Two cycle internal combustion engine

A crankshaft driven positive displacement gear type air compressor enclosed within the engine housing forces air in between the compressor and reciprocating means. At approximately top dead center fuel is injected into the engine and burns. The high pressures of combustion transfer energy to the gears of the compressor and the reciprocating means and crankshaft assembly forcing them to accelerate. The reciprocating means accelerates to the bottom dead center position completely uncovering two exhaust ports. Exhaust passes through the exhaust ports and is scavenged with compressed air from the compressor flowing into the housing space enclosing the reciprocating means. The reciprocating means returns to the top dead center position compressing air in the housing space between the compressor and the reciprocating means. At approximately top dead center the process repeats itself. The improvement is the compressor gears are divided into sections to make several individual gear pumps used to pump all the working fluids in the engine, air, oil, fuel and water.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring now to the drawings in detail, FIGS. 1 - 6 , and 18 illustrate a two-cycle internal combustion engine constructed in accordance with one embodiment generally referred to by reference number 10 . In this embodiment the engine is enclosed by a housing assembly 12 , which is formed from two housing sections, 14 and 16 . Bolts 19 pass through holes 17 in the flanges 11 and 13 surrounding sections 14 and 16 and nuts 18 secure the two housing sections against gasket 23 . As clearly illustrated in FIG. 1 and FIG. 4 an intake port 20 is formed in the top wall of housing sections 14 and 16 . The lower end of intake port 20 connects to two parallel partial cylinders 33 and 34 formed in housing section 14 and in housing section 16 . They are parallel with the crankshaft and contain hollow gear shafts 46 and 47 (teeth not shown in side section views) which are meshed together as can be more clearly seen in FIG. 4 . These gear shafts are divided into sections that form five separate gear pumps used to pump all the working fluids in the engine, the water, fuel, oil, and air. Gear pump 100 and 101 are located at the ends of the gear shafts 46 and 47 and they pump the oil used in the engine through passages not shown. Gear pump 102 pumps the fuel used by the fuel injector and passes through fuel regulation means not shown. Gear pump 103 pumps the water used to cool the engine that passes through cooling passages 41 and 48 . Gear pump 104 pumps the air into the engine and functions as the compressor. Passage means are provided in the engine to carry the working fluids to their appropriate locations but are in most cases not shown. Seals 110 are spaced between the gear pumps to prevent mixing of the fluids. Gear shafts 46 and 47 have output shafts 42 , 43 , 44 and 45 extending through holes formed in the outer vertical walls of housing section 14 and 16 . The gear shafts 46 and 47 are crankshaft driven, counter rotating in opposite directions drawing intake air through intake port 20 and force the intake air into passage 30 , from which it passes into cylinder 40 . A fuel injector 32 projects into passage 30 through the rear wall of housing section 14 for injecting fuel into passage 30 . Partial cylinders 33 and 34 are centrally connected at their lower side to outlet passage 30 traversing the length of partial cylinders 33 and 34 within housing sections 14 and 16 and extending through internal housing wall 15 to cylinder 40 that contains piston 56 . As illustrated in FIG. 1 and FIG. 5 formed within the cylinder 40 is a horizontal generally elongated exhaust port 22 passing through housing section 14 and having flat upper and lower horizontal sides and curved vertical sides. The lower horizontal side of exhaust port 22 is aligned horizontally with upper horizontal surface face 54 of piston 56 when piston 56 is positioned at bottom dead center within cylinder 40 . As can be more clearly seen in FIG. 1 and FIG. 6 , piston 56 has an upper exterior horizontal surface face 54 , a circular exterior curved surface 53 tangent with the wall of cylinder 40 . Piston 56 is rotatably connected to connecting rod 59 rotatably connected to rod journal 61 of crankshaft 65 . As can be seen more clearly in FIG. 2 , FIG. 3 and FIG. 5 the crankshaft output shafts 63 and 64 pass through holes in housing section 14 and 16 for external power transfer from the crankshaft. Crankshaft output shaft 64 is centrally attached to a drive pulley 75 . The power transfer belt 72 circumscribes drive pulley 75 and extends around drive pulley 76 , which is attached to the output shaft 45 of gear shaft 47 . An oil pump 68 pumps oil through passages in the engine to areas of the engine requiring lubrication. Coolant flows through water jackets 41 and 48 to remove excess heat from the engine. The other necessary cooling means are not shown on the engine. Throttle plate 80 is located in the intake 20 to control the amount of air the engine receives. During operation of the engine the crankshaft output shaft 64 rotates the drive pulley 75 transferring power to the drive belt 72 causing drive pulley 76 , which is attached to gear shaft output shaft 45 , to rotate and turn gear shaft 47 . The teeth of gear shaft 47 rotate and force the teeth of gear shaft 46 to move forcing rotation of gear shaft 46 . The rotation of the gear shafts 46 and 47 , which are closely confined within parallel partial cylinders 33 and 34 moves air received from intake port 20 along the circumference of partial cylinders 33 and 34 and into passage 30 from which it passes into cylinder 40 . As crankshaft 65 rotates piston 56 is pushed by crankshaft connecting rod 59 towards internal horizontal housing wall 15 , thereby reducing the volume within cylinder 40 and compressing the air held therein between piston 56 and rotating gear shafts 46 and 47 of the air compressor. When piston 56 reaches approximately top dead center the fuel injector 32 injects fuel into passage 30 containing the compressed air from the compressor. The high temperature of the compressed air confined within passage 30 ignites the incoming fuel mixture from the compressor. The forces of combustion transfer energy to the teeth of gear shafts 46 and 47 and to the piston 56 simultaneously causing these parts to accelerate. The acceleration of the gear shafts 46 and 47 , transfers power to their output shafts 42 , 43 , 44 and 45 . The acceleration of the piston 56 transfers energy to the crankshaft 65 thereby transferring power to the output shafts 63 and 64 which is combined with the power output of the gear shaft output shaft 45 through power transfer belt 72 . As the gear shafts 46 and 47 accelerate they pump more air into the engine for combustion causing greater power to be generated. The fuel injector 32 is timed to turn off before piston 56 passes below exhaust port 22 so the combustion occurring within cylinder 40 can finish before exhaust gases begin to pass out of the engine. Fresh air from the compressor enters cylinder 40 and scavenges it of exhaust gases while the exhaust port 22 is exposed to the volume of cylinder 40 above the face of piston 56 and fills that portion of cylinder 40 with fresh air. As piston 56 moves towards top dead center, air between the gear shafts 46 and 47 and piston 56 is compressed into passage 30 making the engine ready for another power stroke. FIG. 7 illustrates a different embodiment of the described invention. FIG. 7 shows the embodiment wherein a poppet valve 85 seals passage 30 ′ from cylinder 40 ′. The valve stem of poppet valve 85 projects upwards through housing section 14 ′ and 16 ′ into a compartment containing the helical spring 86 and retainer 87 that keep valve 85 tensioned against the bottom of the lower wall of passage 30 . When combustion of the fuel and air in passage 30 ′ occurs the forces of combustion push valve 85 down against the face of the piston 56 ′ forcing it towards bottom dead center, there it uncovers exhaust port 22 ′ and exhaust gases escape through it from the cylinder. The valve 85 closes when fuel injector 32 (not shown) stops injecting fuel into the engine at which time the fresh air from the compressor flowing into passage 30 ′ burns the remaining fuel within passage 30 ′ and the valve then closes. This design does not need a camshaft. The pressures that are caused by combustion occurring in passage 30 ′ actuate valve 85 . Throttles 80 ′ and 81 control the amount of air flowing into the engine. Screw on cap 84 covers the compartment 88 , containing helical spring 86 , retainer 87 and the valve stem of valve 85 . The valve stem of valve 85 passes through valve guide 90 . Referring now to the drawings in detail, FIGS. 8 - 17 illustrate a two-cycle internal combustion engine constructed in accordance with one embodiment generally referred to by reference number 10 ′. In this embodiment the engine is enclosed by a housing assembly 12 ′, which is formed from three housing sections, 14 ″ and 16 ″ and 18 . Bolts 19 ″ pass through holes 17 ″ near the corners in sections 14 ″ and 16 ″ and thread into threaded holes passing through section 18 thereby bolting the three housing sections securely together. As clearly illustrated in FIG. 8 and FIG. 11 an intake port 20 ″ is formed in the top wall of housing section 14 ″, and a fuel injector 32 ″ projects into intake port 20 ″ through the rear wall of housing section 14 ″ for injecting fuel into port 20 ″. The lower end of intake port 20 ″ connects to two parallel partial cylinders 33 ″ and 34 ″ formed in the bottom of housing section 14 ″ and in the top of housing section 16 ″. They are parallel with the crankshaft and contain hollow gear shafts 46 ″ and 47 ″ (teeth not shown in side section views) which are meshed together as can be more clearly seen in FIG. 11 . Gear shafts 46 ″ and 47 ″ have output shafts 42 ″, 43 ″, 44 ″ and 45 ″ extending through holes formed in the outer vertical walls of housing section 14 ″ and 16 ″. The gear shafts 46 ″ and 47 ″ are crankshaft driven, counter rotating in opposite directions drawing intake air through intake port 20 ″ and forcing the intake air into passage 30 ″ from which it passes into cylinder 40 ″. Partial cylinders 33 ″ and 34 ″ are centrally connected at their lower side to outlet passage 30 ″ traversing the length of partial cylinders 33 ″ and 34 ″ within housing section 16 ″ and extending through internal housing wall 15 ″ to cylinder 40 ′ that contains reciprocating part 56 ″. As illustrated in FIG. 8 and FIG. 12 formed within the cylinder 40 ″ is a horizontal generally elongated exhaust port 22 ″ passing through housing section 16 ″ and having flat upper and lower horizontal sides and curved vertical sides. The lower horizontal side of exhaust port 22 ″ is aligned horizontally with upper horizontal surface face 54 ″ of reciprocating part 56 ″ when reciprocating part 56 ″ is positioned at bottom dead center within cylinder 40 ″. As can be more clearly seen in FIG. 8 and FIG. 9 reciprocating part 56 ″ has an upper exterior horizontal surface face 54 ″, a circular exterior curved surface 53 ″ that is tangent with the wall of cylinder 40 ″ and a lower depending section 58 . Lower depending section 58 has a transverse bearing hole 51 ″ formed therein surrounding rod journal 61 of crankshaft 65 ″. The upper section of reciprocating part 56 ″ 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 section 58 acting as lever arm that forces the rotation of upper section having curved sides 53 . The reciprocating part 56 ″ and crankshaft 65 ″ are assembled together so the reciprocating part can be one solid part. When crankshaft 65 ″ rotates reciprocating part 56 ″ rotates and the exterior curved surface 53 rotates as it slides up and down the cylinder wall 40 allowing constant contact with the wall of cylinder 40 ″. As can be seen more clearly in FIG. 9 , FIG. 10 and FIG. 12 the crankshaft output shafts 63 ″ and 64 ″ pass through holes in housing section 16 ″ and 18 for external power transfer from the crankshaft. Crankshaft output shaft 64 is centrally attached to a drive pulley 75 ″. The power transfer belt 72 ″ circumscribes drive pulley 75 ″ and extends around drive pulley 76 ″, which is attached to the output shaft 45 ″ of gear shaft 47 ″. During operation of the engine the crankshaft output shaft 64 ″ rotates the drive pulley 75 ″ transferring power to the drive belt 72 ″ causing drive pulley 76 ″, which is attached to gear shaft output shaft 45 ″, to rotate and turn gear shaft 47 ″. The teeth of gear shaft 47 ″ rotate and force the teeth of gear shaft 46 ″ to move forcing rotation of gear shaft 46 ″. The rotation of the gear shafts 46 ″ and 47 ″, which are closely confined within parallel partial cylinders 33 ″ and 34 ″ moves air received from intake port 20 ″ along the circumference of partial cylinders 33 ″ and 34 ″ and into passage 30 ″ from which it passes into cylinder 40 ″. As crankshaft 65 ″ rotates reciprocating part 56 ″ is pushed by crankshaft rod journal 61 ″ towards internal horizontal housing wall 15 ″, thereby reducing the volume within cylinder 40 ″ and compressing the air held therein between reciprocating part 56 ″ and rotating gear shafts 46 ″ and 47 ″ of the air compressor. When reciprocating part 56 ″ reaches approximately top dead center the fuel injector 32 ″ injects fuel into the incoming air stream within intake port 20 ″ and the fuel flows with the air into the air compressor. The air compressor discharges the fuel and air mixture received from intake port 20 ″ into passage 30 ″ containing the compressed air from the compressor. The high temperature of the compressed air confined within passage 30 ″ ignites the incoming fuel mixture from the compressor. The forces of combustion transfer energy to the teeth of gear shafts 46 ″ and 47 ″ and to the reciprocating part 56 ″ simultaneously causing these parts to accelerate. The acceleration of the gear shafts 46 ″ and 47 ″ transfers power to their output shafts 42 ″, 43 ″, 44 ″ and 45 ″. The acceleration of the reciprocating part transfers energy to the crankshaft 65 ″ thereby transferring power to the output shafts 63 ″and 64 ″ which is combined with the power output of the gear shaft output shaft 45 ″ through power transfer belt 72 ″. As the gear shafts 46 ″ and 47 ″ accelerate they pump more air into the engine for combustion causing greater power to be generated. The fuel injector 32 ″ is timed to turn off before reciprocating part 56 ″ passes below exhaust port 22 ″ so the combustion occurring within cylinder 40 ″ can finish before exhaust gases begin to pass out of the engine. Fresh air from the compressor enters cylinder 40 ″ and scavenges it of exhaust gases while the exhaust port 22 ″ is exposed to the volume of cylinder 40 ″ above the face of reciprocating part 56 ″ and fills that portion of cylinder 40 ″ with fresh air. As reciprocating part 56 ″ moves towards top dead center, air between the gear shafts 46 ″ and 47 ″ and reciprocating part 56 ″ is compressed into passage 30 ″ making the engine ready for another power stroke. FIGS. 13, 14 and 15 illustrate different embodiments of the described invention. FIG. 13 shows an embodiment wherein the fuel is injected into the intake port and ignition means placed in the wall of passage 30 , for ignition of the fuel mix in passage 30 . FIG. 14 shows the embodiment wherein fuel is injected into the passage 30 instead of into the intake port by fuel injector 32 , which is located in the rear wall of passage 30 . In this embodiment is illustrated in FIG. 17 , taken through section lines 17 , the two sets of gears to each side of the compressor gears positioned in partial cylinders 33 and 34 . These two gear sets are comprised of gears 90 , 92 , 94 , and 96 which are immersed in oil to reduce wear and function as a means to control the rate of wear of the main compressor gears. They can be used to pump cooling oil through the hollow gear shafts and through the oil cooler (not shown) to cool the gear shafts 46 and 47 . Oil control rings