Engine with double sided piston

An internal combustion engine has at least one cylinder, which is separated by a single dual-piston into two sub-chambers. The single dual-piston fulfills the role of two conventional pistons in its linear back and forth motion along the combustion chamber by using both its front and back surfaces as an element of a combustion chamber within the cylinder. Lubrication of the horizontally oriented engine distributes the oil into a space within the cylinder surrounding the middle of the dual-piston. The oil pump cycles oil to the required parts of the engine to an oil sump and back to the space.

This invention relates to an engine, and more particularly to an engine having a horizontal stroke of its double sided piston, from which power may be taken.

BACKGROUND OF THE INVENTION

Even with the awareness of the public regarding the need for powerful engines, which may be run efficiently, thereby using scarce fuel more effectively, substantial progress has yet to be made. Power and efficiency are substantially contradictory terms. A powerful engine does not have fuel efficiency. A fuel efficient engine usually lacks power.

A large number of parts go into a typical vehicle engine. While these parts are necessary to complete the engine, such parts add to the complexity of the engine. Yet the parts are necessary to achieve the desired results. If the number is reduced while maintaining the desired power ratio, great advantages can be achieved.

One attempt to maintain a set of desired engine qualities while simplifying the engine structure, is commonly known as a rotary engine. While the rotary engine provides a good power to weight ratio and shows great initial promise, it lacks the required durability.

Commonly, most vehicle engines run on fossil fuel. Combustion of the fossil fuel adds greatly to the pollution of the air and the ground. Other adverse effects of such combustion are also well documented.

For example, smog around large cities is mainly attributed to the internal combustion engine. Such smog has an extremely adverse effect on the health of people in and around the city. If this pollution can be reduced, so can the adverse effects of smog. If minimal change is required in order to accomplish pollution reduction, such an action renders the solution much more acceptable.

In order to reduce the use of fossil fuel, hybrid engines are coming into play. These engines switch back and forth between electrical power and fossil fuel power. Such a structure adds to the complexity of the vehicle and increases the chances for a malfunction. Thus, hybrid engines do not answer the required questions.

One of the problems with replacement engines, is that the gasoline in particular has a substantial amount of energy. For example, one gallon of gasoline with a weight of about three kilograms stores as much energy as 325 kilograms of batteries. Thus, electrically powered vehicles are complicated matters. These complicated vehicles are provided in order to reduce outside emissions and improve mileage. However, such advantages are not efficiently accomplished.

Also, with an engine, power is usually directly proportional to size. If an engine has a large cylindrical displacement and size, it generally has a capability of producing substantial power. If an engine has a small cylindrical displacement and size, it generally has a capability of producing less power. It is very desirable to produce power with a smaller engine.

Combining a smaller engine with sufficient power can lead to fuel efficiency. However, this combination is not technically feasible. The more powerful engines have a greater number of parts, and poor efficiency. It is extremely difficult to achieve both efficiency and power in an engine.

Attempts to make engines more efficient are not completely successful. Some of the attempts include adding various electronic or computer controls to an existing engine. Such additions do not give the major increases in efficiency and reduce fuel consumption as much as is desirable.

SUMMARY OF THE INVENTION

Among the many objectives of this invention is the provision of an engine having two simultaneous piston strokes in one cylinder.

A further objective of this invention is the provision of an engine having substantial power.

A still further objective of this invention is the provision of an engine having a small size when compared to an existing engine of the same capacity.

Yet a further objective of this invention is the provision of engine having fuel efficiency.

Also, an objective of this invention is the provision of an engine having reduced pollution.

Another objective of this invention is the provision of an engine having a reduced number of parts.

Yet another objective of this invention is the provision of engine having reduced size.

Still, another objective of this invention is the provision of engine having reduced weight.

A further objective of this invention is the provision of engine having an improved power to weight ratio.

These and other objectives of the invention (which other objectives become clear by consideration of the specification, claims and drawings as a whole) are met by providing an engine with a double sided piston mounted in a cylinder being activated on each end of the cylinder by a spark plug mounted at each end of the cylinder.

Throughout the figures of the drawings, where the same part appears in more than one figure of the drawings, the same number is applied thereto.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the engine of this invention, the cylinder contains the double sided piston. Each side of the piston is propelled by a self-contained explosion or internal combustion within the cylinder, caused by a spark from its own spark plug within the same cylinder at opposing ends of that cylinder. Centrally located on the piston is a recessed portion adapted to receive an oil flow. Thus, with piston ring seals at both ends of piston, lubrication of the engine in general, and that cylinder in particular, occurs efficiently during the firing of or discharge from the spark plug.

This internal combustion engine entails one cylinder, separated into two combustion chambers by a single dual piston or double sided piston, thereby providing two combustion chambers within a single cylinder. Dual or double sided are used interchangeably to define the piston. Each of those two combustion chambers may be referred as a sub-chamber. Thus, one cylinder serves the function of two separate cylinders in a standard internal combustion engine.

The single dual piston essentially fulfills the role of two conventional pistons in its linear back and forth motion along the combustion chamber. The dual piston is able to accomplish the role of two conventional pistons by using both its front and back surfaces (in other words, both ends of the dual piston), the latter being attached to the connecting rod.

Because the motion of the connecting rod is substantially linear, the rod can penetrate an end nearest cylinder while still keeping the cylinder closed off by means of a sealant-bushing. Ultimately, a single stroke of the dual piston simultaneously accomplishes two separate steps of two different and separate combustion chambers, all within the same cylinder.

In other words, this design for the internal combustion engine entails a single combustion chamber that essentially serves as two separate cylinders in the form of two sub-chambers for combustion within a single cylinder. The cylinder is separated into two combustion chambers by a single dual piston. The single dual piston essentially fulfills the role of two conventional pistons in its linear back and forth motion along the axis of the combustion chamber.

The piston basically has a horizontal stroke with dual valves on each end of the cylinder. A pushrod is connected to a rocker arm with the rocker arm being mounted on one end of the cylinder, which contains the piston. In turn, mounted on the end of the piston oppositely disposed from the rocker arm is the piston rod.

In the internal combustion engine of this invention, compression is much easier for the engine because as one sub-chamber combusts, the energy from the explosion is used directly to compress the fuel in the second sub-chamber. So instead of transferring force from a first piston to a first connecting rod and then to the crankshaft, followed by a force transfer to second connecting rod and then to a second piston (which is a complex and inefficient method), the force is transferred directly from one end of the dual-piston to the other end of the dual-piston. There is only one engine component, that is the dual-piston, involved in the force or energy transfer, as opposed to the existing method which involves multiple parts.

While it is not desired to be bound by any particular theory for the effectiveness of the, engine herein, the following postulate is offered. The horizontal stroke provides a more efficient force vector than does the vertical or angular stroke of the prior art engines. The horizontal stroke provides a more efficient use of force and requires greatly reduced energy to overcome the inertia of the vertical or angular stroke.

With such efficiency, fuel of different types and qualities may be used. Thus, while gasoline or any other fossil fuel may be used with this engine, the more efficient use of vectors allows the use of a fuel, which is less complicated to manufacture and causes less pollution. The dual piston reciprocates in linear motion along its central axis. This allows for a more direct, and therefore, more efficient transfer of force and energy between the two ends of the dual piston. This is not the case in the conventional engine where the force and energy are transferred tangentially, that is to say at an angle.

On the end of the piston rod opposed to the piston, the piston rod is connected to a crankshaft through a stabilizer yoke. This stabilizer yoke is connected to a power yoke. The power yoke and the stabilizer yoke are both connected to a stabilizer damper. At its base, the power yoke is connected to the crankshaft.

The rocker arm connects an engine valve to the pushrod, with the pushrod being connected at the opposing end right to the camshaft in order to achieve the desired power results. With the dual valves on each end of the cylinder and the piston connected with a yoke assembly to the crankshaft, great efficiency is achieved.

The engine block must support each piston in its respective cylinder. As many cylinders as desired may be supported in an engine block, if the engine has the appropriate size and structure therefor. Given the piston structure described herein, the block adjustments can be determined. The exhaust manifold is positioned over the block between the outboard head and the inboard head. The crankcase cover cooperates with the structure to support the engine block and permits mounting of the engine in a vehicle as desired. Intake manifolds on both ends connect and provide an air intake at both ends of this engine block, for the piston or pistons therein.

With the crank case covering the crankshaft of the crankcase assembly, the engine process may proceed efficiently. On the bottom of the block is connected the gas exhaust manifold. The crankcase supports the crankshaft and permits efficient operation thereof. The rocker cover provides protection or sealing for the opposing end of the cylinder and achieves the desired results.

Within the cylinder in general and the engine block in particular can be a water jacket, which both permits the intake of water or other coolant from a radiator or other source, and provides cooling for the engine. The intake manifold allows the air to be in the right position to permit the proper explosion within the cylinder, in order to provide efficient use of the engine.

With a four-stroke engine of this invention having two cylinders and using two dual pistons, there are four combustion chambers, two for each cylinder. The first combustion chamber in the first cylinder has an intake stroke, while a fourth combustion chamber in the second cylinder has an exhaust stroke. As the second combustion chamber of the first cylinder is oppositely disposed from the first combustion chamber, while the first combustion chamber has a power stroke, the second combustion chamber has an exhaust stroke.

Assuming that the engine has two dual pistons, the third combustion chamber is oppositely disposed from a fourth combustion chamber. As the fourth combustion chamber has an exhaust stroke, the third combustion chamber has a power stroke. First combustion chamber and second combustion chamber are made to be coordinated themselves along with mutual coordination of the fourth combustion chamber and the third combustion chamber.

With this horizontal stroking and the appropriate attachments to the camshaft and the drive shaft, great engine efficiency is achieved. Not only are the engine structures disclosed herein more efficient, the particular fuel consumption is greatly reduced, while still maintaining an advantageous engine power to weight ratio and providing a substantial size reduction over the standard engines of the prior art.

This new design also demands a new method of lubrication. Since the engine is oriented horizontally, with the dual pistons moving parallel to the ground, the oil is distributed in a different manner. The new oil lubrication design allows for a more efficient distribution of oil and it increases the heat exchange ratio within the connecting rod, thus increasing the reliability and lifetime of the connecting rod.

Oil is pumped into a space surrounding the middle of the dual piston. When the space is roughly half-filled with oil, the oil next travels through a drain aperture in the dual piston, then through an axial channel in the dual piston, then through an axial channel in the connecting rod, then through a drain aperture in the bottom of the connecting rod and out into the oil sump which is located outside the combustion chamber. From there, the oil is collected and redistributed by the oil pump.

The engine of this invention still employs the reciprocating internal combustion process of the prior art engine. The same four steps of the engine cycle still exist; that is to say intake, compression, combustion, and exhaust. However, the engine of this invention is able to simultaneously accomplish two engine cycles. In a single stroke of a single dual piston engine in a single chamber, the engine completes two separate steps of the engine cycle (also known as the Otto cycle), which requires two different cylinders in engines of the prior art.

The engine of this invention has a set of dual pistons connected to the crankshaft with a set of connecting rods. Each dual piston divides the cylinder into two separate combustion chambers or sub-chambers, one in front of the dual piston and one behind the dual piston. As the dual piston reciprocates, it is fulfilling a step in the cycles of what normally require two cylinders and two pistons with one piston and one cylinder. As a result of this design, one cylinder contains part of the connecting rod. The connecting rod leaves the cylinder through an aperture that will be sealed around the connecting rod while allowing free movement of the rod, preferably with a slide fitting bushing.

Unlike the conventional engine, in which the connecting rod connects the single-piston directly to the crankshaft, the engine of this invention has two new parts that go between the rod connector and the crankshaft. The part that connects directly to the crankshaft is called the connecting shaft. One end of the connecting shaft is affixed to the crankshaft by means of a rod bearing or babbitt bearing and it moves just like the end of the conventional connecting rod in the existing engine.

The other end of the connecting shaft is attached to the clevises link by means of a dowel pin. The clevises link goes between the connecting rod and the connecting shaft. With the clevises link applied in this fashion, it helps convert the linear motion of the dual piston and connecting rod into the rotational motion of the crankshaft.

The support lever attaches at the same hinge where the clevises link meets the connecting shaft. The support lever leads from the hinge down to the needle bearing. The purpose of the support lever is to allow for the full rotation of the crankshaft. The needle bearing permits the relatively small angular oscillation of the support lever. Thus, there are three parts between the dual piston and the crankshaft. The dual piston attaches to the connecting rod, which connects to the clevises link, which connects to the connecting shaft, which connects to the crankshaft.

The two extra parts are necessary because they allow for a perfectly linear reciprocation of the dual piston and connecting rod. Because the force of combustion within the cylinders is used to move the dual piston and connecting rod along a line, the entire force does useful work by rotating the crankshaft. In the conventional engine, the piston's motion is linear but the connecting rod's motion is always at an angle to the vertical (the vertical is the central axis of the piston).

As a result, some of the force is wasted on swinging the end of the connecting rod instead of using it to rotate the crankshaft. From a physical point of view, it is a simple matter of vectors. In the conventional engine, the combustion force vector points in the direction of the connecting rod. Since the rod is off at an angle to the vertical, one component of the force goes along the vertical and is used to rotate the crankshaft but the perpendicular component of the force is used merely to rotate the end of the connecting rod. This perpendicular component of the force is wasted.

In the engine of this invention, the force vector points in the direction of the connecting rod just as it did in the conventional engine. But since the connecting rod reciprocates along the axis, the force vector points directly along the axis as well. The force is entirely parallel to the axis, meaning that there is no perpendicular component, and thus no wasted force.

The engine prefers a new lubrication process. Although the engine of this invention works under both vertical and horizontal orientations, the following description of the lubrication process applies to the horizontal orientation. The engine of this invention is using a dual piston, which is different from the conventional single-piston.

The cross-sectional design for the dual piston is still cylindrical but the diameter of the dual piston changes along its central axis. The middle section of the dual piston is narrower than its ends so it resembles a dumbbell. This creates a space between the combustion chamber and the middle of the dual piston.

The dual piston has a set of piston rings on each end, such that each end is substantially equal in diameter to the other end. However, the central portion of the piston has a diameter less than the diameter of the ends. While it is preferred that the central portion of the piston be cylindrical, the key function of the central portion is to support each of the piston ends. To that end, the central portion may be of a desired shape, so long as the piston ends are supported.

Preferably, the diameter of the cylindrical central portion is about ninety five (95%) percent up to about one hundred (100%) percent of the diameter of the ends. More preferably, the diameter of the central portion is about ninety six (96%) percent up to about one hundred (100%) percent of the diameter of the ends. Most preferably, the diameter of the central portion is about ninety seven (97%) percent up to about one hundred (100%) percent of the diameter of the ends.

Above the chamber is an oil pipe pressure, which pumps oil into the empty space in the middle of the dual piston. As the oil is pumped into the space, it drips along the sides of the dual piston (the part of the dual piston that is narrower than the rest) and collects on the bottom of the recess. As more oil is pumped in, the oil level rises. About halfway up, the dual piston has an aperture in it to allow the oil to leave the recess (just like most sinks have an aperture near the top to prevent overflowing). The part of the dual piston's axis that goes from the middle to the connecting rod is hollowed out, creating an axial channel. The aperture in the dual piston leads to this hollow channel. The hollow channel leads to the connecting rod, which is also hollowed-out along its central axis. Thus, the oil can flow from the aperture in the dual piston, through the dual piston's channel, and through the channel within the connecting rod. There is an aperture in the bottom of the connecting rod outside the combustion chamber. When the oil reaches the outside of the combustion chamber, it drips out of the aperture in the connecting rod and into the oil sump that is located directly underneath. The oil pump then collects the oil from the oil sump, sends it through the oil filter, and delivers it to the oil reservoir above the combustion chamber, where the cyclical lubrication process will start again.

With the structure of the piston and the lubrication of the central portion of the piston, starting of the engine becomes more efficient. Because this structure keeps more oil or lubrication around the piston, even after the engine shutdown, more oil is present for more immediate lubrication when the engine again restarts. In this fashion, there is less wear and tear on the engine of this invention, when compared to a conventional engine.

Because this engine has the horizontal stroke and does not use as much force to overcome undesirable force vectors, this engine has less vibration and provides for a more quiet performance. As such vibration is a waste of energy, the horizontal stroke for this engine becomes more efficient.

In addition, with the double sided piston, being fired on both ends, compression is improved. Compression in an internal combustion engine causes the most resistance on the crankshaft, the connecting rod, and the piston. With the double sided piston, as one side fires, the other side moves and compresses the fuel and air mixture. Force is transferred directly from one end to the other end of the piston, with greatly reduced stress on the crankshaft, the connecting rod, and the piston. Thus, the compression becomes more efficient with the resulting more efficient engine.

This structure for engine also achieves better cylinder wall wear conditions. The cylinder wall of this invention wears evenly, while the cylinder wall of a conventional engine with a single sided piston wears more in the combustion chamber area. Such even wear extends the life of the engine and offers more steady control of the compression.

Such improved controls and efficiency reduce pollution. Thus, this particular engine provides the advantages of a tremendous power to weight ratio improvement, with improved efficiency.

Referring now toFIG. 1, a double-sided piston engine100of this invention may have any number of cylinders. This model of double sided piston engine100has a first cylinder120and a second cylinder122, in which are mounted first piston124and second piston126. Each of pistons124and126are double sided in that a spark plug172is mounted on both sides of first cylinder120and second cylinder122. Thus, both first piston124and second piston126have a firing spark plug172adjacent each side thereof and are moved thereby.

Each of pistons124and126has a rod end128with piston rod130mounted thereon. The piston rod130is connected to a stabilizer yoke132, which is in turn connected to a power yoke134. A stabilizer damper136is connected to both the power yoke134and the stabilizer yoke132.

Also, from the power yoke134is a connection to crankshaft141. At one end of the crankshaft assembly140is flywheel142. On the other end of crankshaft assembly140, oppositely disposed from flywheel142is timing wheel144. Around timing wheel144is timing belt146, which connects crankshaft assembly140to camshaft assembly150. Camshaft assembly150, in this embodiment, has eight cams152mounted thereon, in order to operate two valves156for each of first cylinder120and second cylinder122. Thus, there are eight valves156in the depicted here.

In contact with the timing belt146is a belt tension device148. The belt tension device148is used in a standard fashion to adjust the tension on timing belt146. The flywheel142is on the crankshaft assembly140, but is oppositely disposed from timing wheel144, which is a standard design suitable for use with the double sided piston engine100of this invention.

Each of first cylinder120and second cylinder122has a rod end162oppositely disposed from a rocker arm end164. At rocker arm end164, four of rocker arm166are connected, each to a valve156at the inside pivot side167, while at the outside pivot side169, each rocker arm166is attached to a pushrod171. Pushrod171is contacted at the opposite end by one of cams152on camshaft154of camshaft assembly150.

At rod end162for each of first cylinder120and second cylinder122are two valves156. Thus, the valves156are eight in number in this embodiment. Each of the eight of valves156is contacted directly or indirectly by a cam152, also on camshaft154of camshaft assembly150.

Each pair of valves156on rod end162and each pair of valves156on rocker end164have a spark plug172cooperating therewith. Each member of a pair of the spark plug172are positioned in opposing ends of a first cylinder120and second cylinder122.

While first cylinder120has first piston124slidably mounted therein and second cylinder120has second piston126slidably mounted therein, only first piston124need be discussed here, because its movement and structure are similar to and coordinated with second piston126. First piston124is cylindrical in nature and has first piston rings182mounted thereon adjacent to rocker arm end164and second piston rings184mounted thereon adjacent to rod end162.

Between first piston ring assembly182and second piston ring assembly184is a first internal oil flow system200(shown in FIG.7). Oil aperture202(shown inFIG. 7) in cylinder120permits oil (not shown) to lubricate both cylinder120and its corresponding piston. Piston movement and piston rings for first piston124and second piston126keep oil out of the spark plug or combustion chambers206. Thus, with first piston124in first cylinder120and second piston126in second cylinder122, there are two combustion chambers206in cylinders120and122.

AddingFIG. 2,FIG. 3,FIG. 4, andFIG. 5to the consideration, the engine block290contains first cylinder120and second cylinder122with the appropriate exterior requirements for an engine. On engine block290is an outboard head cover292and inboard head cover294. The rocker cover296is secured adjacent to outboard head cover292. Crankcase298is secured to inboard head cover294. The crankshaft assembly140passes through crankcase298and is lubricated by the oil therein. Crankcase298has a cover300thereon.

Intake manifold302straddles engine block290and is connected at each end to outboard head cover292and inboard head cover294. Oppositely disposed from intake manifold302and straddling engine block290is exhaust manifold304. In a like fashion as intake manifold302, exhaust manifold also straddles engine block290.

Appropriately mounted on outboard head cover292and inboard head cover294are spark plugs172adapted to fire both ends of the same piston in a proper order. With this structure, it becomes clear how efficient double sided piston engine100is.

With addition ofFIG. 6, andFIG. 7, the cooling mechanism310of double sided piston engine100becomes clear. Cooling mechanism310includes a water jacket312within the engine block290. Water, antifreeze, or combinations thereof flow through a water jacket312and cooperate with first internal oil flow system200, in order to efficiently cool the engine100.

First internal oil flow system200includes oil intake port202in engine block290. Oil passes through oil intake port202into either first cylinder120or second cylinder122, and provides lubrication therefor between first piston rings182and second piston rings184. Oil exit port204permits oil to pass out of engine block290, and pass through the engine cycle again.

For an understanding of the operation of double sided piston engine100;FIG. 8,FIG. 9, FIG.10andFIG. 11must be considered together. First piston124and second piston126are each moved by coordinated firing of a pair of spark plug172. Each pair of spark plug172are at opposing ends of each of first piston124and second piston126as shown in FIG.1.

FIG. 8depicts first cycle220as spark plug172, at outboard head cover292(FIG. 2) and adjacent to first piston124, fires for a power stroke. Secondly,FIG. 9depicts second cycle240as spark plug172at outboard head cover292and adjacent to second piston126and inboard head cover294fires for a power stroke. Thirdly,FIG. 10depicts third cycle260as spark plug172at inboard head cover294(FIG. 2) and adjacent to second-piston126fires for a power stroke. Finally,FIG. 11depicts fourth cycle280as spark plug172at inboard head cover294and adjacent to first piston124fires for a power stroke. The sequence is repeated for as long as it is desired to run the engine100.

InFIG. 12, second internal oil flow system350differs from first internal oil flow system200, in that first piston124or second piston126may have a hollow piston core352communicating with arced hollow rod core354for piston rod130. This eliminates the need for oil exit port204by providing a piston aperture356communicating with hollow piston core352. Rod aperture358replaces oil exit port204.

An additional modification is shown inFIG. 13in that a cylinder, such as first cylinder120, may have a bushing370in rod end128in order to provide support for piston rod130within cylinder120. Clearly this structure may be applied to other cylinders also.

FIG. 14depicts third internal oil flow system400. Third internal oil flow system400differs from the second internal oil flow system350in that arced core piston402is used instead of straight hollow core piston352. The arced core piston402communicates with a slot404in piston rod130. The slot404combined with the straight hollow core piston402is believed to permit a smoother flow of oil through engine100.

WithFIG. 15, halved piston assembly470may apply to any piston of this invention, including but not limited to, first piston124. Halved piston assembly470has a shape similar to first piston124. Halved piston assembly470may be hollow or solid as desired. If it is hollow, second internal oil flow system350or third internal oil flow system400are used therewith.

Halved piston assembly470is formed along the cylindrical axis472and provides a top piston half474and a bottom piston half476. Bottom piston half476has alignment pins478thereon at each corner thereof. Top piston half474has corresponding pin receivers480for each of alignment pins478in order to permit proper alignment of top piston half474and a bottom piston half476.

First piston rings182(shown inFIG. 1) and second piston rings184(shown inFIG. 1) cooperate with alignment pins478and pin receivers480to hold top piston half474and a bottom piston half476together and form a piston such as first piston124. Halved piston assembly470provides a desired manufacturing process for engine100.

Referring now toFIG. 16, a double sided piston engine100has a cylinder such as first cylinder120with a piston such as first piston124mounted therein. A spark plug172fire at each end of first cylinder120, so that the first piston124is moved by explosions caused by two different spark plugs. As is clear from this Figure and the teachings in the remainder of the specification, any number of first cylinder120with the appropriate other parts may be combined to form an engine.

The first external oil flow system500ofFIG. 17double sided piston engine100of this invention includes a flanged pipe502connected to the cylinder wall504in any cylinder, for example, first cylinder120. Within cylinder wall504is an oil aperture506. Flanged pipe502has a wall flange508secured around oil intake port202ofFIG. 1in order to provide communication for flanged pipe502with oil intake port202. Oppositely disposed from wall flange508is sump end510for flanged pipe502. Sump end510connects to the crankcase298(shown inFIG. 2) and permits oil recycling or circulation.

Also within first external oil flow system500is back flow prevention valve512. Back flow prevention valve512is a one-way valve permitting oil to flow through flanged pipe502only from oil aperture506to sump end510. In this fashion, oil is forced through the oil circulation system and whatever filtration system is associated therewith.

While second external oil flow system550serves the same function as the other external oil flow systems,FIG. 18depicts a straight oil tube552formed as an integral part of cylinder wall504. Straight oil tube552has a solid cylinder end554secured in oil aperture506, with an opposing drip end558situated in crankcase298, in order to provide for oil circulation.

Similarly, the third external oil flow system600ofFIG. 19has arced oil tube602. The cylinder arc604at one end of arced oil tube602is connected to oil aperture506and communicates therewith. The cylinder arc604leads into straight tube610, which, in turn, leads into arced sump end612. Arc sump end612communicates with crankcase298, in order to provide for oil circulation.

Combining FIG.1andFIG. 20, the effect of oil pump assembly650may be seen. Double sided piston engine100has an engine block652supporting first cylinder120and second cylinder122. Associated therewith is oil pump assembly650. In particular, a tubing array654permits oil to flow through all necessary parts of the engine block652thereby lubricating double sided piston engine100.

In particular, oil pump656receives power from camshaft154. Oil pump656drives oil to and through the array654. Tee pipes660feed oil between first piston rings182and second piston rings184, and provide lubrication therefor. Return pipe662accepts oil as the oil flows therefrom and permits oil to flow back to the crankcase298. Within return pipe662is a pressure relief valve665. Pressure relief valve665closes the engine100stops and prevents oil from leaving either first cylinder120or second cylinder122. Upon starting the engine100, pressure relief valve665opens and permits oil flow through the engine100in general. In this fashion, oil is maintained on the wearing parts of engine100at all times. Such a function provides a great improvement for the engine100.

This application; taken as a whole with the specification, claims, abstract, and drawings; provides sufficient information for a person having ordinary skill in the art to practice the invention disclosed and claimed herein. Any measures necessary to practice this invention are well within the skill of a person having ordinary skill in this art after that person has made a careful study of this disclosure.

Because of this disclosure and solely because of this disclosure, modification of this method and apparatus can become clear to a person having ordinary skill in this particular art. Such modifications are clearly covered by this disclosure.