Abstract:
A two stroke cycle reciprocating piston internal combustion engine having horizontally opposed cylinders and pistons, scotch yokes and self adjusting sliding blocks for the interface between the scotch yokes and crankpins, and secondary cylindrical pistons to maintain the scotch yokes in perpendicular vertical alignment with the crankpins. The secondary cylindrical pistons also operate as valves to open exhaust ports. A supercharger forces air through intake ports and into the main cylinders, then into secondary cylinders, and scavenges the exhaust gases through the exhaust ports. There is no carburetor and no adjustable distributor but rather ignition signals within its operating range, at a certain angle before top dead center. In addition, a capacitive discharge ignition system using multiple transformer ignition coils for each cylinder and rail spark plugs with multiple sets of rails to ignite very lean air/fuel mixtures. And lastly, a capacitive discharge system with rail fuel injectors, to supply the required amount of fuel into each cylinder at the proper time.

Description:
This application is a Divisional of Ser. No. 08/795,768 filed Feb. 5, 1997 now U.S. Pat. No. 5,799,628. 
    
    
     FIELD OF THE INVENTION 
     The present invention concerns internal combustion engines, and particularly reciprocating piston engines utilizing scotch yokes to translate rectilinear to rotary motion. The present invention also concerns rail spark plugs with multiple transformer ignition coils, and rail fuel injectors. It will become evident that these improvements will produce a more efficient engine and lower the amount of pollutants in the exhaust. 
     DESCRIPTION OF THE PRIOR ART 
     Many engine designs have been proposed over the years to improve performance and efficiency. The most familiar design is the conventional reciprocating piston internal combustion engine. It uses connecting rods to connect the pistons to the crankpins of a crankshaft to translate linear reciprocating motion of the pistons to rotary motion of the crankshaft. A connecting rod is articulable at both ends where it attaches to the piston and crankpin. The piston is connected to the connecting rod by a wrist pin that passes through the piston and the connecting rod. This design is known as the slider crank engine. It has proven its usefulness, but does have some disadvantages and limitations. 
     Many ideas have been proposed to improve the slider crank engine. For example: supplemental pistons and cylinders converging into a shared combustion chamber, see U.S. Pat. No. 3,961,607; connecting rods with a pair of wrist pins, see U.S. Pat. No. 4,463,710; and pistons with variable compression height, see U.S. Pat. No. 4,979,427. Many contemporary engines use multiple valves and overhead cams. Each of these results in a more complex engine having more parts and greater reciprocating mass and total engine mass. Further, it is unlikely that power loss caused by friction from the side loading of the pistons and the pendulous motion of the connecting rods can be reduced. 
     The scotch yoke has been used in certain engine designs seeking improved cycle dynamics over the slider crank engine. For example, see U.S. Pat. Nos. 4,485,768, 4,584,972, 4,598,672, 4,803,890, 4,887,560, and 5,375,566. These efforts though creative, either use many parts in a complex arrangement or contain certain weaknesses of the traditional scotch yoke design. The traditional design connects two horizontally opposed pistons by rigid non-articulable connecting rods to a shuttle having a slot which accommodates the crankpin of a crank shaft. Guide surfaces constrain the motion of the shuttle to a linear path and the crankpin slides within the slot as the crankshaft rotates through its range, converting the linear reciprocating piston motion to rotary crankshaft motion. The slot within the shuttle must be at least as wide as the crankpin diameter and at least as long as the diameter of crankpin travel. There are two competing objectives in the design of the crankpin and slot interface for scotch yokes, reduce friction and reduce clearance. Friction causes energy loss and in wear of the scotch yoke, but especially in wear of the crankpin, because its curved surface is tangent to the slot&#39;s planar surface. Clearance at the interface results in a loss of shuttle motion during traversal of the clearance gap, and in impact damage and vibrations when the crankpin accelerates across the clearance gap and collides against the shuttle. The effects of friction and clearance at the crankpin and slot interface are energy inefficiency, and excessive wear and tear. 
     Various methods have been proposed to simultaneously reduce friction and crankpin clearance. For example, in U.S. Pat. No. 1,687,425 a spring forced lever presses against the crankpin to eliminate excess clearance. In U.S. Pat. No. 2,366,237 the shuttle includes a bearing block having a center roller bearing for the crankpin and side roller bearings to reduce friction between the block and the remainder of the shuttle. See also U.S. Pat. Nos. 4,685,342, 5,259,256, and 5,375,566. 
     New methods are sought to increase the efficiency of conventional internal combustion engines to conserve fuel and protect the environment. One method is to operate the engine with a much leaner air/fuel mixture. This will reduce fuel requirements and also lower the amount of pollutants emitted into the air. Various problems are encountered in the development of leaner burning engines. A much hotter electrical energy source is required in order to ignite the leaner mixtures and ignition does not guarantee effective combustion of the airfuel mixture. Lean mixtures burn more slowly, and have a lower energy release rate, which results in decreased thermal efficiency and an increase in fuel consumption. Misfire and partial burn limits are reached as the mixture becomes leaner. When the lean operating limit is reached, the hydrocarbon emissions start to increase rather than decrease as expected. 
     One solution is to ignite the mixture on a larger scale instead of at a point. 
     This reduces the distance the flame must propagate and minimizes flame quench by providing a much larger initial flame and greater energy release which will help ignite the remaining mixture. Many methods have been proposed, for example: spark plugs with two or three electrodes, see U.S. Pat. No. 5,394,855; ignition transformer on spark plug for a hotter spark, see U.S. Pat. No. 5,377,652; lasers, see U.S. Pat. No. 4,416,226, and 4,852,529; plasma jet ignitors, see U.S. Pat. Nos. 3,911,307, 4,041,922, 4,122,816, 4,760,820, 4,969,432, and 5,076,223; and radio frequency ignitors, see U.S. Pat. No. 5,361,737. These approaches are either inadequate or too complex. 
     Conventional mechanical fuel injectors are complex and costly. They must be precisely manufactured to deliver accurate quantities of fuel and require high pressure fuel pumps. Conventional electronic fuel injectors have a slow response time for direct injection into a combustion chamber and therefore provide inadequate performance at high engine speeds. The rail fuel injector that will be described is a type of electronic fuel injector with a minimum of moving parts that will use electromagnetic forces to quickly inject fuel into a combustion chamber. 
     The present invention thus seeks to provide a new and novel engine having horizontally opposed cylinders and pistons, a type of scotch yoke with self adjusting sliding blocks, multiple transformer ignition coils and rail spark plugs, and rail fuel injectors. The objective is to produce a mechanically simple and highly efficient engine having a high power to weight ratio, reduced friction and pumping losses, having a minimum of moving parts, and reduced pollution emissions. 
     SUMMARY OF THE INVENTION 
     The problems and disadvantages associated with conventional reciprocating piston internal combustion engines are overcome by the present invention which includes a 2-stroke cycle reciprocating internal combustion engine having horizontally opposed cylinders and pistons, scotch yokes and self adjusting sliding blocks for the interface between the scotch yokes and crankpins, cylindrical piston valves to open exhaust ports (or the intake ports) and maintain the scotch yokes in vertical alignment with the crankpins, supercharger to force air into the cylinders and scavenge the exhaust gases, no carburetor, no adjustable distributor but rather ignition signals within the operating range at a certain angle before top dead center regardless of engine speed, capacitive discharge ignition system using multiple transformer ignition coils for each cylinder and rail spark plugs with multiple rails to ignite very lean air/fuel mixtures, and capacitive discharge system with rail fuel injectors to supply the required amount of fuel into each cylinder at the proper time. 
     The proposed railgun spark plugs or railplugs of the present invention operate on electromagnetic principles, which may produce electromagnetic forces many times greater than thermal expansion forces. By supplying current to electrodes or rails, current flowing in the rails creates an electromagnetic field between the rails in the railplug. The interaction of this field with the plasma current creates a J×B electromagnetic force (Lorentz force) which accelerates the arc down the railplug. The electromagnetic accelerating force causes the plasma to propagate down the rails of the railplug at high speed. The proposed invention describes a railplug with 8 separate rail guns per railplug. The current is provided by a capacitive discharge unit. The arc for each set of rails will sweep through the fuel mixture within the railplug, igniting it. These large flames, which originate near the center of the railplug and radiate outwardly, will quickly ignite the remaining fuel mixture. Ignition at a fixed optimum angle before Top Dead Center (TDC) regardless of engine speed (within operating limits) is possible because the piston of a scotch yoke has a slower rate of change near TDC than the slider piston, and the global ignition by the railplugs will quickly ignite all the fuel. 
     The rail fuel injectors also use the electromagnetic principles described above to force the fuel into each cylinder. The fuel is first forced into the rail fuel injector by pressure from a fuel pump through a small orifice to regulate the amount of fuel. At the proper time, electrical current from a capacitive discharge unit is provided to force the fuel into the cylinder and mix it with air. This must be done without ionizing the fuel to such a state that the fuel pre-ignites. 
     The preferred embodiment describes all of the components above, but may be modified without limiting the intent of the invention. This invention uses conventional materials and methods of processing familiar to those involved in the art of building engines, therefore no specific instructions shall be given in those matters. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     For a better understanding of the invention, reference is made to the following detailed description of the preferred embodiment in conjunction with the accompanying drawings, in which: 
     FIG. 1 is an overall perspective view of the engine showing many of the components. 
     FIG. 2 is an elevational view of an end wall of the engine. 
     FIG. 3A is an exploded perspective view of the upper parts of FIG.  1 . 
     FIG. 3B is an exploded perspective view of the lower parts of FIG.  1 . 
     FIG. 4 is a sectional view along line  4  in FIG.  1 . The side view shows the engine with its pistons, scotch yoke, sliding block, rail spark plugs and rail fuel injectors. 
     FIG. 5 is an elevational view of the scotch yoke shuttle, along with a main power piston and a smaller secondary exhaust control piston. 
     FIG. 6 is an elevational end view of an exhaust control piston with its clip to provide some friction against the scotch yoke shuttle to limit its travel. 
     FIG. 7 is a side elevational view of an exhaust control piston with its clip and connecting rod. 
     FIG. 8 is a perspective view of a scotch yoke, two main power pistons, two secondary exhaust control pistons. 
     FIG. 9 is an elevational view of the lower section of a main power piston showing the rings, oil groove and two oil release channels. 
     FIG. 10 is a cross sectional view of a piston as shown in FIG.  9 . 
     FIG. 11 is a cross sectional view of the engine along line  11  in FIG.  1 . The top view shows the engine with its cylinders, pistons, crank shaft, scotch yokes and sliding blocks. 
     FIG. 12 is an exploded view of the self adjusting sliding block. 
     FIG. 13 is a perspective view of a self adjusting sliding block. 
     FIG. 14 is a cross sectional view of the self adjusting sliding block in FIG. 13 along line  14 . 
     FIG. 15 is an elevational view of one of the ignition transformers showing the primary and secondary windings. There are eight ignition transformers per ignition transformer assembly. There is one ignition transformer assembly for each railplug. 
     FIG. 16 is an exploded perspective view of an ignition transformer. 
     FIG. 17 is a perspective view of a toroidal disk Ferro magnetic core for each ignition transformer. 
     FIG. 18 is a block diagram of the capacitor discharge system. 
     FIG. 19A is a schematic drawing of the capacitor discharge ignition circuits. 
     FIG. 19B is a schematic drawing of the capacitor discharge fuel injection circuits. 
     FIG. 20 is a block diagram of an ignition transformer assembly, ignition cable and railplug. 
     FIG. 21 is a cross sectional view of an ignition transformer assembly. 
     FIG. 22 is an elevational view of the cable end of an ignition transformer assembly of FIG.  21 . 
     FIG. 23 is an elevational end view of an ignition cable connector that attaches to FIG.  22 . 
     FIG. 24 is a cross sectional view as shown by line  24  in FIG. 23 of an ignition cable connector and cable. 
     FIG. 25 is a cross sectional view of an ignition cable connector attached to a railplug. 
     FIG. 26 is a partial perspective view of a railplug. 
     FIG. 27 is a cross sectional view of a rail fuel injector. 
     FIG. 27A is an elevational front view of the rail fuel injector in FIG.  27 . 
     FIG. 28 is a cross sectional view of a one way valve for the rail fuel injector. 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     FIG. 1 illustrates a perspective view of an engine constructed as described by the present invention. The engine is basically symmetrical when considered front to back or left to right, therefore a description of one cylinder will apply to the other three. Engine  10  has an engine block  12 , which is integrally connected to horizontally opposed cylinder blocks  18  and  20 . An oil pan  14  is provided. Each cylinder block, which has cooling flanges such as  28  and  32  to dissipate heat, contains two main power pistons and two secondary exhaust control pistons. The head of each cylinder, such as  36  or  40 , is bolted to its cylinder by bolts  196 . The main bearings,  60  is shown, receive the main bearing journals which are not shown, and may employ bearing inserts, surface treatment, etc., but for clarity and simplicity are also not shown. The end walls, such as  70 , is detachable to permit the insertion of the crankshaft, which is not shown. A supercharger  510  is used and discharges into air plenum  16 , which provides pressurized air to the cylinders via plenum extensions  534  over the intake ports for scavenging the exhaust gases through exhaust ports and exhaust pipes  544 , and recharges each cylinder with oxygen for the next ignition. Air plenum  16  is secured to engine block  12  by bolts  520 . This embodiment does not use a carburetor; the engine speed is controlled by the fuel quantity, which is supplied under pressure by fuel pump to rail fuel injectors  604  via fuel lines  688 . Each cylinder is provided an ignition transformer assembly  314 , which provides eight individual current sources through ignition cable  384  to railplug  404 . 
     FIG. 2 is an elevational view of engine block  12  with main bearing  60 . It contains partition  70 , which is removable to permit the positioning of the crankshaft. Partition  70  is secured to engine block  12  with long bolts  82  and shorter bolts  80 . Threaded holes  560  allow plenum  16  to be bolted to engine block  12  by bolts  520  in FIG.  1 . 
     FIG. 3A is an exploded perspective view of the upper parts of FIG.  1 . Supercharger  510  provides pressurized air into air cavity  516  of plenum  16 . Supercharge  510  base  512  is secured to base plate  514  with bolts. Plenum  16  is secured to engine block  12  of FIG. 3B by bolts  520  through threaded holes  560  of FIG.  3 B. Plenum  16  provides pressurized air through plenum extensions  534  to cylinder blocks  18  and  20  of FIG. 3B, for scavenging the exhaust gases. Plenum depressions  530  are to secure the ignition transformer assemblies, by placing a bracket  532  over two transformer assemblies  314  in FIG. 1, and turning a bolt  536  into threaded hole  538 , to fasten the bracket to plenum  16 . 
     FIG. 3B is an exploded perspective view of the lower parts of FIG.  1 . Engine block  12  is integral to horizontally opposed cylinder blocks  18  and  20 . Oil pan  14  is attached to engine block  12 . The openings for main cylinders  52  and  56  and exhaust control cylinder  96  are shown for cylinder block  18 . Main bearings  60 ,  116  and  69  receive main bearing journals  62 ,  66  and  68 . Removable partitions  70  and  74  provide access for the insertion of the crankshaft. One of the engine oil inlets  106  is seen beside cylinder  56 . The oil can be supplied by tubing, or some other more commonly used method as practiced in the art. Oil outlet  107  is in cylinder  56 , to provide lubrication for piston  46  and its rings, and cylinder  56 . Reinforcing member  112  is part of the central partition that contains main bearing  116 , and helps strengthen the outer walls of engine block  12 . The other reinforcing member is not shown on this drawing. Rail fuel injector  604  is shown connected between cooling flanges  28 . Ignition transformer assembly  314  is held in place as shown in FIG.  3 A. Transformer assembly  314  provides 8 separate current sources through ignition cable  384  to railplug  404 , which contains 8 sets of rails. The capacitive discharge power supply, which is not shown on this drawing, provides electrical energy through power cable  384  for the primaries of transformer assembly  314 . The crankshaft contains main bearing journals  62 ,  66 , and  68 , along with two crank pins, which are not shown. These crankpins support sliding blocks  150 , that are bolted around the crankpins and allow the crankpins to spin freely within them. Scotch yoke  120  is composed of half shuttle sections  122  and  124  which are bolted together around sliding block  150 . Reinforcing ribs  130  strengthen sections  122  and  124 . Each sliding block  150  slides within its scotch yoke shuttle  120  to convert the linear motion of pistons  42 ,  44 ,  46  and  48  to rotary motion of the crankpins and crankshaft. The pistons are attached to the yoke by bolts  134  and washer  135 . An unthreaded portion of bolt  134  extends below piston  44  to pass through exhaust control piston  84 , which also maintains the scotch yoke  120  in vertical alignment. Exhaust control pistons  82  and  88  are also identified. Piston  84  has some vertical movement along bolt  134  to allow for heat expansion of the engine. The crankshaft contains counter weights  61  to provide inertial energy between ignitions and cavities  65 , to help compensate for the mass of sliding blocks  150  and the crankpins. The counter weights are disks and cavities  65  may be covered to provide a smooth surface to help reduce windage resistance during use. Similarly, the pistons are cylindrically shaped up to the yoke to reduce windage resistance during use. Plenum  16  of FIG. 3A is secured by bolts into threaded holes  560 . Plenum  16  provides pressurized air through intake ports  535  of cylinder blocks  18  and  20 . The pressurized air scavenges the exhaust gases out through exhaust pipes  544 . 
     FIG. 4 is a side sectional view along line  4  of FIG.  1 . Engine block  12  has oil pan  14  below and air plenum  16  above. The engine is symmetrical left and right, therefore the right half shall primarily be described. Right cylinder block  20  is integral to engine block  12 , and has cooling flanges  28 . Main pistons  42  and  44  are identical and slide within cylinders  52  and  54  respectively. Exhaust control pistons  82  and  84  are identical and slide within cylinders  92  and  94  respectively. Exhaust control pistons  82  and  84  also maintain scotch yoke  120  in vertical alignment. Piston  44  is a hollow cylindrical piston that is butted against right half shuttle section  124  of scotch yoke  120 . Piston  44  is fastened securely to shuttle section  124  by bolt  134  and washer  135 . At the lower extremity of bolt  134  is exhaust control piston  84 . Between pistons  42  and  82  is lubricating oil inlet  100 , between  44  and  84  is lubricating oil inlet  103  (both similar to  106  of FIG.  3 B). Oil inlet  103  branches into outlet  104  for the main power piston and  105  for the exhaust control piston. Pressurized oil lubricates pistons  44  and  84  by being forced around the rings and oil groove when pistons  44  and  84  are near Bottom Dead Center (BDC). As pistons  44  and  84  move linearly within cylinders  54  and  94  respectively, they lubricate the walls of each cylinder and themselves. 
     Scotch yoke shuttle  120  is composed of two similar halves,  122  and  124  bolted together by bolts  184 . Section  122  has threaded holes to receive bolts  184 . Angle  131  in this preferred embodiment is a right angle, (piston  44  is at TDC when the crankshaft is at zero degrees) but it is infinitely variable and other angles could be used to alter the relationship between the crankpin position and Top Dead Center of piston  42  and  44 . For example, if angle  131  is 15 degrees less the 90 degrees, or 75 degrees, and assuming the crankshaft is rotating counter clockwise, then when the crankshaft has turned to 15 degrees, piston  44  will be at TDC. This would alter the cycle dynamics, but also increase piston  42  and  44  side loading on cylinder  52  and  54  respectively. 
     Between the shuttle walls is sliding block  150 , which is around crankpin  64 . Crankpin  64  is connected to crankshaft counter weights  61 . Reinforcing members  112  and  114  extending from central partition  72 , help strengthen the engine block and hold the central main bearing which is not shown. Open sections  113  and  115  reduce weight and provide some access to the pistons. The length of the openings within shuttle  120 , above or below sliding block  150  is greater than the radius of travel of crankpin  64 . 
     Plenum extension  534  is connected to intake port  535 , which is opened and closed as piston  44  moves within cylinder  54 . Exhaust port  545  is connected to exhaust pipe  544  and is opened and closed as exhaust control piston  84  moves within cylinder  94 . Cylinder  54  is in communication with cylinder  94  near cylinder head  36 , so that exhaust gases will be scavenged from cylinder  54 , through cylinder  94 , and out through exhaust port  545  and into exhaust pipe  544 . Rail fuel injector  604  is fed by fuel line  688 . Head  36  is bolted to cylinder block  20  with bolts  196 . It contains railplug  404 , which is powered via ignition cable  384 . 
     The engine has many similarities with other two stroke cycle engines. It works as follows starting shortly before TDC. Railplug  404  discharges and globally ignites the fuel in cylinder  54 , which may be completely burned shortly before or after TDC, depending on engine speed. The expanding gases drive main piston  44 , exhaust control piston  84  and scotch yoke shuttle  120 , pushing them to the left. Assume that the crankshaft spins counter clockwise. Shuttle  120  pushes on sliding block  150 , moving the sliding block and crankpin  64  to the left, but also moving them upward along the shuttle walls. These two perpendicular components of motion translate linear motion of the pistons to rotary motion of the crankshaft. Exhaust control piston  84  is moving along with piston  44 , and eventually exposes exhaust port  545 , ending the power stroke and starting the exhaust phase. Exhaust gases rush out of cylinder  54 , into cylinder  94  and through exhaust port  545 , into exhaust pipe  544 , reducing the internal pressure to nearly atmospheric. Shortly afterwards, piston  44  exposes intake port  535 , starting the intake phase and supplying supercharged air from plenum extension  534 , into cylinder  54  and cylinder  94 , scavenging them of exhaust gases out through cylinder  94  and exhaust port  545 . The rings and oil groove are lubricated with oil from outlets  104  and  105  near BDC. As pistons  44  and  84  move to the right, piston  44  closes intake port  535 , and shortly afterwards piston  84  closes exhaust port  545  and the compression phase begins. Rail fuel injector  604  is supplied energy from the rail fuel injector capacitive discharge power supply. This rail fuel injector injects the fuel (which was supplied through fuel line  688  and has been accumulating in injector  604  since the last discharge) into cylinder  54 , where it mixes with air. Pistons  44  and  84  continue to compress the mixture, and shortly before TDC, railplug  404  again fires, completing the cycle. 
     FIG. 5 is an elevational front view of scotch yoke  120 . Shuttle section  124  is bolted to the rear shuttle section with bolts  184 , and has two reinforcing members  130  for extra strength. Shuttle section ridges  126  help maintain the scotch yoke  120  in vertical alignment by restraining the travel of sliding block  150  in FIG.  4 . Piston  44  sits on shuttle stub  154 . Piston  44  is hollow to reduce its mass. Bolt  134  and washer  135  secure piston  44  to shuttle stub  154 . Below piston  44  is exhaust control piston  84 , which is hollow, and is also connected to shuttle section  124  by the lower unthreaded portion of bolt  134 . Piston  84  can move vertically, to compensate for heat expansion. Crankpin  64  is behind shuttle section  124 . 
     FIG. 6 is an elevational view of the back end  85  of exhaust control piston  84 . Clip  86  is attached and will provide some resistance to movement by pressing against the shuttle. 
     FIG. 7 is an elevational side view of exhaust control piston  84  and clip  86 . Clip  86  touches shuttle  124  and resists movement by friction, but will allow slight movement along bolt  134  through hole  145  to compensate for heat expansion of the engine. Clip  86  is attached by inserting the clip&#39;s two pegs  87  in drilled holes on the back end  85  of piston  84 . 
     FIG. 8 is a perspective view and illustrates scotch yoke  120  with shuttle sections  122  and  124  bolted together with bolts  184 . Both shuttle sections have reinforcing ribs  130 . Sliding block  150  is made of sliding block sections  160 ,  161 ,  162 , which are shown, and sliding block section  163  which is not shown on this drawing, but is shown in FIG.  12 . Sliding block  150  moves along shuttle interior surface  125 , and is restrained by shuttle ridges  126 . These components may be treated for durability as practiced in the art. Sliding block left middle section  161 , and right middle section  162 , form bearing  164  for a crankpin. Sliding block left section  160 , slides against shuttle surface  125 . Shuttle section  122  has main piston  42  and exhaust control piston  82 . Similarly, shuttle section  124  has main piston  44  attached to shuttle stub  154  by bolt  134  and washer  135 . Below is exhaust control piston  84 , which is allowed to move vertically along the lower portion of bolt  134  to compensate for the engine&#39;s heat expansion. Each piston has channels  178 , to release excess engine lubricating oil into the engine crankcase. 
     FIG. 9 is an elevational view of the lower section of main piston  44  and is applicable to exhaust control piston  84 . Hole  144  is for bolt  134 , which secures piston  44  to shuttle stub  154  of shuttle section  124 . Two rings,  174  and  175  are shown, but others may be added as practiced in the art. Oil groove  176  receives lubricating oil (from oil outlet  104  in FIG. 4) and lubricates the cylinder wall, which then lubricates the piston surface. Channels  178  release excess oil from outlet  104  into the engine. 
     FIG. 10 is a cross sectional view for FIG. 9 along  10 . Piston  44  wall is shown with oil release channels  178  cut into the wall. 
     FIG. 11 is a cross sectional view of the engine looking down along line  11  in FIG.  1 . Engine block  12  is integral to cylinder blocks  18  and  20 . Each cylinder has intake port  535 , cooling flanges  28 , head  36  and head gasket, which is not shown. Head  36  is attached to cylinder block  20  by bolts  196 . The railplugs and rail fuel injectors are not shown. Crankshaft  58  has journals  62  and  68  and central journal  66 . Removable sections  70  and  74  allow for the insertion of crankshaft  58 . The crankshaft&#39;s four counter weights, such as  61  and  63 , are disks to reduce air movement and also act as flywheels. Each counter weight has opening  71 , which extends to a depth of cavity  65  above crankpin  64  and to a depth of cavity  67  around crankpin  64 . These cavities compensate for the mass of crankpin  64 , and sliding block sections  160 ,  161 ,  162 , and  163 . Sliding block tapered partial ring  175  will push sliding block section  160  to the left, to remove undesired clearance between the sliding block and shuttle. Crankpin  64  is between counter weights  61  and  63  and fits inside sliding block sections  161  and  162 , which are allowed to spin freely. Each shuttle is made of shuttle sections  122  and  124 , which are bolted around sliding block sections  160 ,  161 ,  162 , and  163  and provides for the conversion of linear to rotary motion. Piston  44  is slid over shuttle stub  154  and secured by bolt  134  and washer  135 . Pistons  42 ,  46  and  48  are similarly connected. Central partition  72  has openings  113  and  115  to reduce weight. Upper crankpin  57  is 90 degrees out of phase with lower crankpin  64  so that each cylinder fires singularly for smoother power generation. Wheel  73  contains cogs and may be used to drive an oil pump, etc. 
     FIG. 12 is an exploded perspective view of self adjusting sliding block  150 . Each sliding block has four sections,  160 ,  161 ,  162 , and  163 . Left middle section  161  butts up against right middle section  162 , forming a bearing opening  164  for a crankpin. These two sections form front wall section  166  and back wall section  167 , with a coaxial central journal  165  between the two walls. A tapered partial ring  175  turns on journal  165 , and is driven by coiled spring  176 . Right section  163  has a vertical central extension  195 , upper horizontal extension  196 , and lower horizontal extension  197 . Right section  163  also has extensions  198 , which fit over partial tapered ring  175  and coiled spring  176 , to hold them in place. Right section  163  mates with section  162 , and is restrained from moving. Left middle section  161 , right middle section  162 , and right section  163  are securely fastened together by bolts in counter sunk holes  170 , through hole  171  in section  162 ; and turned into threaded holes in section  161 . Left sliding block section  160  has vertical central extension  180 , upper horizontal extension  181 , and lower horizontal extension  182  that mate with left middle section  161 . Vertical central extension  180  has depression  173  and mating partial disk  174 . Tapered partial ring  175  slides against partial disk  174 , and drives left section  160  away from section  161  to remove excess clearance between the shuttle and sliding block. Bearing  164  and sliding surfaces  168  and  169  are treated for wear resistance as practiced in the art. Oil channel  189  on bearing  164  collects lubricating oil from a crankpin, and supplies the lubricating oil through hole  188 , through tube  187 , into hole  186 , finally into oil channels on surface  168 , for lubricating sliding block surface  168  and the shuttle surface upon which it slides. Surface  168  has oil channels similar to  193  on surface  169 , but are not shown. An oil channel similar to  189  in bearing  164  also collects lubricating oil and supplies it through hole  191 , through hole  192 , to lubricating oil channels  193  on sliding block surface  169 , to lubricate surface  169 , and also the shuttle surface upon which it slides. 
     FIG. 13 is a perspective view of a self adjusting sliding block  150  in FIG. 12, with the pieces mated together. The sliding block is comprised of four sections,  160 ,  161 ,  162 , and  163 . Left middle section  161  and right middle section  162  form bearing  164 , which is placed around a crankpin, which is not shown, and are rigidly fastened to right section  163  by bolts which are not shown. The bolts enter countersunk holes  170 , pass through right middle section  162 , and are turned into treaded holes in left middle section  161 . Left section  160  has horizontal extensions  181  and  182  that mate with left middle section  161 , and restrain movement, except movement that is perpendicular to its crankpin axis, and away from section  161 . Similarly horizontal extensions  196  and  197  on right section  163 , mate with right middle section  162 , and restrain movement. Front wall section  166  and back wall section  167  contain central coaxial journal  165 , and tapered partial ring  175  that turns on journal  165 . Extension  198  of right section  163  maintains tapered partial ring  175  in place, along with a compressed spring, which is not shown in this drawing. Tapered partial ring  175  will turn slightly to drive left section  160  away from left middle section  161 , to reduce clearance between the sliding block and shuttle to acceptable limits. A crankpin supplies lubricating oil as practiced in the art, into lateral oil channel  189  and into hole  188 , which passes through a tub in left middle section  161 , and through left section  160 , to lubricate sliding block surface  168  and its shuttle surface. This oil also flows through sections  162  and  163 , through hole  192  and into channels  193 , to lubricate right surface  169  and the shuttle surface it slides upon. 
     FIG. 14 is a cross sectional view of a self-adjusting sliding block in FIG. 13 along line  14 . There are four main sections, left section  160 , left middle section  161 , right middle section  162 , and right section  163 . Sections  161  and  162  form bearing  164 , which is placed around a crankpin that is not shown. Sections  161  and  162  also form back wall section  167 , and journal  165 , upon which partial tapered ring  175  turns. Right section  163  mates with section  162 , and it is securely fastened to sections  161  and  162  by bolts that are not shown. Left section  160  mates with section  161  and is permitted to slide away from section  161  in a line perpendicular to the axis for bearing  164  or journal  165 . Two depressions  179  permit the insertion of tapered partial ring  175 , which when turned from depressions  179 , will secure itself to journal  165 . Tapered partial ring  175  has a constant outer arc that has its axis transposed a small distance from the axis for journal  165 , thus having a minimum thickness at the end against partial disk  174 , and gradually increases in thickness to its maximum at the end abutting coiled spring  176 . Slot  178  is on back wall  167 , and also on the front wall which is not shown on this drawing, for the base of coiled spring  176 , to prevent spring  176  from being ejected. Tapered partial ring  175  and coiled spring  176  are also maintained in position by extension  198  of right section  163 . Partial disk  174  mates with depression  173  in left section  160 , which permits partial disk  174  to pivot slightly, and to always mate with tapered partial ring  175 . A crankpin, which is not shown, supplies lubricating oil as practiced in the art, into lateral channels  189  and  190 , which lubricate the crankpin and bearing surface  164 . This oil also flows through holes that are not shown on this drawing, into oil channels  184  to lubricate sliding block surface  168  and its shuttle surface, and into oil channels  193  to lubricate surface  169  and its shuttle surface. The sliding block will self-adjust when there is too much clearance between itself and the shuttle, caused by frictional wear. Coiled spring  176  will drive tapered partial ring  175 , which will turn slightly, increasing its thickness between journal  165  and partial disk  174 , pushing partial disk  174  against depression  173 , which will push left section  160  away from left middle section  161  and reduce the clearance between the sliding block and shuttle to acceptable limits. 
     FIG. 15 is an elevational view of an ignition transformer  300  showing the primary and secondary windings toroidally wound around a dielectric bobbin and toroidal inner core, which is actually a disk with a hole through its center. It operates in a typical way, which is familiar to those working in the art. There are eight ignition transformers per ignition transformer assembly in this embodiment, but any reasonable number could be used. There is one ignition transformer assembly for each railplug. Ferro magnetic core  322  is encased in a dielectric bobbin which is composed of inner and upper bobbin section  326  and outer and lower bobbin section  324 . These two bobbin sections fit firmly around core  322 . Primary winding  330  is shown with 4 turns and is made of thicker wire to carry the high energizing current i p , which produces an electromotive force (EMF). Secondary winding  332  may have 200 turns and is made of thinner wire because its current i s  is much lower. Other turns ratios can be used. The EMF induces a secondary current i s  in winding  332 , which attempts to cancel any change in magnetic flux. Current is enters the secondary winding at  333  and exits at  334  but at a much higher voltage. This high voltage will be supplied via an ignition cable to one set of rails on a railplug for discharging and completing the high voltage circuit. 
     FIG. 16 is an exploded perspective view of a toroidal ignition transformer  300 . The inner toroidal core  322  is encased by dielectric bobbin sections  326  and  324 . It has a low voltage primary  330  and high voltage secondary  332 . Its operation is familiar to those working in the art. 
     FIG. 17 is a perspective view of a toroidal Ferro magnetic core  322  for each ignition transformer. Core  322  is a disk with a hole through its center. It may be any appropriate material familiar to those working in the art for an efficient low impedance transformer. The dimensions for this embodiment are: outer diameter of 2 inches, inner diameter of 1 inch, and height of 0.3 inches. These dimensions provide a core volume of 0.7 cubic inches. 
     FIG. 18 is a block diagram of the capacitor discharge system. This embodiment uses a 300 Volt power supply to charge the capacitor discharge ignition circuits and the capacitor discharge fuel injection circuits. Timing signals  1 ,  2 ,  3 , and  4  (which refer to the firing order, not cylinder number) trigger their respective circuits for powering their appropriate toroidal transformers or appropriate fuel injector at approximately 300 Volts. Further explanation is in FIG.  19 A and FIG.  19 B. 
     FIG. 19A is a schematic drawing of the capacitor discharge circuits used to energize the toroidal transformers for a 4 cylinder engine; it is for illustrative purposes and not intended to limit its applicability for other engines by merely modifying the number of it&#39;s circuits. The circuits for # 1 , # 2 , # 3  and # 4  are very similar, therefore the circuit for # 1  shall primarily be described. Each trigger may have a series current limiting resistor, but it is not shown. The 300 Volt power supply is connected to inductor L 1  which helps limit the charging current. The triggering signal for # 2  discharges C 2  through SCR 2 B, but also charges C 1  through SCR 1 A, which will conduct while the current is greater than zero. When the current through SCR 1 A equals zero, it will turn off and not conduct. The triggering signal for # 1  will turn on SCR 1 B, discharging C 1  through SCR 1 B and energizing the ignition transformer assembly for # 1 . Triggering signal for # 1  will also charge C 4  through SCR 4 A. Each triggering signal therefore discharges its own capacitor and charges the just previously discharged capacitor. Trigger # 1  discharges C 1  and charges C 4 ; trigger # 2  discharges C 2  and charges C 1 ; trigger # 3  discharges C 3  and charges C 2 ; and trigger # 4  discharges C 4  and charges C 3 . Component values may be determined by those familiar in the art. 
     FIG. 19B is a schematic drawing of the capacitor discharge fuel injection circuits used to energize the rail fuel injectors for a 4 cylinder engine; it is for illustrative purposes and not intended to limit its applicability for other engines by merely modifying the number of it&#39;s circuits. The triggering signals that are used for the ignition circuits above are also used for discharging the fuel injection circuits. The circuits for # 1 , # 2 , # 3  and # 4  are very similar, therefore the circuit for # 1  shall primarily be described. The 300 Volt power supply is connected to inductor L 2  which helps limit the charging current. The triggering signal for # 1  charges C 5  through SCR 5 A, which will conduct while the current is greater than zero and also discharges C 6  through SCR 6 B by triggering SCR 6 B. When the current through SCR 5 A equals zero, it will turn off and not conduct. The triggering signal for # 4  will turn on SCR 5 B, discharging C 5  through SCR 5 B and energizing the rail fuel injector for # 1 . Each triggering signal therefore charges its own capacitor and discharges the capacitor for the cylinder just ahead of it in firing order. Trigger # 1  charges C 5  and discharges C 6 ; trigger # 2  charges C 6  and discharges C 7 ; trigger # 3  charges C 7  and discharges C 8 ; and trigger # 4  charges C 8  and discharges C 5 . Component values may be determined by those familiar in the art. 
     FIG. 20 is a block diagram of an ignition transformer assembly, ignition cable and railplug. There would be four of these circuits for a four cylinder engine. Ignition transformer assembly  314  contains eight toroidal transformers  300 . The primaries of transformers  300  are in series, conducting current i p  to ground. The 8 separate secondary windings and secondary currents i s  are connected to their separate isolated rails with a return path through a common rail and common conductor that are isolated from ground and isolated from ground. The secondaries are connected to railplug  404  via ignition cable  384 . 
     FIG. 21 is a cross sectional view of an ignition transformer assembly  314 . It is shown with an end that receives an ignition cable connector as an option, but could be made integrally with the cable, and therefore is not intended to limit its application. Each toroidal core  322  is encased by bobbin sections  324  and  326 . The primary and secondary, which are not shown, are toroidally wound around bobbin sections  324  and  326 . Insulating disk  348  separates and aligns each transformer. Disk  348  has wider sections  349  that protrude into each bobbin&#39;s central hole. Insulating disk  344  has a wider section  347  on one side, the other is flat and acts like a washer for terminal section  346  which is turned into threaded hole  351  in insulating section  350  to secure all the transformers together. Each secondary has a connection to its own electrode  334 . Each secondary also has a connection to common electrode  332  at threaded hole  351 . Section  350  also has two terminals  372  for primary power from the capacitive discharge ignition circuits. Terminals  372  each have a base  374  that is embedded in  350 . Power cables  364  are attached to  372  and secured by turning cap  370  onto it. The transformers are encased by insulating material  316 , that forms a cylindrical covering and may seal insulating transformer oil if desired for additional insulation. Case  316  narrows at the cable end and has a ridge  315  to help secure the ignition cable. Opening  340  is for the removable ignition cable connector of FIG.  23  and FIG.  24 . Indentation  342  is to further isolate central electrode  332 . 
     FIG. 22 is an elevational end view of the cable end of an ignition transformer assembly of FIG.  21 . Casing  316  and ridge  315  provide opening  340  for the ignition cable connector. Electrodes  334  are radially placed around common central electrode  332 . Indentation  342  is around central electrode  332  to further isolate it from the other electrodes. 
     FIG. 23 is an elevational end view of an ignition cable connector that attaches to an ignition transformer assembly as shown in FIG. 21 or FIG.  22 . Cable base  377  has openings for coiled springs  380 , which make electrical connection to electrodes  332  or  334  of FIG.  21 . Extension  378  slides into indentation  342  of FIG.  21 . Casing  376  covers the cable connector and has indentation  379  to receive ridge  315  of FIG.  21 . 
     FIG. 24 is a cross sectional view as shown by line  24  in FIG. 23 of an ignition cable connector that attaches to an ignition transformer assembly in FIG. 21 or FIG.  22 . Cable connector base  377  has openings for coiled springs  380 , which make electrical connection to electrodes  332  or  334 . Extension  378  slides into indentation  342 . Clip  376  slides over ridge  315  and onto the neck of the transformer assembly. The clip has an indentation  379  to receive ridge  315  and prevents it from becoming loose. Ignition cable  384  contains eight ignition conductors  394  and common conductor  392  which are encased by insulating material  383  and extends to the railplug connector as shown in FIG.  25 . 
     FIG. 25 is a cross sectional view of an ignition cable connector attached to a railplug. Eight conductors  394  and common conductor  392  are insulated in cable  384 , which is attached to railplug cable connector  397 . The conductors  392  and  394  terminate on spring contacts  395 , which press against railplug terminals  412  and  414  respectively. During ignition, the eight outer conductors  394  are temporarily at a high voltage relative to common conductor  392  and must be well insulated from it. Railplug connector  397  is attached to railplug  404  by sliding clip  396  over circumferential ridge  432  on ceramic insulator  430  into groove  398 . Railplug  404  has ceramic insulating material  430 , a metallic base  422  around insulator  430 , a threaded end  426 , washer  424  and hex nut  420  for attaching railplug  404  to the cylinder head. Common terminal  412  is positioned along the axis of railplug  404  and is connected to rail  413 . Terminals  414  are positioned parallel and close to terminal  412 , but not too close to breakdown the insulation and arc. Each terminal is connected to its own rail, which is not shown in this figure. Ceramic material  430  extends beyond the rails to  431 . 
     FIG. 26 is a partial perspective view of railplug  404 . Railplug ceramic insulator  430  is below hex nut  420 , metallic base  422 , washer  424  and threads  426 . The ceramic material extends to  431  and holds the rails  413  and  415  securely. Each rail may have a precious metal insert laser welded for better durability. There are eight sets of rails radially positioned along the top surface of railplug  404 . Each set has one common rail  413 , which is internally connected to all other rails  413  at the center of the railplug and connected to terminal  412  in FIG.  25 . Each set also has rail  415 , which extends radially toward the center in ceramic material  431  and is connected to its own terminal  414  in FIG.  25 . There is an arc initiation protrusion  417  on each rail just beyond ceramic material  431  to reduce the space between the rails. An arc is initiated between the two protrusions  417 , and travels along the air gap between rails  413  and  415 . Each arc initiation protrusion may also have a precious metal insert laser welded for better durability. Referring to FIG.  25  and FIG. 26, the current will flow axially along terminal  414  to rail  415 , then flow radially along rail  415 , to protrusion  417 , jump across  417  to the other protrusion  417 , then again flow radially along  413  to the center toward terminal  412 , then travel axially along  412 . The magnetic field that is produced when the current is moving radially along rails  413  and  415  will produce a Lorentz force that forces the arc to travel radially outward along the rails. The 8 arcs will ignite the fuel and air, and produce global ignition. 
     FIG. 27 is a cross sectional view of a rail fuel injector  604 . It has a metallic body  614 , cooling flanges  616 , hex nut  618  for turning and washer  620 . It is attached to the cylinder by threads  621 . There is a threaded end  624  to attach hex fuel connector  680  with its threads  682  while securing fuel line connector body  684  by hex nut  691 . Fuel line connector body  684  also has protrusion  686  that presses against one way valve  650  in opening  651 . Fuel line  688  is attached to  684  by clip  690  or some other appropriate method. The fuel travels along fuel line  688 , though hole  685  in connector body  684  and through one way valve  650 . Ceramic material  634  extends to  635  and surrounds rails  640  and  642 , but there is a narrow passageway  636  through which fuel enters the cavity  648  between the rails. Each rail starts with terminal  626 , then extends to the right with a narrower section for a short distance. Connectors  630  and  632  provide current for energizing the rail fuel injector. Each rail has an arc initiation protrusion  638  for initiating an arc in the gap between the rails. Ceramic material  634  and  635  insulate the conductive rails  640  and  642  from metallic body  614 . Rectangular cavity  648  is between rails  640  and  642 . Rail  642  reaches the front end and forms a rectangular conductor  644  (it could also be cylindrical) through which cavity  648  extends in the middle and through which fuel will be ejected, as also seen in FIG.  27 A. Rail  640  is shorter and is insulated from the rectangular end conductor  644  of rail  642  by ceramic material  635 . This is to prevent the arc from extending into the cylinder and pre-igniting the fuel. The rail fuel injector works in the following manner. Fuel continuously enters cavity  648  between the rails. At the proper time, voltage is applied to terminals  626 . This voltage produces an arc at arc initiation protrusions  638 , and current flows along the narrow sections between terminals  626  and protrusions  638 . This current produces a magnetic field, which produces a JXB Lorentz force on the arc, pushing it to the right along the rails. The current path along rails  640  and  642  moves along with the arc, continuously producing a magnetic field and pushing the arc farther to the right and expelling the fuel into the cylinder and mixing it with air. The arc can not exit the opening because rail  642  is electrically one piece  644  at the opening, any arc from  640  would jump across to  644 . The fuel must not be ionize to such an extent that it pre-ignites, but rather is ignited by a railplug at the proper time. 
     FIG. 27A is an elevational front view of the rail fuel injector shown in FIG.  27 . Ceramic material  635  insulates the conductive rail section  644  from metallic body  614 . Rail section  644  has a rectangular hole  648  in the middle through which fuel will be expelled into the combustion chamber. The arc can not exit opening  648  because conductive rail section  644  is electrically one piece. 
     FIG. 28 is a cross sectional view of a one way valve  650  for rail fuel injector  604  of FIG.  27 . Valve  650  is cylindrically shaped, and the fuel travels axially, entering opening  662  and exiting opening  664 . Valve  650  has metallic cylindrical part  654  with hole  670  and disk  656  with hole  672 . A high temperature synthetic material  652  encases  654  and  656  and when it is compressed by fuel line connector protrusion  686  in FIG. 27 will seal opening  651  in FIG. 27, to prevent fuel leaks. Hole  672  is very small and controls the amount of fuel that enters rail fuel injector  604 . There is a stopper  658  and spring  660  that will shut off the fuel supply if the fuel pressure is below a certain amount, and will prevent the fuel from flowing backwards. 
     It should be understood that the embodiments that were described are only exemplary and that someone skilled in the art may make many changes and use many variations without departing from the scope and spirit of the invention as defined in the appended claims.