Abstract:
The air hybrid engine with dual chamber cylinder with an air storage tank is an energy recovery unit from deceleration and breaking the vehicle and will perform as power management. During deceleration mode of a vehicle where the compressor chamber in the engine will recover energy by compressing the air and storing the compressed in a storage tank. During acceleration mode the engine will run in a mixed mode, conventional mode and air motor mode. The compressed air can also be used for starting the engine. The engine will operate in the “sweet spot” to optimize fuel consumption by using the lower chamber and or upper chamber in compression mode or an idle mode. The compressed air from the air storage tank can be used for other purposes such as air suspension and or to power pneumatic tools.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     This application is a continuation-in-part of applicant&#39;s co-pending application Ser. No. 12/238,203 filed Sep. 25, 2008 and PCT application PCT/US2008/011352 filed Oct. 2, 2008 the entire contents of which is hereby expressly incorporated by reference herein. 
    
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     Not Applicable 
     THE NAMES OF THE PARTIES TO A JOINT RESEARCH AGREEMENT 
     Not Applicable 
     INCORPORATION-BY-REFERENCE OF MATERIAL SUBMITTED ON A COMPACT DISC 
     Not Applicable 
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to improvements in an internal combustion engine. More particularly the improvement reduces the friction between the piston and cylinder wall to near zero and eliminated the cam shaft, crank shaft starter and outside super charger or turbo charger. The improvements can reduce the energy consumption and reduce emission. 
     The invention is energy recovery during deceleration of the vehicle will be done by a compressor in the engine and not by a braking system where an air compressor sends compressed air to a storage tank to reuse the compressed air in the engine for starting and acceleration. 
     The invention reduces the energy consumption by using the dual chamber cylinder compressor in compression mode or in idle mode for energy management strategies and runs the engine in a “sweet spot” of energy consumption optimization. 
     This invention, when used as a two-stroke engine, each cylinder will stroke two times in one revolution whereas in a conventional engine, with four cylinders, will stroke two times in one revolution that will make the one dual chamber cylinder engine/compressor equivalent to four cylinders of a conventional engine. The lower chamber is used as a compressor for energy recovery during deceleration. 
     This invention, when used as a four-stroke engine, the engine will stroke four times in one revolution. In a conventional engine, with four cylinders, will stroke two times in one revolution that makes one dual chamber cylinder engine/compressor equivalent to two cylinders of a conventional engine plus the lower chamber can be used as a supercharger and as energy recovery during deceleration. 
     2. Description of Related Art Including Information Disclosed Under 37 CFR 1.97 and 1.98: 
     Numerous patents have been issued on piston driven engines. The majority of these engines use pistons that move up and down in a cylinder. The piston is connected to a crank shaft and the piston pivots on a wrist pin connected to the piston connecting rod. The side-to-side motion of the piston rod eliminates the potential for a sealing surface under the piston. The design of an engine with piston rods that remain in a fixed orientation to the piston allow for a seal to exist under the piston and this area can be used as a pump to increase the volume of air being pushed into the top of the piston to turbo-charge the amount of air within the cylinder without use of a conventional turbo charger driven from the exhaust or the output shaft of the engine. Several products and patents have been issued that use piston rods that exist in fixed orientation to the piston. Exemplary examples of patents covering these products are disclosed herein. 
     U.S. Pat. No. 3,584,610 issued Jun. 15, 1971 to Kilburn I. Porter discloses a radial internal combustion engine with pairs of diametrically opposed cylinders. While the piston arms exist in a fixed orientation to the pistons the volume under the pistons is not used to pump air into the intake stroke of the engine. 
     U.S. Pat. No. 4,459,945 issued Jul. 17, 1984 to Glen F. Chatfield discloses a cam controlled reciprocating piston device. One or opposing two or four pistons operates from special cams or yokes that replace the crankpins and connecting rods. While this patent discloses piston arms that are fixed to the pistons there also is no disclosure for using the area under each piston to move air into the intake stroke of the piston. 
     U.S. Pat. No. 4,480,599 issued Nov. 6, 1984 to Egidio Allais discloses a free-piston engine with operatively independent cam. The pistons work on opposite sides of the cam to balance the motion of the pistons. Followers on the cam move the pistons in the cylinders. The reciprocating motion of the pistons and connecting rod moves a ferric mass through a coil to generate electricity as opposed to rotary motion. The movement of air under the pistons also is not used to push air into the cylinders in the intake stroke. 
     U.S. Pat. No. 6,976,467 issued Dec. 20, 2005 and published application US2001/0017122 published Aug. 30, 2001, both to Luciano Fantuzzi disclose an internal combustion engine with reciprocating action. The pistons are fixed to the piston rods, and the piston rods move on a guiding cam that is connected to the output shaft. These inventions use the piston was as a guide for reciprocating action and thereby produce pressure on the cylinder walls. The dual chamber design uses piston wall and a guided tube in the bottom of the lower chamber as guides for the piston in the reciprocating action. Neither of these two documents discloses using the lower chamber as a supercharger. 
     What is needed is an engine where the underside of the piston is used to compress the air and work as a supercharger for the upper chamber cylinder and uses the lower chamber and or the upper chamber for energy recover during deceleration. This application discloses and provides that solution. 
     BRIEF SUMMARY OF THE INVENTION 
     It is an object of the air hybrid engine with dual chamber cylinders to utilize the underside of a piston to act as a supercharger or compressor for the engine use or other uses and as energy recovery during deceleration. 
     It is an object of the engine with dual chamber cylinders to use a guided tube in the bottom of the cylinder and an ellipse shaft to convert reciprocating rectilinear motion into rotational motion. 
     It is an object of the air hybrid engine with dual chamber cylinders to use the upper chamber as a four-stroke engine and the lower chambers as a compressor or supercharger or for energy recovery during deceleration. 
     It is an object of the air hybrid engine with dual chamber cylinders to use a two-stroke engine by using the upper chamber as combustion/exhaust and or as an air/compressor and a lower chamber can be used as a compressor for energy recovery during deceleration. 
     It is an object of the air hybrid engine with dual chamber cylinders to eliminate friction that is created by the piston rocking and being pushed and pulled side-to-side with the piston arm. The side-to-side force is eliminated because the piston is pushed and pulled linearly within the cylinder thereby eliminating the side-to-side rotation and friction. 
     It is an object of the air hybrid engine with dual chamber cylinders to utilize the underside of a piston to act as a compressor during deceleration for energy recovery. 
     It is an object of the air hybrid engine with dual chamber cylinders to be used as an airplane engine because the engine can be lighter in weight and higher in efficiency. 
     It is an object of the air hybrid engine with dual chamber cylinders to eliminate the crankshaft camshaft, cam sprocket, timing belt, timing belt tensioner, outside supercharger or turbocharger starter, battery, generator and motor. All of the space required by the identified components reduces the space, weight and cost and energy consumption. 
     It is an object of the air hybrid engine with dual chamber cylinders to save energy of the dual chamber verses existing four-stroke engine because the engine is lighter, lower friction, no side forces in the piston, fewer parts and uses a lower chamber as a compressor for energy recovery. 
     It is still another object of the air hybrid engine with dual chamber cylinders to save energy by using the dual chamber compressor for energy management strategies and run the engine in the “sweet spot” of energy conservation and by deceleration of the vehicle by using the dual chamber compressor in the engine and not use the braking system. 
     It is still another object of the air hybrid engine to save energy by recovery of energy from the braking system. 
     Various objects, features, aspects, and advantages of the present invention will become more apparent from the following detailed description of preferred embodiments of the invention, along with the accompanying drawings in which like numerals represent like components. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S) 
         FIG. 1  shows a block diagram of a two cycle air hybrid engine. 
         FIG. 2  shows a block diagram of a four cycle air hybrid engine. 
         FIG. 3  cut-away view of a first preferred embodiment of the dual chamber cylinder Type I and Type II at air pressure intake. 
         FIG. 4  shows a cut-away view of the first preferred embodiment of the dual chamber cylinder Type I and Type II at exhaust. 
         FIG. 5  shows a cut-away view of a second preferred embodiment of the dual chamber cylinder type III. 
         FIG. 6  shows a cut-away view of the dual chamber cylinder. 
         FIG. 7  shows a block diagram of the operation of the two-cylinder/two-stroke engine. 
         FIG. 8  shows a block diagram of two-cylinder, two-stroke engine with a supercharger cylinder. 
         FIG. 9  shows a dual chamber cylinder for a two-stroke engine with a piston valve. 
         FIG. 10  shows a detail view of a piston valve. 
         FIG. 11  shows a cam lobe(s) for an exhaust valve for a two-stroke engine. 
         FIG. 12  shows a block diagram of a four cylinder-four cycle engine four stroke engine with an inter-cooling storage tank. 
         FIG. 13  shows a cam lobe for an exhaust valve of a four-stroke engine. 
         FIG. 14  shows a cam lobe for an intake valve of a four-stroke engine. 
         FIG. 15  shows a first preferred embodiment of a piston rod connected to an elliptical shaft device. 
         FIG. 16  shows a cross sectional view of the piston rod, elliptical shaft device with a cam lobe for exhaust valves for the Type I and Type II engines. 
         FIG. 17  shows a cross sectional view of the piston rod, elliptical shaft and a cam lobe for an air valve and a cam lobe for an exhaust valve for a Type III and IV engine. 
         FIG. 18  shows a second preferred embodiment of a piston rod connected to an elliptical shaft. 
         FIG. 19  shows a cross sectional view of the piston rod, elliptical shaft and a cam lobe for exhaust valves for the Type I and Type II engines. 
         FIG. 20  shows a cross sectional view of the piston rod, elliptical shaft and a cam lobe for an air valve and a cam lobe for an exhaust valve for a Type III and IV engine. 
         FIG. 21  shows a cross sectional view of dual piston rods with a single cam lobe. 
         FIG. 22  shows a cross sectional view of a preferred embodiment of the combustion cylinder and compressor cylinder with a three position spool valve. 
         FIG. 23  shows a cam lobe that operates a spool valve for a two-cycle engine. 
         FIG. 24  shows a cam lobe that operates spool valve for a four cycle engine. 
         FIG. 25  shows a graph of where power is consumed in a typical four-stroke engine at various engine speeds. 
         FIG. 26  shows a cut-away view of an oil injection system using an injector that is similar to a fuel injector. 
         FIG. 27  shows a cut-away view of an oil injection system using an injector with the spool valve in the open position. 
         FIG. 28  shows a cut-away view of an oil injection system using an injector with the spool valve in the closed position. 
         FIG. 29  shows simplified cross sectional view of a first preferred embodiment of the engine with eight cylinders on one elliptical device that includes two lobes for exhaust valves and two lobes for intake valves. 
         FIG. 30  shows simplified cross sectional view of a second preferred embodiment of the compressor with eight cylinders on one elliptical device that is located after the transmission in a vehicle. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The engine/compressor can be one of four types. Type I is a two-stroke engine, Type II is a four-stroke engine with supercharger and Type III is a two-stroke compressor. The figures show various spaces above and below the pistons. These spaces are for the purposes of illustration only and change based upon the design requirements. In general the spacing above a piston is greater than the spacing below the piston for clearance of a spark plug, air movement and or fuel injection. 
       FIG. 1  shows a block diagram of a two cycle air hybrid engine and  FIG. 2  shows a block diagram of a four cycle air hybrid engine. Each of these figures shows four separate cylinders  30  where each cylinder  30  has a piston  30 . The piston(s)  40  divide each cylinder into an upper chamber and a lower or compressor chamber. In  FIG. 1  only two of the cylinders  30  have a fuel injector  70  and a spark plug  71  while in  FIG. 2 , all of the cylinders have a fuel injector  70  and a spark plug  71 . Atmospheric air and or natural aspirated air  83  enter through check valve  122  that is brought either directly into the cylinders or into a supply pipe  127 . 
     As the piston  40  goes up, the piston will both compress air within the upper chamber on top of the cylinder  30  and draw air into the lower or compressor chamber. When the air/fuel mixture located in the upper chamber is ignited and expands, the piston  40  will be driven down and compress the air located in the lower or compressor chamber. The compressed air will then flow from the lower or compressor chamber through return pipe  128  and into a storage tank  124 . 
     In  FIG. 1 , two of the pistons are configured such that the compressed air in the upper chamber flows through a transfer pipe  129  and into an adjoining cylinder. A series of one-way check valves  123  ensure that air flows into and out of the cylinders  30  ad the storage tank  124  in the proper direction. Pressurized air in the storage tank  124  is controlled with two valves. The first valve  135  is operated by an ignition key and a second valve  136  is operated by a brake pedal or by an electrical and or hydraulic control that coordinates between braking and vehicle control. The lower or compressor chamber has a valve  88  that is controlled by the brake pedal of the vehicle or by an electrical controller to allow the lower or compressor chamber to operate in a compressor mode or in an idle mode. The air intakes for the upper chambers supplies air from an air line  127  that is connected to the air storage tank  124  and the air line has a branch line with a check valve  122  that allows air flow into the air line  122  when the first valve  135  and or the second valve  136  is closed. 
     During acceleration and starting, the engine will use the compressed air from within the storage tank  124  to supply the upper chambers intake/compressor to create a higher pressure wherein the higher pressure is sent to the upper chambers to function as a combustion/air motor. A controller (not shown) will coordinate powering said vehicle using pressure in the air storage tank and fuel supply. 
       FIGS. 3 and 4  show cut-away views of a preferred embodiment of the dual chamber cylinder. An internal combustion engine has one or more cylinders  30  where each cylinder  30  is divided by a piston  40  into an upper and lower chamber. The piston(s)  40  slide with reciprocating rectilinear motion inside the cylinder  30  with a piston rod or arm  41 . The piston rod  41  exists in a fixed orientation to the piston  40  and slides in and out of the cylinder through a guided tube with seal  42  in the end of the cylinder, using low friction seal(s). There are two types of operation for the cylinders. Type I has one chamber for combustion/exhaust and a second chamber for air/compression which is herein called a two-stroke engine. The second type II uses one chamber for air/compress/combustion/exhaust and a second chamber for air/compression which is herein called a four-cycle engine with supercharger. 
     The bottom of the cylinder has a pipe  82  and the pipe  82  is connected to an outlet check valve  123  and then into line  128 , or the air passes thought a separate check valve  123  to the lower chamber, or to a third valve  88  for free flow of air through the cylinder. A valve  90  is a spool valve that exists in one of three positions to a) allow intake air into the combustion chamber and closes the exhaust outlet; b) closes both the inlet and the outlet ports for the combustion cycle, and c) to allow the exhaust out and closes the inlet air for the exhaust cycle. 
     The piston rod  41  will slide in and out of the cylinder through a guided tube in one end of the cylinder using a low friction seal  42 . The piston, which can slide with reciprocating rectilinear motion inside the cylinder between a bottom dead center (BDC) and top dead center (TDC) a device such as an ellipse shaft converts the reciprocating rectilinear motion of the piston into rotary motion of the engine shaft. The piston arm  41  movement distance between the bottom dead center (BDC) and the top dead center (TDC) is equal to a half difference of the major axis and the minor axis of the ellipse shaft and each shafting will turn the engine shaft at 90 degrees rather than 180 degrees as in an existing engine. The ellipse or elliptical crank  100  shaft has two walls, an inside wall  101  to push the piston rod into the cylinder and an outside wall  102  to pull out the piston rod out of the cylinder. The ellipse or elliptical crank is shown and described in more detail with  FIGS. 14-19  herein. The piston rod or arm  41  terminates in a piston arm guide  43  with two roller set against the outside wall  102  and the second roller bearings  45  set against the inside wall  101 . 
     A head  31  closes the top of the cylinder  30 . The head  31  includes provisions for a fuel injector  70  for supplying fuel into the air stream of the intake and a spark plug  71  to ignite a compressed gas/air mixture with the cylinder  30 . Air enters into the cylinder from the intake port where air  81  comes in  80  through an intake check valve. Exhaust air  91  exits the cylinder from the exhaust port where exhaust air  91  comes through the exhaust valve  90 . The exhaust valve  90  is held closed by an exhaust valve spring  92  that pushes on an opposing exhaust valve spring stop  93 . The exhaust valve  90  has an exhaust valve lifter  94  that is lifted with an exhaust cam lobe  95  located on the crank  100 . 
     The piston  40  seals against the inside of the cylinder  30  with a series of compression  50  and oil rings  51 . An oil tube or pipe  60  and an oil drain  61  moved oil out the piston. The oil passage into the oil pipe  60  is shown and described in more detail with  FIGS. 26 ,  27  and  28 . Because oil enters in the middle of the piston  40  there are oil rings  50  on both sides of the oil pipe  60  with compression rings  50  near the outer surfaces of the piston  40 . 
       FIG. 5  shows a cut-away view of a second preferred embodiment of the dual chamber cylinder type III and  FIG. 6  shows a cut-away view of the one chamber cylinder. An internal combustion engine has one or more cylinders  30  where each cylinder  30  is divided by a piston  40  into an upper and lower chamber. The piston(s)  40  slide with reciprocating rectilinear motion inside the cylinder  30  with a piston rod or arm  41 . The piston rod  41  exists in a fixed orientation to the piston  40  and slides in and out of the cylinder through a guided tube or piston arm seal  42  in the end of the cylinder, using low friction seal(s). This Type III uses one chamber for air/compress/combustion/exhaust. 
     The piston rod  41  will slide in and out of the cylinder through a guided tube in one end of the cylinder using a low friction seal  42 . The piston, which can slide with reciprocating rectilinear motion inside the cylinder between a bottom dead center (BDC) and top dead center (TDC) a device such as an ellipse shaft converts the reciprocating rectilinear motion of the piston into rotary motion of the engine shaft. The piston arm  41  movement distance between the bottom dead center (BDC) and the top dead center (TDC) is equal to a half difference of the major axis and the minor axis of the ellipse shaft and each shafting will turn the engine shaft at 90 degrees rather than 180 degrees as in an existing engine. The ellipse or elliptical crank  100  shaft has two walls, an inside wall  101  to push the piston rod into the cylinder and an outside wall  102  to pull out the piston rod out of the cylinder. The ellipse or elliptical crank is shown and described in more detail with  FIGS. 15-20  herein. The piston rod or arm  41  terminates in a piston arm guide  43  with two roller bearings  44 . One set of roller bearings is set against the outside wall  102  and the second set of roller bearings is set against the inside wall  101 . 
     A head  31  closes the top of the cylinder  30 . The head  31  includes provisions for a fuel injector  70  for supplying fuel into the air stream of the intake and a spark plug  71  to ignite a compressed gas/air mixture with the cylinder  30 . Air enters into the cylinder from the intake port where air  81  comes in  80  through an intake valve  80 . The air that enters from the intake valve  80 . The intake valve is held closed by an intake valve spring  82  that pushes on an opposing intake valve spring stop  83 . The intake valve  80  has an intake valve lifter  84  that is lifted with an intake cam lobe  85  located before the crank  100 . Exhaust air  91  exits the cylinder from the exhaust port where exhaust air  91  comes through the exhaust valve  90 . The exhaust valve  90  is held closed by an exhaust valve spring  92  that pushes on an opposing exhaust valve spring stop  93 . The exhaust valve  90  has an exhaust valve lifter  94  that is lifted with an exhaust cam lobe  95  located after the crank  100 . 
     In  FIG. 5  the intake port  81  further includes a check valve  87  that prevents back flow of air through the intake port  81  when the cylinder is being used as a compressor. The piston  41  in this figure further includes internal oil lubrication pipes  60  and  61 . 
       FIG. 6  show cut-away views of a compressor cylinder using dual chamber cylinder. An internal combustion engine has one or more air pump cylinders  33  where each cylinder  33  is divided by a piston  40  into an upper and lower chamber. The piston(s)  40  slide with reciprocating rectilinear motion inside the cylinder  30  with a piston rod or arm  41 . The piston rod  41  exists in a fixed orientation to the piston  40  and slides in and out of the cylinder through a guided tube or piston arm seal  42  in the end of the cylinder, using low friction seal(s). 
     The piston rod  41  will slide in and out of the cylinder through a guided tube in one end of the cylinder using a low friction seal  42 . The piston, which can slide with reciprocating rectilinear motion inside the cylinder between a bottom dead center (BDC) and top dead center (TDC) a device such as an ellipse shaft converts the reciprocating rectilinear motion of the piston into rotary motion of tan engine shaft. The piston arm  41  movement distance between the bottom dead center (BDC) and the top dead center (TDC) is equal to a half difference of the major axis and the minor axis of the ellipse shaft and each shafting will turn the engine shaft at 90 degrees rather than 180 degrees as in an existing engine. The ellipse or elliptical crank  100  shaft has two walls, an inside  101  wall to push the piston rod into the cylinder and an outside wall  102  to pull out the piston rod out of the cylinder. The ellipse or elliptical crank is shown and described in more detail with  FIGS. 15-20  herein. The piston rod or arm  41  terminates in a piston arm guide  43  with two roller bearings  44 . One set of roller bearings is set against the outside  102  wall and the second set of roller bearings is set against the inside wall  101 . The each chamber of cylinder  33  has one air intake check valve  86  and one compressed air outlet check valve  96 . Operable valve(s)  88  open and close based upon the braking or control of the driver/brake pedal or control system to allow the cylinder to operate as a compressor to pump compressed air into a storage tank to store energy that would normally be wasted in braking. 
     Two-Stroke Engine. 
       FIG. 7  shows a block diagram of two cylinders acting as a four cylinder engine. This is accomplished by using the downward stroke of the first cylinder to generate power for the engine and at the same time compresses the air in the lower chamber to use in the second cylinder. The downward stroke of the second cylinder generates power for the engine and compresses air for the first cylinder. The components of these cylinders is the same or similar to the components shown and described in  FIG. 3 . The air valve shown in  FIG. 10  and the cam lobe have exhaust lobes  133 . 
     A fuel injector  70  and a spark plug  71  exist on the top or head of the cylinder. On the up stroke of a piston  40  atmospheric air  120  is brought into the underside of the cylinder  30  through a one-way check valve  122 . When the piston  40  goes down the air within the cylinder is compressed and passes through a piston actuated valve  110  and through a one way check valve  123  where the pressurized air line  121  pushes the compressed air into the top of a piston though one-way check valve  86  where it is mixed with injected fuel from the fuel injector  70  and detonated with the spark plug  71 . The piston  40  is then driven down with the expanding gas. The piston  40  then moves up and expel the burnt exhaust through valve  96  and out the exhaust port  91 . 
       FIG. 8  is the same as  FIG. 7  except for the addition of one compressor cylinder for the system to act as a supercharger. The components and functions of  FIG. 8  is the same as  FIG. 7 . The compressor  33  pushes the compressed air through line  126  and then through the piston valve  110  to the cylinder  32 . From  FIG. 8 , both strokes of the air pump cylinder  33  bring in air from the outside into air lines  81  through one way valves  86 . The air within the pressurized air line  126  is also increased by the downward stroke of the work cylinders  32 . 
     The engine in  FIG. 9  has a fuel injector  70  and a spark plug  71 . The cylinder  30  has a pressurized air line  121  with a one-way intake check valve  86  and an exhaust valve  96  where the burned exhaust exits out the exhaust port  91 . In the lower portion of the cylinder air is brought into  120  the underside of the piston  40  through one-way valve  122  as the piston moves up in the cylinder  30 . When the piston  40  moves down the air under the piston  40  is compressed and exits the bottom of the cylinder  30  only when the underside of the piston  40  depresses the stem  111  of the piston actuated valve  110 . The piston actuated valve  110 . 
       FIG. 10  has a stopper piston  115  that blocks the compressed air from line  126  and from the same cylinder and blocks outlet line  121 . The piston has vent holes  112  to allow the pressure to equalize the pressure in the upper and lower portions of the stopper piston  115 . The piston is held in a closed position by spring  113 . When the underside of piston cylinder  40  pushes down on the stem  111  the spring force in overcome and the stopper piston  115  is pushed down thereby allowing flow from line  126  and from the bottom of the cylinder to go through line  121  to the other cylinders. The spring  113  and the stopper piston  115  are maintained in a housing  114  that seals the pressurized air line  121  and the pressurized line  126 . 
       FIG. 11  shows the cam lobes  133  for the left exhaust valve for the two-stroke engine. 
     Four-Stroke Engine 
       FIG. 12  shows a block diagram of a four cylinder-four cycle engine. The components of these cylinders is similar to previous described with the cylinder(s)  30  having an internal piston  40  connected to a fixed piston arm through a bearing  44  to an elliptical crank  130  that turns drive shaft  131 . A fuel injector  70  and a spark plug  71  exist on the top or head of the cylinder. On the up stroke of a piston  40  atmospheric air  120  is brought into the underside of the cylinder  30  through a one-way check valve  122 . When the piston  40  goes down the air within the two cylinders is compressed and passes through a one way check valve  123  where the pressurized air line  127  pushes the compressed air into air storage tank  124 . The pressurized air from the air storage tank  124  is sent to the combustion chambers through air line  128  that has a first valve  135  that is operated by the ignition key and a second valve  136  that is operated by a brake pedal or by an electrical and or hydraulic control that coordinated between braking and vehicle control. The line  128  has a branch line  83  with a check valve  122  that allows air flow into the air line  128  when the first valve  135  and or the second valve  136  is closed to allow the combustion chamber to work with naturally aspirated air and stored air pressure that is stored in the storage tank  124  during deceleration. During acceleration the top of a piston though check valve  125  where it is mixed with injected fuel from the fuel injector  70  and detonated with the spark plug  71 . The piston  40  is then driven down with the expanding gas. The piston  40  then moves up and expel the burnt exhaust through valve  96  and out the exhaust port  91 . A storage tank  124  is used to store the pressurized air from the down strokes of the pistons. Alternately it is contemplated that upon the down stroke the air under the piston can pass through a one-way valve within the piston to the top side of the piston. The component of these cylinders is the same or similar to the components shown and described in  FIGS. 3 and 4 . 
       FIG. 13  shows a cam lobe  133  for the exhaust valves lifter for a four-stroke engine and  FIG. 14  shows a cam lobe for the intake lifter for a four stroke engine. 
       FIG. 15  shows a first preferred embodiment of a piston rod  41  connected to an elliptical shaft  130 .  FIG. 16  shows a cross sectional view of the piston rod and elliptical crank with cam lobes  133  for exhaust lifter valves  94  and  FIG. 17  shows a cross sectional view of piston rod  43  and elliptical crank  130  with two cam lobes  132  for intake air valves. Cam lobes  133  are used for operating exhaust valves. The piston rod  41  is supported on three bearings  44  and  45 . Bearing  45  rolls on the inside wall  101  and bearings  44  roll on the outside walls  102 . Bearing  45  is called a push bearing and bearings  44  are called pull bearings. 
       FIG. 18  shows a second preferred embodiment of a piston rod  41  connected to an elliptical shaft  130 .  FIG. 19  shows a cross sectional view of the piston rod and elliptical crank with cam lobes  133  for exhaust lifter valves  94  and  FIG. 20  shows a cross sectional view of piston rod  43  and elliptical crank  130  with two cam lobes  132  for intake air valves.  FIG. 21  shows a cross sectional view of dual piston rods with a single cam lobe. Cam lobes  133  are used for operating exhaust valves. The piston rod  41  is supported on four bearings  46  and  47 . Bearing  47  rolls on the inside wall  101  and bearings  46  roll on the outside walls  102 . Top bearing  46  is called a push bearing and bottom bearings  47  are called pull bearings. 
       FIG. 22  shows a cross sectional view of a preferred embodiment of a two cycle engine. The figure shows two cylinders. The first upper chamber cylinder is used as a compressor; the intake air is used from air line  127  and has a check valve. The air line  127  is connected to air storage tank  124  through a first valve  135  and a valve  136 . During normal operation and acceleration the intake air uses air from the air storage tank and during deceleration the intake air uses the air from outside of the engine or naturally aspirated air. 
     The compressed air from the first chamber will be sent to the second chamber/combustion chamber through air line  129  that has two check valves. The two lower chambers work as compressors during deceleration for energy recovery and the two chambers have three valves. The first valve is for air intake with a check valve  86 . The second valve is for the outlet of air through check valve  86 . The third valve  88  is to operate the chamber in compressor mode or for an idle mode. The combustion chamber uses a spool valve  90  that exists in one of three positions to a) allow intake air into the combustion chamber and closes the exhaust outlet; b) closes both the inlet and the outlet ports for the combustion cycle, and c) to allow the exhaust out and closes the inlet air for the exhaust cycle. It is further contemplated that the compression cylinders can further include a fuel injector and a spark plug to allow the cylinders to operate as an engine. 
       FIG. 23  shows a cam lobe that operates a spool valve for a two-cycle engine. The lobe is divided into three regions. The first region A-B is for the intake air cycle and the second region B-C is for the combustion cycle and the third region C-A is for the exhaust cycle. 
       FIG. 24  shows a cam lobe that operates spool valve for a four cycle engine. The lobe is divided into three regions. The first region A-B is for the intake air cycle and the second region B-C is for the combustion cycle and the third region C-A is for the exhaust cycle. 
       FIG. 25  shows a graph of where power is consumed in a typical four stroke engine at various engine speeds. From this graph the crankshaft friction, piston and connecting rod friction oil pumping, piston ring friction, valve gear power and the pumping power are shown at engine speeds of 1,500 to about 4,000 rpm. In the disclosed design the drive mechanism for the valve cam is eliminated because the valves are moved with lobes on the same shaft of the crank shaft. Frictions from angular rotation of the piston on the piston arm and piston side drag on the cylinder walls are also eliminated. The aerodynamic drag under the piston is also eliminated (not shown in this graph). 
       FIGS. 26-28  show cut-away views of an oil injection system. About two-thirds of an engine friction occurs in the piston and rings, and two-thirds of this is friction at the piston rings. All friction that occurs due to side-to-side force is eliminated because there are no side forces in the proposed design; therefore there are three alternatives of lubrication. In the first preferred embodiment, oil is injected in a method similar to fuel being injected into the cylinders as shown in  FIG. 26 . The second preferred embodiment is with oil being injected through an oil valve shown in  FIGS. 27 and 28 . 
     In  FIG. 26  shows the first preferred embodiment of a cut-away view of an oil injection system using an injector that is similar to a fuel injector. In this figure the oil injector  147  injects oil into the oil pipe  60  when the piston  40  is at or near the bottom of the stroke. 
       FIGS. 27-28  show second preferred embodiment a oil valve  144  is used to force oil onto the piston rings between the two oil rings  51  that will inject or pump oil when the piston  40  reaches the bottom of the cylinder  30  when the oil is channeled into the piston  40  and then goes into an oil pipe  60  then into the oil or into the piston rod  41 . The oil will then drain through the oil drain  61  and then goes over the roller and then into a sump pump. The piston has two compression rings  50  and two oil rings  51  and one oil channel  61  and an oil pipe  60 . 
     From the detail shown in  FIGS. 25 and 26 , when the piston  40  reaches near the bottom of the stroke the bottom of the piston  40  will make contact with a stem  140  that is linked through an arm  142  on a pivot  141 . The arm will lift  146  the valve  144  where oil will then be injected  143  through the cylinder  30  wall into the oil pipe  60 . A spring  145  maintains the injector  143  in a closed orientation until the piston  40  and oil injector  143  are sufficiently aligned at the bottom of the stroke. 
     A third alternative is to lubrication using a fuel and oil mixture that is commonly used with two stroke engines. 
       FIG. 29  shows a simplified cross sectional view of the engine with eight cylinders on an elliptical crank. The components of these cylinders is similar to previous described with the cylinder(s)  30  having an internal piston  40  connected to a fixed piston arm through a bearing  44  to an elliptical crank  130  that turns drive shaft  131 . A fuel injector  70  and a spark plug  71  exist on the top or head of the cylinder. Each piston  40  has a piston arm  41  that connects through a bearing onto the elliptical crank  130  that turns the drive shaft  131 . The cylinders could be various types of mixed cylinders selected between engine cylinders and compression cylinders based upon desire, need or use. 
       FIG. 30  shows a simplified cross sectional view of the compressor with eight cylinders on an elliptical crank  130 . While this view shows eight cylinders it is contemplated that as few as one cylinder to many more than eight cylinders can be used. In this embodiment the compressor is located after the transmission. The components of these cylinders  30  have an internal piston  40  that is connected to a fixed piston arm through a bearing  44  and then to an elliptical crank  130  that are turned by drive shaft  131 . Each cylinder has two chambers and each chamber has an inlet check valve  86  and an outlet check valve  86  and a third valve  88  and the third valve  88  is controlled by a brake pedal or by an electrical controller to allow the chamber to operate in a compressor mode or in an idle mode. During normal operation the crank  130  will turn freely with minimal resistance because valves  88  will be open. During deceleration the valves  88  will be closed and the compressor will draw power from shaft  13  to compress the air and send the pressurized air into the air storage tank ( 124  not shown). 
     Although the invention has been described by reference to certain specific embodiment, it should be understood that numerous changes may be made within the spirit and scope of the inventive concepts disclosed. Accordingly, it is intended that the invention not be limited to the described embodiments, but that it have the full scope defined by the language of the following claims.