Abstract:
Improvements in a gas powered engine. Said improvements include use of a piston with a fixed piston arm that extends through a seal in the lower portion of the cylinder. The piston arm operates on an elliptical crank that drives the output shaft. Valves that move air and exhaust into and out of the pistons are lifted by a cam located on the crank. A unique oil injector passes oil to the piston and the cylinder wall. An energy recovery unit recovers energy from the cooling system and from the exhaust system.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
     This application is a continuation-in-part of applicant&#39;s co-pending application Ser. No. 13/444,139 filed Apr. 11, 2012, and is a continuation-in-part of application Ser. No. 12/481,159 filed Jun. 9, 2009, and is a continuation-in-part of Ser. No. 12/269,261 filed Nov. 12, 2008, and is a continuation-in-part of 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 each cylinder is divided into two chambers by the piston where the upper chamber is used for combustion and the lower chamber is used for air pumping and initial compression. 
     When the internal combustion engine is used as a two-stroke engine the engine size can be reduced by up to 50% of an existing four-stroke engine. 
     When the internal combustion engine is used as a four-stroke engine the engine will be similarly sized to an existing four-stroke engine except the chamber under the piston will work as a supercharger and improve efficiency. 
     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. 
     There is a large amount of energy that is lost due to aerodynamic drag from the piston pushing air under a piston as it moves. In existing engines that use only the top of the piston energy is wasted from the aerodynamic drag. In a dual chamber cylinder there is no aerodynamic drag. 
     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. This application discloses and provides that solution. 
     BRIEF SUMMARY OF THE INVENTION 
     It is an object of the 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. 
     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 engine with dual chamber cylinders to use the upper chamber as a four-stroke engine and the lower chambers as a compressor or supercharger. 
     It is an object of the engine with dual chamber cylinders to use a split cycle or two-stroke engine by using the upper chamber as combustion/exhaust and the lower portion of the cylinder as an air/compressor. This design can result in a reduction of the engine size by up to 50%. 
     It is an object of the 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 engine with dual chamber cylinders to eliminate the aerodynamic forces and drag from under the piston. 
     It is an object of the engine with dual chamber cylinders that the area under the chamber works as a shock absorber for the area above the piston thereby making the engine operate quieter. 
     It is an object of the 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 engine with dual chamber cylinders to eliminate the crankshaft camshaft, cam sprocket, timing belt, timing belt tensioner, outside supercharger or turbocharger. All of the space required by the identified components reduces the space, weight and cost and energy consumption. 
     It is an object of the 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 no aerodynamic drag from under the piston as it moves within the cylinder. 
     It is still another object of the engine/compressor with dual chamber cylinders to use the engine/compressor as a compressor, pump for other function by using the motor to turn the elliptical shaft. 
     It is an object of the engine to use a compressor before an engine and turbine after the engine at the same shaft to create an energy recovery unit from the cooling system and from the exhaust system where this unit is ideal for energy recovery for waste heat. 
     It is an object of the engine to use a multi-compressor before and or after the engine without using a turbine that creates a small and less expensive engine for an airplane. 
     It is an object of the engine to use a hydraulic cylinder where the piston maintains linear movement of the combustion piston and provides high pressure oil for intercooling the piston and the cylinder walls. 
     It is still another object of the engine to be the smallest and the most efficient and less expensive engine. 
     It is still another object of the engine to reduce the heat temperature of the combustion cylinder by reducing the friction of the piston on the cylinder wall by using high pressure oil and this can lead the engine working at a lower temperature for combustion (LTC) and this is helpful for reducing engine output of nitrogen oxide (NOx) emissions, thereby reducing the need to consume additional fuel for exhaust after treatment and the crankshaft will reduce fuel consumption and reduce emissions. Reference: Report on the transportation combustion engine efficiency colloquium held at UScar, Mar. 3-4, 2010 by Oak Ridge National Laboratory, Department of Energy. 
     It is another object of the engine for the engine to be use high pressure oil to intercool the piston and the cylinder walls. This can eliminate the need for exhaust gas recirculation (EGR) and eliminate the need for a water pump, and for an oil pump. 
     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 cut-away view of a first preferred embodiment of the dual chamber cylinder Type I and Type II at air pressure intake. 
         FIG. 2  shows a cut-away view of the first preferred embodiment of the dual chamber cylinder Type I and Type II at exhaust. 
         FIG. 3 . Shows a cut-away view of the one chamber cylinder Type III. 
         FIG. 4  shows a cut-away view of the dual chamber cylinder, compressor Type IV. 
         FIG. 5  shows a block diagram of the operation of the two-cylinder/two-stroke engine. 
         FIG. 6  shows a block diagram of two-cylinder, two-stroke engine with a supercharger cylinder. 
         FIG. 7  shows a dual chamber cylinder for a two-stroke engine with a piston valve. 
         FIG. 8  shows a detail view of a piston valve used in a two-stroke engine. 
         FIG. 9  shows a cam lobe(s) for an exhaust valve for a two-stroke engine. 
         FIG. 10  shows a block diagram of a four cylinder-four cycle engine four stroke engine. 
         FIG. 11  shows a block diagram of a four cylinder-four cycle engine with an air storage tank. 
         FIG. 12  shows a cam lobe for an exhaust valve of a four-stroke engine. 
         FIG. 13  shows a first preferred embodiment of a piston rod connected to an elliptical shaft. 
         FIG. 14  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. 15  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 engine. 
         FIG. 16  shows a second preferred embodiment of a piston rod connected to an elliptical shaft. 
         FIG. 17  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. 18  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 engine. 
         FIG. 19  shows a graph of where power is consumed in a typical four-stroke engine at various engine speeds. 
         FIG. 20  shows a cut-away view of an oil injection system using an injector that is similar to a fuel injector. 
         FIG. 21  shows a cut-away view of an oil injection system using an injector with the spool valve in the open position. 
         FIG. 22  shows a cut-away view of an oil injection system using an injector with the spool valve in the closed position. 
         FIG. 23   a  shows a cut-away view of oil injection in a cylinder. 
         FIG. 23   b  shows a cut-away view of oil injection in dual chamber cylinder. 
         FIG. 24  shows a cut-away view of a preferred embodiment of a dual chamber cylinder with hydraulic cylinder. 
         FIG. 25  shows a cut-away view of a preferred embodiment of a hydraulic cylinder. 
         FIG. 26  shows a cut-away view of a preferred embodiment of a dual chamber cylinder with a high pressure air valve and fuel injector. 
         FIG. 27  shows a cut-away view of a high pressure air valve with a fuel injector. 
         FIG. 28   a  shows a cut-away view of a fuel injector; fuel injector closed. 
         FIG. 28   b  shows a cut-away view of a fuel injector; fuel injector open. 
         FIG. 29  shows a simplified cross sectional view of the engine with eight cylinders on an elliptical crank. 
         FIG. 30  shows a block diagram of an engine using a compressor and turbine for the automobile industry. 
         FIG. 31  shows a block diagram of an engine using a compressor without a turbine for the aeronautical industry. 
     
    
    
     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, Type III is a four-stroke engine without supercharger and Type IV is a compressor cylinder. 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. 
       FIGS. 1 and 2  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  1  has one chamber for combustion/exhaust and a second chamber for air/compression which is herein called a split-cycle engine or two-stroke engine. The second type 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 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. 13-18  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. 20 ,  21  and  22 . 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. 3  show cut-away views of a Type III engine according to a first preferred embodiment 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 and the second chamber is open for oil passage  62  which is herein called a four-cycle engine. 
     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. 13-18  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 . 
       FIG. 4  show cut-away views of a preferred embodiment of the 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). This version uses two chambers for air/compression which are herein called a compressor or Type IV. 
     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. 13-18  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 . 
     Two-Stroke Engine/Split Cycle Engine. 
       FIG. 5  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. 1 . The air valve  110  shown in  FIG. 8 , and the cam lobe(s) 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. 6  is the same as  FIG. 5  except for the addition of one compressor cylinder for the system to act as a supercharger. The components and functions of  FIG. 6  is the same as  FIG. 5 . The compressor  33  pushes the compressed air through line  126  and then through the piston valve  110  to the cylinder  32 . From  FIG. 6 , 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. 7  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. 8  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. 9  shows the cam lobes  133  for the left exhaust valve for the two-stroke engine. 
     Four-Stroke Engine 
       FIG. 10  shows a block diagram of a four cylinder-four cycle engine.  FIG. 11  shows a block diagram of a four cylinder-four cycle engine with air storage tank. 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  121  pushes the compressed air into 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 . In  FIG. 11  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. 1 and 2 . 
       FIG. 12  shows a cam lobe  133  for the exhaust valves lifter for a four-stroke engine. 
       FIG. 13  shows a first preferred embodiment of a piston rod  41  connected to an elliptical shaft  130 .  FIG. 14  shows a cross sectional view of the piston rod and elliptical crank withy cam lobes  133  for exhaust lifter valves  94  and  FIG. 15  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. 16  shows a second preferred embodiment of a piston rod  41  connected to an elliptical shaft  130 .  FIG. 17  shows a cross sectional view of the piston rod and elliptical crank withy cam lobes  133  for exhaust lifter valves  94  and  FIG. 18  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 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. 19  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. 20-22  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. 20 . The second preferred embodiment is with oil being injected through an oil valve shown in  FIGS. 21 and 22 . 
     In  FIG. 20  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. 21-22  show second preferred embodiment an 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. 21 and 22 , 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. 23   a  shows a cut-away view of oil injection in a cylinder and  FIG. 23   b  shows a cut-away view of oil injection in dual chamber cylinder. From this preferred embodiment high pressure oil is pushed in channel  261  from the hydraulic piston pump to piston  40  and the oil returns through channel  61  to outside of a dual chamber cylinder. 
       FIG. 24  shows a cut-away view of a preferred embodiment of a dual chamber cylinder with hydraulic cylinder and  FIG. 25  shows a cut-away view of a preferred embodiment of a dual chamber cylinder with hydraulic cylinder. This is a second preferred embodiment of the dual chamber cylinder and is similar to the description of the embodiment shown and described in  FIGS. 1 and 2  except the engine has a hydraulic piston  213  that move linearly inside of the hydraulic cylinder  212 . The piston has a check vale  214  that allows high pressure oil to channel  211 ,  261  in piston rod  41  and to piston body  40 . The piston  213  pushes against stem valve  240  to open the high pressure air valve  242  and is normally held closed by spring  215  that pushes on the back of stem  240 . The exhaust valve  90  opens at the same time as inlet air valve  80  opens in the lower chamber. These valves are operated by cam shaft lobe  95 . The upper chamber has a mechanical fuel injector  169  that opens when the piston presses on stem  176 . 
       FIG. 26  shows a cut-away view of a third preferred embodiment of a dual chamber cylinder with a high pressure air valve and fuel injector. This embodiment is similar to the embodiment shown and described in  FIGS. 24 and 25  except the high pressure air valve  166  is opened by combustion piston  40  that pushes against the stem of the valve  170  and closes by spring  168  pushing against the air piston valve  167 . The fuel injector  178  is opened when the combustion piston  40  pushes against the valve stem  176  and fuel injector  178  is normally held closed by spring  177  that pushed against piston valve  178 . 
       FIG. 27  shows a cross sectional view of a high pressure inlet valve  166  with a fuel injector  169 . The valve has a piston stopper  167  that maintains the valve in a closed orientation all of the time by spring  168  and is only opened when the combustion piston pushes against the stem of valve  170 . The piston has a hole that allows fuel injection  169  in between. 
       FIGS. 28   a  and  28   b  shows a cross-sectional view of a mechanical fuel injector  169 . High pressure fuel enters through pipe  175  and unused fuel is returned to the fuel tank through pipe  174 . The fuel injector comprises of a piston valve  178  that is held closed by spring  177  and the oil returns through pipe  174 . The injector opens when the combustion cylinder piston presses on the stem  176  and one piston valve  179  to allow the fuel injection into the combustion chamber. 
       FIG. 28   a  shows the injector closed and high pressure fuel being returned to the fuel tank through outlet opening  190 ,  191  and  174 .  FIG. 36   b  shows the injector in an open condition allowing fuel injection into the combustion chamber. The outlet opening  190  is close and no fuel is returned to the fuel tank. 
       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 block diagram of an engine using a compressor and turbine for the automobile industry. As the vehicle moves forward air  1  enters into the front of the vehicle thereby creating ram air pressure  2 . The ram air pressure  2  enters into the compressor(s)  10  thereby raising the pressure and temperature  3 . Part of the high pressure air  3  is used in the engine as a super-charger  4  and the remainder of the air  5  is used to intercool the engine through a vain. The air  5  and exhaust gas  6  will be mixed together to create a new gas  7  with higher pressure and temperature. The gas  7  will operate the turbine  12  to add more torque to the engine. The energy produced from the turbine is called energy recovery from the ram pressure, cooling system and exhaust gas. The engine is connected to the compressor  10  through a shaft  13  that is connected to turbine  12  through a shaft  14 . The output shaft  15  is connected after the turbine  12 . This configuration of engine is used in the automotive industry. 
       FIG. 31  shows a block diagram of an engine using a compressor without a turbine for the aeronautical industry. This configuration is similar to the configuration shown and described in  FIG. 30  except this configuration uses a fan  16  in front of the compressors  10 . The compressor  10  will be a multi-compressor sent to intercool the engine. The air ram  1  will be divided after the fan  16  into air tunnel  18  and another portion of the air  2  will enter into the compressor(s) to create compressed air  3  that will be further divided into compressed air  4  that is used as a supercharger for the engine  11 . The remainder of the air  3  is used in the cooling system for the engine  5 . The warm air  5  will be mixed with the exhaust gas of the engine  6 . The fan  16  could be as large as needed without using air tunnel  18 . 
     Thus, specific embodiments of a dual chamber cylinder engine have been disclosed. It should be apparent, however, to those skilled in the art that many more modifications besides those described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims.