Abstract:
An internal combustion cylinder head is comprised of a housing formed from three sections horizontally divided along the axis of two parallel horizontal gear shafts and a horizontal parallel camshaft located above them. The valve stems pass between the gear shafts and the valve faces are located below the gear shafts. Meshing the gear shafts together and driving them from the crankshaft form the gear compressor. Internal combustion passages are formed in the housing between the air compressor and an exhaust valve. The compressor is divided into four pumps, two outer oil pumps and two middle air pumps that pump air into the combustion passages. Two internal air intake passages surround the housing enclosing the air compressor and serve to cool the cylinder head as air is drawn through them into the air compressor. When the engine is started the fuel and air pumped into the cylinder head is compressed and ignited in the combustion passages located in the cylinder head between the compressor and central exhaust valve. Compressing and igniting the fuel charge in passages in the cylinder head instead of in the cylinder allows the engine to achieve two-cycle operation. Continually forcing air into these passages increases power.

Description:
[0001]    This is a utility application based upon provisional patent application Nos. 60/309,481 filed 08/03/2001 and another provisional patent application filed Aug. 3, 2002. 
     
    
     
       DISCLOSURE INFORMATION STATEMENT  
         [0002]    In preparation for filing this application, a pre-examination patent ability search was performed. Among the classes and subclasses reviewed were Class 123, subclasses 27R, 65B, 65BA, 68, 198C, 213, 257, 268, 316, 528, 533, 559.1, 561, 565, and 564. Computer searching was also done on the PTO patent database.  
           [0003]    The search uncovered the following:  
                                                       Patent No.   Inventor   Date of Issue                           6,135,070   R. A. Crandall   Oct. 24, 2000           5,878,703   K. Sweeney   Mar. 9, 1999           5,746,163   E. Green   May 5, 1998           5,388,561   H. Cullum, J. Korn   Feb. 14, 1995           5,375,581   G. Alander, H Hofmann   Dec. 27, 1994           5,179,921   V. Figliuzzi   Jan. 19, 1993           4,984,540   K. Morikawa   Jan. 15, 1991           4,860,699   J. Rocklein   Aug. 29, 1989           4,671,218   C. Weiland   Jun. 9, 1987           4,539,948   R. R. Toepel   Sep. 10, 1985           4,398,509   E. Offenstadt   Aug. 16, 1983           2,851,021   G. W. Covone   Sep. 9, 1958           2,708,919   R. D. Wellington   May 24, 1955           2,686,503   V. C. Reddy   Aug. 17, 1954           2,356,379   D. F. Caris   Aug. 22, 1944           2,312,661   D. Messner   Mar. 2, 1943           2,067,984   J. Ross   Jan. 19, 1937           2,062,621   F. A. Truesdale   Dec. 1, 1936           1,720,414   F. Gruebler   Jul. 9, 1929           1,273,667   J. A. Poyet   Jul. 23, 1918           1,220,893   E. A. Rundlof   Mar. 27, 1917                      
 
         BACKGROUND OF THE INVENTION  
         [0004]    Designs for two stroke internal combustion engines are disclosed in the art that use positive displacement pumps to charge the cylinder with air prior to ignition. Various methods of charging the cylinder with compressed air produced by a positive displacement pump are disclosed in the art. Often a camshaft operated poppet valve closing off the cylinder from the air passage leading from the air compressor to the cylinder is timed by the camshaft to open and allow air from the compressor to enter the cylinder after the power stroke of the engine. By opening this valve early compressed air from the compressor can also be used to scavenge the cylinder of exhaust gases.  
           [0005]    One such design is disclosed in U.S. Pat. No. 4,671,218 issued to Weiland. In this patent there is disclosed a gear type positive displacement pump used to charge a holding chamber located above the cylinder with compressed air through which a valve stem projects to the valve face that seals the intake port located in the floor of the holding chamber from the cylinder beneath it. A crankshaft actuated camshaft actuates the intake valve while the exhaust ports are open, which are located in the cylinder wall just above the face of the piston when it is at bottom dead center, allowing compressed air from the compressor to fill the cylinder and scavenge the cylinder of remaining exhaust gases.  
           [0006]    The blower types described and illustrated in the patents found during a patent search are usually of the Roots type as disclosed in the Toepel U.S. Pat. No. 4,539,948 and others, the turbocharger designs as disclosed in the Sweeney U.S. Pat. No. 5,878,703 and others, or of the radial type as disclosed in the Rocklein U.S. Pat. No. 4,860,699 and others. Only in the Weiland Patent and the Figliuzzi U.S. Pat. No. 5,179,921 do we see a positive displacement gear pump used as a means to force air into the engine. Although the Weiland design shows a holding chamber located above the intake valve into which compressed air collects prior to the intake valve opening there is nothing shown that makes that design any more functional than any design of this type that has a passage located between the discharge of the compressor and the intake valve sealing such a passage or chamber from the cylinder below it.  
           [0007]    In the present described and illustrated invention power production and efficiency advantages are achieved by using a positive displacement gear pump to compress the fuel mixture into the passages located between the compressor and the intake valve sealing the cylinder from these passages and initiating combustion in the passages instead of compressing the fuel mixture in the cylinder between the intake valve and the piston and initiating combustion at the top of the cylinder below the intake valve as is done in all other designs searched. The reasons for initiating combustion above the intake valve in a compressor charged internal combustion reciprocating piston engine instead of below the intake valve are several. Unlike other designs this design uses a combustion zone open to incoming air during combustion. By initiating combustion above the intake valve the combustion process occurring within these passages is constantly exposed to the air discharge coming from the compressor. This causes a greatly improved turbulence of the fuel mixture inside of the passages increasing the effectiveness of the burning process and speeding it up. Since additional air is constantly being feed into these passages located above the intake valve additional fuel as well as air can be added to the combustion process after it has been initiated greatly increasing the power generation during each power cycle of the engine. Additionally since the positive displacement gear pump is forcing air into the passages and compressing it there the piston is not involved in the intake and compression cycles of the engine. This leaves the piston responsible for only the power and exhaust cycles of the engine allowing the engine to effectively function as a two cycle engine without many of the inherent problems associated with other two cycle engine designs.  
           [0008]    Other two cycle engines normally pass the fuel mixture through the crankcase, which requires a dry sump and oil mixed with the fuel to provide lubrication to the crankshaft causing lubrication problems in the crankcase and reduces the life of the crankshaft bearings. Two cycle engines of this design suffer from the additional problem of the intake charge and the exhaust charge mixing during the exhaust and intake cycles of the engine reducing the power and efficiency of the engine.  
           [0009]    In both two and four cycle engines the opening and closing of the intake port produces volumetric efficiency problems and resultant torque production fluxuations as the rpm of the engine changes due to tuning problems caused by the effect of the wave motions of the intake charge due to the intake charge being forced to move forwards and backwards as the intake valve opens and closes. In conventional two and four-cycle engines no additional fuel or air is introduced into the cylinder until the power cycle is completed because the intake valve remains closed during the power cycle preventing the addition of air and fuel into the combustion process completely eliminating the additional power and efficiency additional fuel will help produce if added to the combustion process. Four-cycle engines require two revolutions of the crankshaft for every power cycle thereby producing twice as much friction per power cycle as a two- cycle engine.  
           [0010]    All of these defects or deficiencies of conventional two and four cycle internal combustion piston or reciprocating engines are overcome by moving the combustion process out of the top of the cylinder below the intake valve into the passages within the cylinder head above the intake valve and between the compressor and using a positive displacement gear pump to compress the fuel mixture into these cylinder head passages and igniting the compressed charge within these passages as the piston reaches top dead center. This allows the combustion forces to open the intake valve transforming it into an exhaust valve releasing combustion products into the cylinder. Then only very high-pressure gases pass through the intake port into the cylinder eliminating torque fluxuations due to standing waves created in conventional engine head intake passages. In addition to achieving two-cycle operation in the present invention complete exhaust of exhaust gases is achieved because on the return stroke from bottom dead center to top dead center the piston forces all the exhaust gases out of the other exhaust valves located in the cylinder head.  
         SUMMARY OF THE INVENTION  
         [0011]    This invention comprises an internal combustion engine cylinder head that is designed to be used in conjunction with a conventional cylinder block containing a piston attached by a connecting rod to a crankshaft located in the crankcase. The simplest embodiment having a housing horizontally divided into three sections along the center lines of the camshaft and positive displacement gear pumps and bolted together for easy installation of the gear shafts and valve train.  
           [0012]    The drive gears, which are powered by the crankshaft and drive the gear shafts and valve train, are located on opposite sides of the cylinder head. The gear train that drives the camshaft is contained within an extension of the housing to which a cover is bolted to seal the gears inside of the cylinder head. This cylinder head uses three overhead valves, two that are timed by the camshaft to open when the piston reaches bottom dead center to allow combustion products to be pushed out of the exhaust ports as the piston returns to top dead center. Dual exhaust passages are formed in the cylinder head leading to two exhaust ports through which exhaust gases flow out of the engine head. A centrally located overhead valve is operated by combustion forces that push it down upon the piston after the piston reaches top dead center to exhaust combustion products into the cylinder out of the combustion passages located within the cylinder head between the compressor and the valve. When this valve opens the burning gases flow into the cylinder and force the piston downward. The valve closes after the pressure within the cylinder and combustion passages within the cylinder head have equalized. The camshaft controls the closing of this valve.  
           [0013]    Two identical gear shafts having four separate gears on each shaft are meshed together to form four positive displacement gear pumps within the cylinder head housing. The two end pumps function to pump oil to the bearing surfaces of the gear shafts and camshafts and to the drive gears attached to the gear shafts, housing and camshaft. Internal passages providing lubrication to bearings are not shown.  
           [0014]    Concentric air intake passages are formed outside of the housing compressor enclosures and serve to supply intake air to the compressor and cool the cylinder head of excess heat. These passages can be dedicated to cooling the cylinder head compressor enclosures with a coolant and additional intake passages provided in the cylinder head to supply air to the compressor if desired although this arrangement is not illustrated. The housing is designed to position the centerline between horizontal positive displacement gear shafts above and centered on the vertical axis of the cylinder in the engine block to which the cylinder head is attached.  
           [0015]    The valve guides are positioned along a horizontal line centered between the parallel gear shafts and pass between the gear shafts so that the axis of the centrally located valve guide is axially aligned with the axis of the piston face. In this arrangement when the center valve pushes down upon the piston face as the valve opens after combustion initiates it pushes upon the center of the piston equally distributing the downward force the valve exerts upon the piston.  
           [0016]    Spark plug holes are provided in the cylinder head so that spark ignition means may be installed into the head to ignite fuel compressed into the combustion passages formed within the housing between the compressor discharge and the center exhaust valve. These passages are centrally located along the centerline of the compressor discharge to provide the air discharged by the compressor a means to reach the center exhaust valve port and an open area within the head in which a spark plug electrode may be located.  
           [0017]    Fuel injection means are not shown but may be installed in the intake passages upstream of the compressor or in an intake manifold attached to the cylinder head or fuel my be directly injected into the internal combustion passages within the cylinder head located downstream of the compressor.  
           [0018]    Attachment means such as boltholes to bolt the cylinder head to the engine block are not shown because the design of the cylinder block is unknown. Methods known in the art may be used to provide the present invention with the necessary fuel means, cooling means, ignition means, lubrication means, attachment means and air intake means necessary for correct engine operation.  
           [0019]    In any embodiment of this invention conventional sensors and engine management systems can be included to produce optimal engine performance. Conventional fuel injection means and spark ignition means may be provided as well known in the art to provide the cylinder head with the necessary fuel and ignition required for engine operation. A water jacket can be designed into the cylinder head to provide the necessary cooling means if air-cooling proves to be insufficient or otherwise undesirable.  
           [0020]    This discussion has outlined some of the more important objects of the invention. These objects should be construed as illustrative of the more important features and applications of the present invention. Many other important results can be obtained by applying the disclosed invention in different ways and modifying it within the scope of the disclosure. Accordingly, by referring to the detailed description of the disclosed embodiment taken together with the accompanying drawings and claims a more complete understanding of the invention may be ascertained. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
     (Submitted with Preliminary Drawings)  
       [0021]    [0021]FIG. 1 is a front wire frame view of the housing of the engine head shown in FIG. 7.  
         [0022]    [0022]FIG. 2 is a front wire frame view of the moving parts of engine head shown in FIG. 7.  
         [0023]    [0023]FIG. 3 is a top wire frame view of the housing of the engine head shown in FIG. 7.  
         [0024]    [0024]FIG. 4 is a top wire frame view of the moving parts of the engine head shown in FIG. 7.  
         [0025]    [0025]FIG. 5. is a side wire frame view of the housing of the engine head shown in FIG. 7.  
         [0026]    [0026]FIG. 6 is a side wire frame view of the moving parts of the engine head shown in FIG. 7.  
         [0027]    [0027]FIG. 7 is a front view of an internal combustion engine head in accordance with one embodiment of the invention.  
     
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0028]    Referring to the drawings in detail, FIG. 1- 7  illustrate an internal combustion engine cylinder head and internal parts constructed in accordance with one embodiment generally referred to by reference numeral  10 . The cylinder head is designed to be positioned above a cylinder block containing a piston or other reciprocating means to cause two-stroke operation of the engine. In this embodiment the cylinder head is enclosed by a housing assembly  12 , which is formed from three housing sections,  20 ,  80  and  100  horizontally divided. Bolts  19  pass through holes  17  located in the top exterior surfaces of  80  and  100  and thread into threaded holes in housing sections  20  and  80  to secure the housing sections together. Horizontal rectangular intake ports  21  and  121  are formed in the lower part of housing section  20  and centrally positioned above a circular spark plug hole  13  centrally located between the opposite sides of the lower head section  20  of said cylinder head  10  and projecting through said lower head section from the illustrated side to the opposite side. Intake port  21  connects to horizontal intake passage  22  and intake port  121  connects to horizontal intake passage  122  on the opposite side of the lower head section  20 . Intake passage  22  connects to partially circular intake air passage  23  and intake passage  122  connects to partially circular intake passage  123 . Intake air passage  23  is radially positioned around partial cylinder  50  and axially aligned with the axis of said partial cylinder. Intake air passage  123  is radially positioned around partial cylinder  150  and axially aligned with the axis of said partial cylinder. Gear shaft  24  is axially aligned with the axis of partial cylinder wall  50  and said wall of said partial cylinder  50  very closely spaced from the outer diameters of the gears of gear shaft  24 . Gear shaft  124  is axially aligned with the axis of partial cylinder wall  150  and said wall of said partial cylinder  150  is very closely spaced from the outer diameter of the gears of gear shaft  124 . Intake air passing through air passages  23  and  123  transfers heat received from the cylinder head walls surrounding air passages  23  and  123  thereby cooling the cylinder head.  
         [0029]    Identical gear shafts  24  and  124  are divided by five bearing sections  25 - 29  on each shaft on gear shaft  24  and bearing sections  125 - 129  on gear shaft  124  into four gear sections on each shaft, two positive displacement oil pump gears  30  and  33  located near the ends of said gear shaft  24 , two positive displacement oil pump gears  130  and  133  located near the ends of gear shaft  124  and two positive displacement fuel feed gears  31  and  32  located between said oil pump gears  30  and  33  on said gear shaft  24  and two positive displacement fuel feed gears  131  and  132  located between said oil pump gears  130  and  133  on said gear shaft  124 . Positive displacement oil pumps  51  and  151  located near the ends of said gear shafts  24  and  124  and positive displacement fuel feed gear pumps  52  and  152  located between said oil pumps  51  and  151  on said gear shafts  24  and  124  are formed by meshing the eight gears located on identical gear shafts  24  and  124 . Bearing holes  39  and  139 ,  40  and  140 ,  41  and  141 ,  42  and  142 ,  43  and  143  pass horizontally through vertical walls  34 ,  35 ,  36 ,  37  and  38  of upper head section  80  and lower head section  20  to provide bearing support for gear shaft  24  bearing surfaces  25 ,  26 ,  27 ,  28  and  29  and bearing surfaces  125 ,  126 ,  127 ,  128  and  129  of said gear shaft  124 .  
         [0030]    Horizontal partial cylinders  44  and  144  formed in upper head section  80  and lower head section  20  between vertical wall  34  and vertical wall  35  surrounds positive displacement oil pump  51  as clearly illustrated in. Horizontal oil inlet hole  48  passing through vertical wall  34  provides oil access to oil pump  51 . Horizontal oil outlet hole  49  passing through vertical wall  34  provides oil access to gear train  61  comprised of gear shaft  124  output gear  63  fixedly attached to the end of said gear shaft by key  67 . Gear shaft drive gear  63  is rotatably connected to the crankshaft of the engine by a chain, which is not shown, that drives said gear  63 . Upon crankshaft rotation drive gear  63  rotates imparting rotation to attached gear shaft  124  that drives meshed gear shaft  24 .  
         [0031]    Horizontal partial cylinders  45  and  145  formed between vertical wall  35  and vertical wall  36  surrounds positive displacement fuel feed gear pump  52 . Said cylinder  45  and  145  connect to a vertical air connection passage  55  formed between said partial cylinder  45  and partial cylinder  145  at their upper tangency and the upper sides of said passage  55  connect to the upper ends of said partial circular air intake passages  23  and  123 . Intake air passes from said intake passages  23  and  123  through said passage  55  to positive displacement fuel feed gear pump  52  that pumps air received from vertical air connection passage  55  into horizontal combustion passage  57  located between internal vertical wall  40  and passage  59  from which the air flows into vertical combustion passage  59  passing downward and then into cylindrical combustion passage  61  located between the horizontal plane of the bottom of valve guide  95  and the top of the valve face  98 . Combustion passage  61  surrounds and is axially aligned with the axis of valve stem  92  of valve  89  and has an outer diameter the same as the inner diameter of valve seat  102 .  
         [0032]    Horizontal partial cylinders  46  and  146  formed between vertical wall  36  and vertical wall  37  surrounds positive displacement fuel feed gear pump  152 . Said cylinder  46  and  146  connect to a vertical air connection passage  56  formed between said partial cylinder  46  and partial cylinder  146  at their upper tangency and the upper sides of said passage  56  connect to the upper ends of said partial circular air intake passages  23  and  123 . Intake air passes from said intake passages  23  and  123  through said passage  56  to positive displacement fuel feed gear pump  152  that pumps air received from vertical air connection passage  56  into horizontal combustion passage  58  located between internal vertical wall  42  and passage  60  from which the air flows into vertical combustion passage  60  passing downward and then into cylindrical combustion passage  61  located between the horizontal plane of the bottom of valve guide  95  and the top of the valve face  98 . Combustion passage  61  surrounds and is axially aligned with the axis of valve stem  92  of valve  89  and has an outer diameter the same as the inner diameter of valve seat  102 .  
         [0033]    Horizontal partial cylinders  47  and  147  formed in upper head section  80  and lower head section  20  between vertical wall  37  and vertical wall  38  surrounds positive displacement oil pump  151 . Horizontal oil inlet hole  148  passing through vertical wall  38  provides oil access to oil pump  151 . Horizontal oil outlet hole  149  passing through vertical wall  38  provides oil to lubricate gear train  62  upon rotation of gear shaft  24  and drive gear  64  which drives idler gear  65  meshed with said drive gear  64 . Idler gear  65  is meshed with camshaft drive gear  66  and imparts rotation to said gear  66  causing the camshaft  72  to rotate upon rotation of said gear shaft  24 . The gear drive train  62  comprised of said gears  63 ,  65  and  66  is contained inside of gear train housing compartment  173 . Gear train housing compartment  173  enclosing said gear train  62  is formed into housing extension  73  of upper and lower head section  20  and  80  and cam cover  100  and is covered by flat plate gear train housing extension cover  75  having bolt holes  77  through which bolts  17  tread into bolt holes  19  formed into said gear train housing extension  73 . Oil hole  69  located in the side of said gear train housing compartment  173  passes through vertical wall  38  and provides oil to valve train compartment  128 .  
         [0034]    Camshaft  72  end bearing surface  81  is supported by blind bearing hole  83  formed in vertical wall  34  and end bearing surface  82  is supported by bearing hole  84  passing through vertical wall  38  of valve train cover  100  and upper head section  80  that join at the horizontal centerline of said camshaft forming the upper region of housing  10 . Said camshaft has three cam exhaust lobes  85 ,  86  and  87  more clearly seen in FIG. 8, which actuate the exhaust valves  88 ,  89 , and  90 . Said exhaust valves are comprised of valves stems  91 ,  92  and  93  which extend through valve guides  94 ,  95  and  96  formed in upper and lower head section  20  and  80  and passing vertically through the center portions of internal vertical walls  35 ,  36 ,  37  formed in upper head section  80  and lower head section  20  that are located between gear shaft bearing surfaces  40  and  140 ,  41  and  141 ,  42  and  142  respectively allowing said valve stems to pass between the bearing surfaces  26  and  126 , and  27  and  127 , and  28  and  128  respectively of gear shafts  24  and  124  and extend to the valve faces  97 ,  98  and  99 . Said valve faces upper outer surfaces are tangent with valve seats  101 ,  102  and  103  formed in the bottom horizontal wall  129  of lower head section  20 . Said exhaust valves are connected at their upper ends to split valve keepers  104 ,  105  and  106  which have conically shaped outer surfaces which align with the inner conical holes centrally formed in the top walls of valve retainers  107 ,  108  and  109  which cover valve springs  110 ,  111  and  112  sitting on valve washers  113 ,  114  and  115  located on the bottom of valve spring seat holes  116 ,  117  and  118  formed in the upper interior horizontal wall  130  of upper head section  80 . Said valve keepers, valve retainers, valve springs, valve washers, and valve seat holes are axially aligned with each valve stem axis and the said valve springs are kept under tension by compressing the said valve spring between the upper horizontal surface of said valve washers and the lower horizontal surface of said valve retainers which are held in position by the valve keepers that have internal circular grooves that are aligned with the external circular grooves formed near the ends of the valve stems as illustrated in FIG. 3, 6, and  8 . Valve faces  97 ,  98  and  99  cover exhaust passages  119  and  120  and combustion passage  61 . Said exhaust passages  119  and  120  are circular and project upward from said valve seats to internal exhaust passage horizontal walls  122  and  123  which form the upper walls of internal horizontal rectangular exhaust passages  131  and  132  respectively that extend through lower head section  20  to exhaust ports  133  and  134  respectively formed in the opposing external vertical walls of lower head section  20 .  
         [0035]    Upon starting the engine by rotating the crankshaft the gear trains  61  and  62  cause rotation of said camshaft  72 , which rotates said cam lobes  85 ,  86  and  87  against the valve stems  91 ,  92  and  93 . The cam lobes are radially positioned around the axis of the camshaft and the center cam lobe  86  is oriented to cause the middle valve to begin to open upon ignition of the fuel and air mixture in the combustion passages  57 - 61  which is timed to occur when the piston reaches the top dead center position. Said combustion passages are filled with compressed air as the crankshaft rotates prior to ignition because rotation of the crankshaft causes rotation of gear shafts  24  and  124 . Rotation of said gear shafts causes operation of the four gear pumps formed by the meshed gears on gear shafts  24  and  124 . Operation of the two positive displacement gear pumps  52  and  152  force air into the combustion passages  57 - 61  within the cylinder head  10  where compression of the air occurs. Maximum compression of the air trapped inside of the said combustion passages is attained as the piston reached top dead center. Fuel injection means are not shown but may be placed upstream or downstream of the said positive displacement gear pumps  52  or  152  to inject fuel into the combustion passages directly, into the intake passages  23  an  123  of the cylinder head or may be placed to inject fuel into an intake manifold attached to the said cylinder head for injection of fuel into the cylinder head at the desired degrees of crankshaft rotation to supply fuel to the engine. Spark ignition means such as spark plugs, which are not shown, are positioned in spark plug holes  22  and  122  that connect into combustion passage  61  to ignite the fuel mixture at the desired moment.  
         [0036]    Upon ignition of the fuel mixture combustion of the fuel charge compressed into combustion passages  57 - 61  occurs and the burning gases produce high pressure within said combustion passages forcing the combustion passage exhaust valve  89  downward against the piston face. The piston face is tangent or nearly tangent with the lower side of said combustion passage exhaust valve face when the piston is positioned at top dead center within the cylinder bore. As the exhaust valve  89  moves downward under the forces of combustion against the piston face the valve face moves off the exhaust valve seat  102  opening the combustion passage  61  allowing the burning expanding combustion gases to flow into the cylinder equalizing the pressures within the cylinder and the combustion passages. The high-pressure gases of combustion fill the cylinder and act upon the downward moving piston increasing the force exerted upon it increasing the torque generated at the crankshaft. As the crankshaft continues to drive the gear shafts more air is feed into the said combustion passages increasing the amount of oxygen supplied to the combustion process, which causes an increase in the rate of combustion within the said combustion passages and cylinder increasing the pressure within the said combustion passages and cylinder and increasing the force exerted upon the piston face thereby increasing the torque generated by the crankshaft. Due the continuous addition of air into the combustion process while the combustion chamber exhaust valve is open faster burning of the fuel charge occurs and allows more fuel to be burned in the engine. When the fuel supply to the combustion passages is stopped the additional air constantly being supplied to the combustion process causes faster oxidation of the remaining unburned fuel. The camshaft exhaust lobe  86  is designed to control the return travel of combustion passage exhaust valve  89  as said exhaust valve returns to the valve seat closing the combustion passage from the cylinder at which time the combustion passages refill with fresh air as the piston continues to move within the cylinder bore. Due to the very limited volume of the cylinder head combustion passages  57 - 61  the continuous supply of fresh air to said combustion passages from the positive displacement gear pumps  52  and  152  quickly extinguishes the burning fuel within said combustion passages after the fuel injection means has been turned off and the exhaust valve has closed.  
         [0037]    When the piston has reached bottom dead center position the cam lobes  85  and  87  begin to actuate exhaust valves  88  and  90  thereby opening the exhaust passages  119  and  120  allowing the burned fuel trapped within the cylinder to be escape through said exhaust passages into horizontal rectangular exhaust passages  131  and  132  through which the engine exhaust passes and afterwards escapes from the lower head section  20  by passing through exhaust ports  133  and  134  located at the ends of said exhaust passages  131  and  132  as the piston returns to the top dead center position. The cam lobes  85  and  87  are oriented to close the said exhaust valves  88  and  90  by the time the piston has reached the top dead center position to prevent gas from escaping from the cylinder through these exhaust passages during the power stroke of the piston which occurs again as the piston passes the top dead center position.