shows an embodiment wherein the fuel is injected into intake port  30 ′″ and ignition means  41 ′″ is placed in the wall of passage  50 ′″ for igniting the fuel mixture in passage  50 ′″. FIG. 14 shows the embodiment wherein fuel is injected into passage  50 ″″ instead of into port  40 ″″ by fuel injector  52 ″″ which is located in the rear wall of passage  50 ″″. In this embodiment is illustrated in FIG. 17, taken through section lines  17  in FIG. 14, two sets of gears to each side of the compressor gears positioned in partial cylinders  53 ″″ and  54 ″″. These two gear sets are comprised of gears  110 ,  112 ,  114 , and  116  which are submersed in oil to reduce wear and serve to function as a means to control the rate of wear of the main compressor gears. Said gears can be used to pump cooling oil through the hollow gear shafts, through the engine to provide lubricating oil to moving parts requiring lubrication and through an oil cooler. Oil control rings  103  and  109  block oil from escaping from partial cylinders  53 ″″ and  54 ″″ confining gears  110 ,  112 ,  114 , and  116 .  
         [0058]    Description and Operation of Another Alternative Embodiment  
         [0059]    Another embodiment is illustrated in FIGS.  19 - 27 . These drawings illustrate the two cycle internal combustion engine&#39;s cylinder head and cylinder heads internal parts constructed in accordance with one embodiment of the invention generally referred to by reference number  120 . In this embodiment the engine&#39;s cylinder head is enclosed by a housing assembly  140  which is formed from three head sections,  220 ,  820 , and  1020  horizontally divided. Bolts  230  pass through holes  190  located in the top exterior surfaces of head sections  820  and  1020  and thread into threaded holes  190  in head section  220  and head section  820  to secure the housing sections together. Horizontal rectangular intake ports  200  and  1230  are formed in the lower part of head section  200  and centrally positioned above a circular spark plug hole  150  centrally located between the opposite sides of lower head section  220  of housing assembly  140  and project through lower head section from the illustrated side to the opposite side. Fuel injector  52 ″″″ and spark ignition means  41 ″″″ are located within hole  150  to inject fuel and ignite it at the proper times. Intake port  200  connects to horizontal intake passage  240  and intake passage  1230  connects to horizontal intake passage  1240  on the opposite side of lower head section  220 . Intake passage  240  connects to partially circular intake air passage  250  and horizontal intake passage  1240  connects to partially circular intake passage  1250 . Intake air passage  250  is radially positioned around partial cylinder  520  and aligned with the axis of partial cylinder  520 . Intake air passage  1250  is radially positioned around partial cylinder  1520  and axially aligned with the axis of partial cylinder  520 . Gear shaft  260  having center hole  760  is axially aligned with the axis of partial cylinder  520  and the wall of the partial cylinder  520  is very closely spaced from the outer diameters of the gears of gear shaft  260 . Gear shaft  1260  having center hole  1760  is axially aligned with the axis of partial cylinder  1520  and the wall of partial cylinder  1520  is very closely spaced from the outer diameter of the gears of gear shaft  1260 . Intake air passing through air passages  250  and  1250  transfers heat received from the cylinder head walls surrounding the air passages  250  and  1250  thereby cooling the cylinder head.  
         [0060]    As illustrated in FIGS. 21, 22, and  24  gear shafts  260  and  1260  are divided into four gear sections on each shaft by five bearing sections  270 ,  280 ,  290 ,  300 , and  310  on gear shaft  260  and five bearing sections  1270 ,  1280 ,  1290 ,  1300 , and  1310  on gear shaft  1260 . Two positive displacement oil pump gears  320  and  350  are located near the ends of gear shaft  260 . Two positive displacement oil pump gears  1320  and  1350  are located near the ends of gear shafts  1260 . Two positive displacement fuel feed gears  330  and  180  are located between oil pump gears  320  and  350  on gear shaft  260 . Two positive displacement fuel feed gears  1330  and  1340  are located between oil pump gears  1320  and  1350  on gear shaft  1260 .  
         [0061]    Positive displacement oil pumps  530  and  1530  are located near the ends of gear shafts  280  and  1260 . Positive displacement fuel feed gear pumps  540  and  1540  are located between oil pumps  530  and  1530  on gear shafts  260  and  1260 . Positive displacement pumps  530 ,  540 ,  1530 , and  1540  are formed by meshing together the eight gears located on gear shafts  260  and  1260 . Housing bearing holes  410  and  1410 ,  550  and  1420 ,  430  and  1430 ,  440  and  1440 ,  450  and  1450  pass horizontally through walls  360 ,  370 ,  380 ,  390 , and  400  respectively of middle head section  820  and lower head section  220  to provide bearing support for gear shaft bearing surfaces  270 ,  280 ,  290 ,  300 , and  310  of gear shaft  260  and bearing surfaces  1270 ,  1280 ,  1290 ,  1300 , and  1310  of gear shaft  1260 .  
         [0062]    As illustrated in FIGS. 19, 21 and  22  horizontal partial cylinders  460  and  1460  formed in middle head section  820  and lower head section  220  between walls  360  and  370  surround positive displacement oil pump  530 . Horizontal oil inlet hole  500  passing through wall  360  provides oil access to oil pump  530 . Horizontal oil outlet hole  500  passing through wall  360  provides oil access to drive gear  650  fixedly attached to the end of gear shaft  1260  by key  690 . Gear shaft drive gear  650  is rotatably connected to crankshaft  85 ″″″ of the engine by a chain (not shown) that drives gear  830 . Upon crankshaft rotation drive gear  830  rotates imparting rotation to attached gear shaft  1260  that drives meshed gear shaft  260 .  
         [0063]    As illustrated in FIGS. 19, 20,  21 , and  22  horizontal partial cylinders  470  and  1470  formed between wall  370  and wall  380  surround positive displacement fuel feed gear pump  540 . Partial cylinders  470  and  1470  connect to air connection passage  570  formed between partial cylinders  470  and  1470  at their upper tangency. Upper sides of passage  570  connect to the upper ends of partial circular air passages  250  and  1250 . Intake air passes from air passages  250  and  1250  through passage  570  to positive displacement fuel feed gear pump  540  that pumps air received from air connection passage  570  into horizontal combustion passage  590  located between vertical internal wall  370  and horizontal combustion passage  610 . Air flows from passage  590  into vertical combustion passage  610  passing downward and then into cylindrical combustion passage  610  located between the horizontal plane of the bottom of valve guide  950  and the top of valve face  980 . Combustion passage  610  surrounds and is axially aligned with the axis of valve stem  940  of valve  910  and has an outer diameter the same as the inner diameter of valve seat  1040 .  
         [0064]    As illustrated in FIGS. 19, 20,  21 , and  22  horizontal partial cylinders  480  and  1480  formed between wall  380  and wall  390  surround positive displacement fuel feed gear pump  1540 . Partial cylinders  480  and  1480  connect to air connection passage  580  formed between partial cylinders  480  and  1480  at their upper tangency. Upper sides of passage  580  connects to the upper ends of partial circular air passages  250  and  1250 . Intake air passes from air passage  250  and  1250  through air connection passage  580  to positive displacement fuel feed gear pump  1540  that pumps air received from air connection passage  580  into horizontal combustion passage  600  located between vertical internal wall  440  and vertical combustion passage  620 . Air flows from passage  600  into vertical combustion passage  620  passing downward and then into cylindrical combustion passage  630  located between the horizontal plane of bottom of valve guide  970  and the top of valve face  1000 .  
         [0065]    As illustrated in FIGS. 19, 21 and  22  horizontal partial cylinders  490  and  1490  formed in middle head section  820  and lower head section  220  between wall  390  and wall  400  surround positive displacement oil pump  1530 . Horizontal oil inlet hole  1500  passing through wall  400  provides oil access to oil pump  1530 . Horizontal oil outlet hole  1510  passing through wall  400  provides oil access to drive gear train  640 . Upon rotation of gear shaft  260  drive gear  660  rotates and drives idler gear  700  rotating on journal  730  and meshed with drive gear  660 . Idler gear  700  is meshed with camshaft drive gear  680  with central hole  185  and imparts rotation to gear  680  causing camshaft  740  to rotate upon rotation of gear shaft  260 . Drive gear train  640  is comprised of gear  660 , idler gear  700 , and cam drive gear  680  contained inside gear train housing compartment  1750 . Gear train housing compartment  1750  enclosing gear train  640  is formed in housing extension  750  of the lower, middle and upper head sections  220 ,  820 , and  1020  and is covered by flat plate gear train housing extension cover  770  having bolt holes  190  through which bolts  210  thread into bolt holes  190  formed in gear train housing extension  750 . Oil hole  710  located in the side of gear train housing compartment  1750  passes through wall  400  and provides oil to camshaft compartment  730 .  
         [0066]    As illustrated in FIGS. 20, 21,  23 , and  24  camshaft  740  end bearing surface  830  is supported by blind bearing hole  850  formed in wall  360 . Camshaft  740  end bearing surface  840  is supported by bearing hole  860  passing through wall  400  of upper head section  1020  and the middle head section  820  that join at the horizontal centerline of the camshaft  740 . Camshaft  740  has three lobes  870 ,  880 , and  890 , which actuate valves  900 ,  910 ,  920  respectively. Valves  900 ,  910 , and  920  are comprised of valve stems  930 ,  940 , and  950  respectively which extend through valve guides  960 ,  970 , and  980  respectively formed in lower and middle head sections  220  and  820 . Guides  960 ,  970 , and  980  pass through the center portions of internal walls  370 ,  380 , and  390  formed in middle head section  820  and lower head section  220 . Guides  960 ,  970 , and  980  are located between head bearing surfaces  550  and  1420 ,  430  and  1430 ,  440  and  1440  respectively, allowing valve stems to pass between the bearing surfaces  280  and  1280 ,  290  and  1290 , and  300  and  1300  respectively, of gear shafts  260  and  1260  respectively and extend into valve faces  990 ,  1000 , and  1010  respectively. Valve faces  990 ,  1000 , and  1010  upper outer surfaces are tangent with valve seats  1030 ,  1040 , and  1050  respectively, formed in bottom horizontal wall  1400  of lower head section  220 . Valve stems  930 ,  940 , and  950  are connected at their upper ends to split keepers  1060 ,  1070 , and  1080  respectively, which have conical shaped outer surfaces which align with the inner conical holes centrally formed through valve retainers  1090 ,  1100 , and  1110  respectively. Retainers  1090 ,  1100 , and  1110  cover valve springs  1120 ,  1130 ,  1140  respectively sitting on valve spring washers  1150 ,  1160 , and  1170  respectively, located on the bottom of valve spring seat holes  1180 ,  1190 , and  1200  respectively, formed in upper interior horizontal wall  790  of middle head section  820 . Respective valve keepers, retainers, springs, are axially aligned with each valve stem axis. Respective valve washers and seat holes are axially aligned with each valve guide axis. Springs  1120 ,  1130 , and  1140  are kept under tension by compressing springs  1120 ,  1130 , and  1140  between the upper horizontal surface of washers  1150 ,  1160 , and  1170  and the lower horizontal surface of retainers  1090 ,  1100 , and  1110 . Retainers  1090 ,  1100 , and  1110  which are held in position by keepers  1060 ,  1070 , and  1080  have inner circular grooves that are aligned with exterior circular grooves formed near the top ends in stems  930 ,  940 , and  950 . Valve faces  970  and  990  cover exhaust passages  1210  and  1220  and valve face  1000  covers cylindrical combustion passage  630 . Exhaust passages  1210  and  1220  are circular and project upward from valve seats  1030  and  1050  respectfully, to internal exhaust passage horizontal walls  800  and  810  respectfully, which form the upper walls of internal horizontal rectangular exhaust passages  1380  and  1390  respectfully, that extend through lower head section  220  to exhaust ports  1370  and  1360  respectfully, formed in the opposing external walls of lower head section  220 .  
         [0067]    Operation of the Invention  
         [0068]    Upon starting the engine by rotating the crankshaft gear train  660  causes rotation of camshaft  760  which forces cam lobes  890 ,  900 , and  910  against stems,  950 ,  960 , and  970 . Lobes  890 ,  900 , and  910  are radially positioned around the axis of camshaft  760  and center lobe  9000  is oriented to cause middle valve  930  to begin to open approximately upon ignition of the fuel and air mixture in the combustion passages  610 ,  620 ,  630 ,  640 , and  650  which is timed to occur approximately when piston  96 ″″″ reaches top dead center position. Passages  610 ,  620 ,  630 ,  640 , and  650  are filled with compressed gas as crankshaft  105 ″″″ rotates prior to ignition because the crankshaft  105 ″″″ is rotatably connected by a chain (not shown) to compressor drive shaft drive gear  670  causing rotation of gear shafts  280  and  1280  for each rotation of crankshaft  105 ″″″. This drive means can be configured to cause greater or less rotation of the air compressor gear shafts (one rotation of gear shafts  260  and  1260  is illustrated per one rotation of the camshaft) for each rotation of camshaft  740  to affect the distribution of heat absorbed by the compressor gear shafts, affect compression of the fuel mixture or cause supercharging during engine operation. Rotation of gear shafts  260  and  1260  causes operation of the four gear pumps  530 ,  1530 ,  540 ,  1540  formed by the meshed gears on gear shafts  260  and  1260 . Operation of the two positive displacement gear pumps  540  and  1540  force gas into passages  590 ,  600 ,  610 ,  620 , and  630  within cylinder head  120  where compression of the gas occurs. Approximate maximum compression of the gas trapped inside passages  590 ,  600 ,  610 ,  620 , and  630  is attained as piston  76 ″″″ reaches top dead center. Fuel injector  52 ″″″ are shown placed in passages  250  and  1250  upstream of positive displacement gear pumps  540  and  1540  to inject fuel into passages  250  and  1250  and placed inside of hole  150  to inject fuel directly into combustion passage  630  so fuel can be injected into cylinder head  120  at the desired degree of crankshaft rotation to properly supply fuel to the engine. Spark ignition means such as a spark plug  41 ″″″ is positioned in hole  150  on the opposite side of combustion passage  630  from the side of combustion passage  630  the fuel injector  52 ″″″ is located within hole  150  to force ignition of the fuel mixture compressed within combustion passage  630  at the desired moment.  
         [0069]    Upon ignition of the fuel mixture combustion occurs within combustion passages  590 ,  600 ,  610 ,  620 , and  630  and the burning fuel produces high pressure within the combustion passages  590 ,  600 ,  610 ,  620 , and  630  exerting pressure upon the top of valve face  1000  of intake valve  910 . The position of intake valve  910  is controlled by the mutual actions of valve spring  1130  and camshaft lobe  870 . As intake valve  910  is forced by camshaft  740  downward it moves off valve seat  1040  opening the valve port in the bottom of combustion passage  630  allowing the burning expanding combustion gases to flow into cylinder  60 ″″″ equalizing the pressures within the cylinder  60 ″″″ and passages  590 ,  600 ,  610 ,  620 , and  630  to force piston  76 ″″″ downwards towards BDC. As the piston and rod assembly moves downward within cylinder  60 ″″ under the force of combustion it drives crankshaft  85 ″″″ which forces the compressor to accelerate because the compressor is driven by rotatable drive means connecting crankshaft  85 ″″″ and the compressor gear shaft together. Compressor forces more air into passages  590 ,  600 ,  610 ,  620 , and  630  as combustion proceeds causing a faster rate of burning to occur. More fuel can be injected into the engine to feed the combustion process until desired to produce maximum power, efficiency, or low emissions. Valve lifts and durations can be tailored to allow the desired amount of air into the cylinder during the power stroke of the engine to produce the desired result.  
         [0070]    When piston  76 ″″″ has reached bottom dead center (BDC) position cam lobes  870  and  890  begin to actuate valves  900  and  920  thereby opening exhaust passages  1210  and  1220  allowing the burned fuel trapped within cylinder  60 ″″″ to escape through exhaust passages  1210  and  1220  into horizontal rectangular exhaust passages  1380  and  1390  and released out of the engine through exhaust ports  1360  and  1370  as piston  76 ″″″ returns to the top dead center (TDC) position. Cam lobes  870  and  890  are oriented to close exhaust valves  900  and  920  by the time piston  76 ″″″ has reached the top dead center position to prevent gas from escaping from cylinder  60 ″″″ through these exhaust passages during the power stroke of the piston which occurs again as the piston passes the top dead center position.  
       CONCLUSIONS, RAMIFICATIONS, AND SCOPE OF THE INVENTION  
       [0071]    While the preferred embodiments of the invention have been described and illustrated, it is to be understood that the disclosure is for the purpose of illustration and that various changes and modifications can be made without departing from the scope of the invention as set forth in the appended claims. For example this two-cycle internal engine design can be built as an inline multi cylinder engine, air-cooled radial designs using planetary gear sets planets gears connected to individual crankshafts engine designs, v type engine designs as well as opposed cylinder (flat) engine designs and even w type engine designs. It also lends itself to single cycle engine designs in which ignition occurs at both ends of the cylinder and both sides of the reciprocating piston or means.