CA1144864A - Three cycle engine with varying combustion chamber volume - Google Patents

Abstract

A THREE CYCLE ENGINE WITH VARYING
COMBUSTION CHAMBER VOLUME
Abstract of the Disclosure A piston type internal combustion engine of novel three cycle variety, in which the intake and compression functions are divorced from the combustion cylinder entirely and are carried out by a separate high pressure compressor;
with a high pressure charging cycle, a power cycle and an exhaust cycle carried out in the combustion chamber in a positive manner. The gas charge is pre-compressed to maximum permissible value and injected into a varying volume combustion chamber, without any appreciable change in pressure.
Power output is varied by varying the initial volume of the combustion chamber. Executed in radial cam driven and crank driven versions. Intended to replace conventional variable output engines.

Description

This invention relates to piston type internal combustion engines, more particularly to a ~ovel three cycle engine in ~hich the power output is varied by varying the initial volume of the combustion chamber~ with the charge pre-compressed to constant maximum per~issible value.

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Positive displacement internal combustion engines may be di~ided into ma~y categories~ two of which could be:
fixed output and variable output engi~es. Especlally for private vehicles9 ~ariable output engines are used in large numbers. This~inventlon relates to variable output engines.
Power output is normally varied by varying the amount of charge combusted during each combustion cycle and by spaclng the combustion cycles closer or farther apart t~e wise. For .... efficiency each o~ the ~arying ~mount's of ;1~, ';~

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charge combusted during each combustion cycle should be - --combusted under the following conditions-1. Oxidizer to Oxidant Proportioning and Dispersion, air to fuel ratio. This should be ; right 7 SO that all fuel molecules are completely oxidized~ yet not -too ~uch air must be present, since too much air simply represents usaless mass moved around a lot and expelled at higher temperatures than taken i~ thus carrying energy with it. Also excess air takes up space and this incraases the combustion chamber volume decreasing the effectiveness of the conversion process; so do contamlnation products such as exhaust gas remnants.
Contamination products block effective o~idization. Gasoline englnes normally do ha~e proper proportioning, either carburettored or fuel injected into the airstream. Diesels normally have poor proportioning under reduced output~ since normally the amount of air e~teri~g is not throttled or regulated, because a ~ull volume of air is required for raising the compression temperature sufficiently for ignition of the directly in~ected ~uel.
~. The pure~ properly proportioned and properly dispersed charge should be contained in a minimum relative volume of space upon ignition. Diesels score favo~rably here~ but could be improv-ed by proportionally reducing the amount of air and the volume of the chambers as the amount of ~uel in~ected is reduced to vary power output. Normal gasoline engines score poorly in this respect. ~he weight o~ the properly proportioned and dispersed gas charge is varied to vary power output, but this varying weight is ignited in a fixed volume chamber~ so that only at wide open throttle the actual compression pressure reaches permissible and efficient limits. Great improvement could be made by reducing the volume of the chamber i~
proportion to the weight of the gas charge admitted so that ...

at all times, during varying power output, the charge is at ma2imum permissible pressure upon ignition.
3~ The properly proportioned varying charge weight, as per ltem 1, compressed to maximum permissible values in each cycle~ as per item 2, now must be expanded to near atmospheric pressures. This requires a varylng length of stroke, as the charg~ weight is varied. Starting with a stroke length that is sufficient to fully expand the charge at full power output, the stroke length should be reduced as the weight of the gas charge becomes less when re~ucing power output, so that expansion below a~mospheric pressure is avoided. Crank driv~n norm~l eng~nes may hav~ full expansion at a certain reduced power output, possibly at 25% of full power. Brayton cycle and axial and radial cam driven engin~s may have nearly full expansion at an output range which is near maximum, but there is tho possibility that expansion to below atmospheric pressure occurs during low pow~r output periods. Crank driven engines may be built which limit the charge by delayed opening or closing the intake valve, the limited charge may then be compressed to maximum permissible value in a chamb~r designed to accommodate this limited charge and the limited charge may thus be chosen to be such that it fully expands during the power stroke, but these remedies apply then only at full power output, and ~xpansion to below atmospheric pressure becomes a possibility ~or low output p~ridds. Id~ally th~n, automatic means should be provided to avoid expansion below atmospheric pressure in the very low output range, if a large expansion ratio design is chosen, resulting in a constant geometric and gas expanslon ratio but in a varying geometric volume for initial and final combustion chamber volumes.
~. Heat losses to the cylinder head, piston crown and cylinder walls should be avoided; with insulated cylinder heads and piston crowns probably being the most practical object.

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Waste motion, especially of the heavy par-ts designed for combustion forces9 such as pistons, rods~ ~anks~ etc.
should be minimized. Functions which can effectively be carried o~t by lighter auxiliary parts, such as exhausti~g~
inta~ing and compressing, in other words, recycling functions, should be divorced from the heavy duty components where possible~ I~ conventional ~ cycle eng~Les, the pistons, con rods and cranks are used ~or re-cycling functions~ while in conventional 2 cycle eng~nes the re-cycling is not carried out positivaly so that contami~atlon of the charge~ or adequacy of the charga~ becomes\~ real problem. Ideally, there~ore, a~Ly light ~uty re-cycling functions~ which can be d~vorced from the heavy duty power trai~ components without danger of co~taminating or wasting the charge, should be dlvorced.
Friction losses are typically 8~ of the generatad mecha~ical power and are directly subtrasted from it; they should be minlmlzedO Carrying out light duty re-cycling func-tions such as intaking ar.Ld compressing the frash charge with ~ewer larger components which ~ave les5 frlctio~ area and travel, improvas the e~ficiency. Conventio~al engines using the powor train compo~ents such as pistons, con-rods, cranks, for these purposes9 generate considerable friction area and component:travel; in excess what can be accomplish~d by fewer larger components.

The present invantion provides engines in whlch the gas charge is pre-compressed to maximNm permisslble values under all~ or most~ of the power output range. This is achieved by divorcing the intake and compression ~unctions from the power cylinder~ and carrying out these functions ln a saparate~ hlgh pressura pr~-comprassor. Power output is var~ad by varying th~ initial volume of the combustlon chamber~ during the high pressure charglng cycle~ thereby regulating the amount of charge admitted into the combustion chamber~ resulting in a varying geometric expansion ratio.
The power cylinder carries out three functions~ receiving the pre-compressed high pressure charge, with the pisto~ in or near the top position; immediately combusting and expanding said charge during the downstroke of the pisto~ and expelling the remnants of the combusted charge during the upstroke, resultlng in three distinct cycles, within the power cylinder. The engine is executed in radial cam driven and crank driven versions. The novel three cycle engine has addi~ional adYantages 1. A very advantageous weight and friction t~ade off. For the extra weight o~ compressor cylinders, compressor pistons and drive rollers~ compressor valve gear and high pressure charge dis~ribution ducts~ the ef~ecti~e power output of the engine is doubled~ as compared with a four cycle versio~ without increasing the weight Or the basic engine~ since the piston delivers power during every down-stroke~ The few~ large compressor components ~ave far less,about 66% less~ friction surface than the eng~ne components normally used in four cycle engines, for the i~take a~d compressio~ function. No extra radial cam is required for the high pressure pre-compressort ~or the radial cam driven version.

2. It makes it simple to ensure that the charge is at maximum permissible ; - : pressure values during the complete power output range; the only sensor required is a charge pressure sensor. The high pressure pre-compressor ~ould use technology already well developed for air compressors namely~ a pressure sensor, and an un~oader acting on the pre-compressor self-acting intake valves. In another i~vention by this inventor, ent~tled "~ varying geometric compression ratio engi~e", a common four cycle engine is provided with a contin-uously re-ad~usting geometric compression ratio to at all times~ during varying power output 9 compress ths charge weight to maximum permissible .absolute prsssure ~lue~
regardlsss o~ charge weight taken in; thls requires many sensors to measure the exact weight of charge mass taken in duri~g each cycle; and complex controls and power actuators are requlred to accurately, instantly and continuou~ly vary the geomstrlc compresslon ratio. This invention takes the opposite path; throttling i9 not used but instead power is varied by varying the initial volume o~ the combustion chamber. . .
In other words~ the volume o~ the combustisn ~hamb~r during the charging cycle determines the weight of the charge mass admltted~ with the charge prassure being at constant ma~imum ~alue. No se~sors of ~ny kind are required to obtain consistent re~ult~ except~ of co~rse~ tha pre-comprassor pressure senser. In o~her words~ the ~pressure values of the gas char~e in this invantio~ are co~stantly9 dlrectly monltored and feed back is constant. In the othsr invention by the $nventor mentioned above9 the pressure values to be obtained are not directly monitored~
unless a pressure sen~or ls installed in the cylinder.
Thls re~er~ strictl~ to constant . preq~ure values for the chargs; it does not apply to correct proportioning of the charge. Electron~c fuel ln~ection is praferred wlth thls invention and preferably with in~ection carried out after the pre-compres~ion of the air charge; this would cool the pre-compre~sed charge at the right location resulting in a denser charge~ yet would not reduca the pressure o.~ the oharge since the pressure sen~or would increase compressor output to maintain the maximum pre-set value. The energy 0 ab~o~bed ~y th0 vaporizing inJected fuel will be t~e same er whe~e it i~ inJected~ thus ~n~ecting fuel a~ter pre-lon is ~ot detrime~tal to efficiency.

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Furthsr aspects of the pre.ferred embodiment of the i~vention9 the radial cam driven version, are positive total e~aust expulsion~ retention o:E the piston in the top position while high prsssure charging is carried out.; ~ovel, annular, concentric slaeve type valves~ ensuring efficiQnt charging~
a novel reciprocatlng~ charge biased~ combustion chamber roof, quick acting valve camshafts and valve actuators 5 novel deep penetra-tion power camshaft~ noval pisto~ to cam connecting mea~s and a low proflle or narrow width. Conventional type valving is also disclosed for this version.
- The alternative embodiment of.this inventio~, the cra~kshaft dr~ven version~ uses the ~ovel cylinder head of the pref~rred embodiment, or may use convention~1 type valving with both alternatives disclosed.
The obJects of the inve~tion may be summarized as follows:
1. To provide an e~gine of variable power output, main-taining efficie~cy over all or most of the power output rangs, despite variations in the gas charge mass combusted, using a variable geometric combustion chamber volume.
2. To provide a diesei engine of variable power output in which it is not necessary to take in more air than required for combustio~ using a variable geometric combustion chamber volume.

3. To provide an engine in which contamination of the fresh gas charge by exhaust gas remnants, may be reduced to negligible value if desired.
To provide an engine which delivers power during every downstroke of the piston without the unpositive recycling procedure of the conventional two stroke cycle.
To produce positive charging~ positive exhaust expulsionO

. To pro~ide an engine ln whlch the swept piston volume is su~ficient to exp~ld the Admitted gas charge to near atmospheric pressure levels~ under high power output operation,. It is known that the exhaust gasses normally are expelled with conslderable pressure remaining under near f~ll power operation. Limiting the charge admitted in conventional engines by manipulat~ng wlth intake valve timing results in excessive wasted motion in these engines. Conventional, four cycle engines already have 80~ waste motion, required for recycling~ with th~ actual power stroke amounting to only approximately 20% of the motion; thus manlpulating the intake valve tlming to reduce the charge admitted so that full - expansion may occur near the full outpu~ range9 results in even more wa~ted motion for conventional engines. In the present invention~ the size o~ the pre-compre~sor plston may be chosen so that~ in the uppar output range~ nearly .full expansion takes place. This f~ct~ plus the fact o~ e~ficient combustion for each downstroke~ makes the present inven~ion ad~antageous. IBrlefly stated~ the invention therefore, may achleve less wasted motion, nearly full expansion.a~ the most used engine speed for a particular application, and a greater gas expansion ratio at all speeds, and maintain good combustion efPiciency at al} speeds. Effieient combustion is the result o~ contamination ~ree charging~ and the greater or maximum possible gas expanslon ratio is the result o$' the compression of the charge to maximum permissible levels for the particular fuel used~ under all~ or nearly all~ power outputs. Nearly ~ull exp~nsion at the most used engine speed is the result of sizing the gas charge pre-co~pre~sor so that at the most used angine speed the capacity o~ the pre-compressor is nearly utilizad. This abllity to select the capaclty of the pre-compres~or independently of tha size of the engine results 1~ the said less wasted motion~ at the most used engine spead.

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These and other faatures and advantages of the inventlon wlll be more ~ull~ unclerstood from the follow~ng description of certain pre~errsd embodime~ts taken together with the accomp~nying drawingsv In the drawings:
Figure 1 is a cross sectlonal vlew showing the pert~nent parts of an internal combustion e~gine of novel radial cam driven three cycle variety formed according to a preferred embodiment of the invention, with an optional buk not preferred~ bottom locatlon ~or a charge pre-compressor cylinder shown. ~n in-line top position for the compressor cylinders ls preferred and is shown in Flgure 3;
Figure 2 is a lo~gitudinal cross section showing one half of the engine shown in Figure 1 on a plane taken through the power cylinders and with the valve traln omitted to clearly ~how the ~eature~ o~ the casti~g of the cylinder head;
Figure 3 i~ a longitudlnal cross section~ taken through the center plane Q.f the charge pre-compressor~ 9 of the engine shown ln Figure 13 Flgure 4 is an enlarged cross section of the cylinder heads shown ln Figure 1 showlng the novel valve train and gas ducting;
Figure 5 is an enlarged top view of the novel cyllnder head and valve trai~ sho~n in Figure 1 and Figure L~, showing one half of the valve actuating means on one side and one of the two camshafts on the other side~
Figure 6 is a cross sectional view of the engine formed accordi~g to Figure 1 with poppet type charge biased l~ta~e valving and a poppet type final exhaust valve;

Figure 7 is a cross sectional view of the engine formed according to an alternative cranksha~t driven version of the invention using the novel cylinder heacl and valve train shown ln Figure 4.
Figure 8 is a cross sectional view of the engine shown in Flgure 7 using poppet type charge biased intake valving and a poppet type final exhaust valve;
Figure 9 ls a sectional view taken on Plane A-A in F~gures 6 and 8.
Flgure 10 is a sectional view taken on ~lane B~B in Fi~ures 6 and 8, Figure 11 is a sectional view taken on Plane C-C in Figure 9.
Figura 12 is a cross sectional vlew of the engine formed according to a third alternative crankshaft driven version of khe inventionO
Figure 13 i9 a longitudinal cross sectional view of the engine shown in Figure 12.
Figure 14 is a sectional view taken on Plane D-D in Figure 13.
~ igure 15 is a sectional view taken on Plane E-E in Figure 12.
Figure 16 is an alternative of the embodiment shown in Figure 15.
Figur~ 17 is an alternative of the embodi~ent shown in Figure 1~.
Figure 18 is a~ alternative of the e~bodiment shown in Figure 15.
Figure 19 is a cross sectional view of the engine form~d according to the fourth alternative crankshaft driven v~ian o~ the lnvention.
~l~ure 2Q same as Fig. 19 except "the fifth alternativel'.
Flgure 21 same as Fie. 19 except "the sixth alternative".
Figure 22 shows a single lobed cam version.

Descripti n of the Illy,~ lL~l ~ng~
Referring to Figure 1 of the drawings~ there is shown an internal combustion engine generally indicated by numeral 10. Engine 10 includes two opposed cylinder blocks9 11 t each defining two power cylinders 12 in a ro~1 to arrive at a flat four opposed cylinder layout. The perfectly symmetrical layout of the power train shown~ gives perfect dynamic balance for tha power trainr Each power cylinder 12 is provlded with a reciprocatably disposed power piston 13 of special configuration~
The power shaft is a deep penetration, double lobed power camsha~t 1~, is connected to power pistons 13 by means of a main cam roller 15, rotatabl~ carried on a main cam roller pin 16~ a cam follower roller 17, rotatably carried on a cam follower roller pin 18 and slotted piston skirts 19~
which are cross connected by piston webs 20. Piston webs 20 ,bear against flat machined front and back ~aces of the radial power camshaft 1~, thus straddling the profile on the radial cams 21, effectively trapping the power pistons and pre~enting them from rotation in their bores. This feature is very important~ since any rotation of the power pistons would make the rollers 15 and 17 go askew and jam the engine~ Slotted piston skirts 19 and piston webs 20 bearing against flat machined faces on the radlal cams 21~ to prevent rokation of power pistons 13 are a novel feature of this invention. ~he power cylinders 12 are radially slotted to clear and straddle the flat faces of the radial cams 21. The piston rings do not traverse these slots to avoid oil consumption. The double lobes on the radial cams 21 are symmetrical and provide four piston strokes per revolution. The profile of the radial cams 21 are executed to accelerate and decelera-te the pistons uniformly9 an advantage while the stroke is slightly less than the bore of the power cylinders. The profile furthermore ~s executed to retain the power pistons stationary in the top position over 28 degrees o:E power cam shaft rotation~ ensuring adequate t~me for high pressure charging during the charglng cycle. This has the addl~ional benafit that the piston of the hlgh pressure pre-compressor in the second row will be retained statlonary in the top position o~er a~ identical degree of rotation ensuring that all space containing the high pressure charge is utilized during the charging cycle of the power cylinders. This feature will ba elaboratad upon later. To return to the novel featur0s of the power cam shaft 1~; to reduce the proflle~ or height or width, of the engine, cam follower rollers 17 penetrate deeply in~o the heart of power camshaft l~, a no~el faature. The unswept area on the outward faces of the radial eams 21 are u~ilized as cross connecting bridges 22 connectlng the radial cams 21 outwardly to the outward bearing ~our~als 2~t~ by way of outward transition pieces 23~ shown in Figure 2 and Flgure 3~ Power pistons 13 are executed to clear thesa cross connecting bridges 22; the bi~urcated bottom end of the power piston 13 includes an sxtra long outward leg, shown in dotted outline~which carries the cam follower roller 17 on an inwardly cantilevered cam follower pin 18; it is this extra long outward leg which i~ executed to clear the cross conn~cting bridges 22. Since ln this novel three cycle engine~ a downward pressure bias is always experlenced by the power pistons 13~ the cam follower roller 17 forms a mlnor function and therefore~ is reduced ln ~lze. The uniform deceleration experienced by the plston 30 d~r~ng its flnal upward travel further reduces peak stressing of cam follower roller 17.

Radial cams 21 esse~tially consist of a flat web with an outward facing flange around the perimeter. By placi~g two of these radial cams 21 back to back, with the cross connecting bridges 22~ outwardly, room is provided in the center of the e~gine for a large center main bearing journal 26. ~o provide a smooth transition of stress from the cross connect~ng bridges 22 to the center main bearing journal 26, i~ward transition pieces 25 are provided. The inward legs of the bi~urcated bottom end of the power pisto~s 13 is executed to clear the inward transitio~ pieces 25.
Outward transition pieces 23 and inward transitio~ pieces 25 have approximately ~he same depth as the thickness of the cross connecting bridges 22.
Turning now to the novel cylinder head, a cylindrical sleeve, U-shaped in cross section forms the e~haust sleeve valve 27. The seallng face of this valve bears annularly on the top edge of the power cylinders 12 with a ~ull annular, slotted~ exhaust port 28 leading to exhaust torus 29. The engine is executed to provide extremely efficient and total exhaust expulsion. At the bottom of the stroke, a number of bottom exhaust ports 30, m~y take advantage of the downward directed kinetic energy of the combusted gas charge to allow the bulk of the exhaust to escape laterally in all directions.
These optional bottom exhaust ports are shallow in height but are disposed 360 degrees, not shown as such9 around the cylinder wall; the shallow height does not rob any significant amount of power, while the 360 degree deployment still offers a large escape area. During the upstroke of the power piston 13 exhaust sleeve valve 27 is opened and the remnants of the 3 exhaust are thus expelled with a minimum in back pressure.

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During the upstroke of the power piston 13~ the admission sleeve valve 31 is lowered to a positlo~, which just clears the top position of the power piston 13~ Telescoping head 32 is ~trongly biased downwardly by the high pressure of the pre-compressed charge due to area differential, and carries admission sleeve valve with it till stopper disc 33 bottoms out on travel limiter 34. Stopper disc 33 is threaded onto the hollow stem of telescoping head 32 and may be precisio~ adjusted to stop the travel of telescoping head 32 to clear the top position of the power piston 13 by a close margin. There are two reasons for this action. The admission valve takes advantage of the upward exh~ust stroke to be ready and i~
position for the high pressure chargi~g cycle. The down position of the complete combustion chamber roof formed by admission sleeve valve 31 and telescoping head 32~ makes exhaust expulsion total and positive~ especially with the full circum-ference of the top edge of the power cylinder open After the power piston 13 has reached the top position of its travel, exhaust sleeve valve 27 closes fully; exhaust sleeve v~lve 27 started closing well ahead of the power piston reaching its top position. The thin layer of exhaust gas squished above the top o~ power piston 13 during the last few degrees of piston travels serves to cushion the piston travel to some extent. Bias breaker arms 35 are now actuated by a quick acting lobe on the valve camshafts and make contact with bias bre~ker towers 37, which are integral ports of stopper disc 33. The result is that telescoping head 32~
is lifted slightly off admission sleeve valve 31, which is held down rigidly by intake push rods 38~ shown in Figure 4.
The high pressure charge will rush in below telescoping head 32, and will now bias same in the reverse upward direction, again due to vast area differential.

The amount of upward travel of telescoping head 32 by gas pressure is pre-determined by the position of jack screw 39, which position controls the power output of the engine. Jackscrew 39 compr~ses a hollow cylinder~ externally threaded to match a mating thread in the cylinder head casting, and is prov~ded with a worm gear~ ~ackscrew drive gear ~0 at the top. Jackscrew drive gear ~0 is engaged by worm shaft 41 which is power actuated in a linear relationship with the throttle pedal position in the vehiclej if the engine is used in a vehicle. The position of jackscrew 39 therefore, deter-mines the volume of the combustion chamber, and which ~olume in turn determines the quantity for the weight of the charge admitted, with the charge being at a constant maximum permis-sible pressure, and, as stated9 the weight o~ the charge for each charging cycle determines the energy of the power stroke~
Telescoping head 32 is provided with hardened steel impact ring ~2~ which may be replaced by an anti-friction bearlng as shown in Figure 4. The threads on ~ackscrew 39, are well lubricated by engine oil t with seals 43, shown in Figure 4 preventing loss of high pressure charge.
Power camshaft 14 is executed to retain power piston 13~ in the top position over 28 degrees~ as clearly shown in Figure 1, and by the end of this retention, admission sleeve valve 31 is closed by valve camshaft 36. A powerful charge bias, due to area differential aids in lifting admission sleeve valves quickly to the closed position. At this instance, spark plug 44 ignites the charge. Spark plug 44 is electri-cally connected through a sliding sealed joint 459 within an insulated rod 46~ with the ignition coil, not shown. Exhaust sleeve valve 27, and admission sleeve valve 31 are biased in opposite directions by a commonly shared, large concentric coil spring, mutual valve spring 47. The travel and positions of exhaust sleeve valve 27 have fixed limits. The travel and positions of admission sleeve valve 31 do not have a fixed top position - the bottom position has a fixed limit. Therefore, the lash between the valve camshaft 36 and admission push rods 38, can be fairly large, but, as stated before, this causes no problem since admission sleeve valve 31 is carried downward by the downward bias of telescoping head 32 as soon as the downward bias overcomes the upward bias of the combusting gas charge, near the final portion of the power stroke, and the admission lobe on valve camshaft 36 i5 executed to take up this lash gently and has plenty of time to do so, namely, the complete exhaust stroke.
Exhaust sleevs valve 27 is llfted by exhaust pull rods ~8, shown in Figure 4. "Tappet" clearance is adjusted by conventional threaded means~ as shown in Figure ~; with the admission sleeve valve tappets adjusted for full power output, maximum combustion chamber volume. Since power pistons 13 carry out two power strokes per ravolution~ the valve camshafts must be provided with two lobes per engine revolution for each f~nction, the functions being bias breaker~
admission sleeve valve depressionl exhaust sleeve valve lifting. Since quick action is required over few degrees of rotation for the novel three cycle action, the valve camshaft minor diameter is substantial and roller equipped rockers aid in this respect. Figures 1 and ~ show valve camsha~ts running at the same speed as the engine and equipped with two lobes per revolution. Figure 2 shows a chain drive for said valve camshafts with a speed increase of two. This is optional and has the advantage of doubling the available degrees for each lobe, and reduces the number of lobes to one instead of two for each function, and is therefore, the preferred embodiment. Optionally~ the valves may be operated by push rods and rocker arms directly from radial valve cams installed directly on the radial power camshaft~

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Counter rotating the valve camshafts makes all components of the valve train identical) except for the valve camshafts themselves~ which are LH and R~I~ Making the front and back ends of the valve camshafts identical may result in identical interchangeable valve camshafts.
The high pressure pre-compressed charge is deliverad to the cylinder head via torus-shaped intake torus 49, which communicates with the annular intake port 50 via a number of admission ducts 51, in the cylinder head casting 52, arranged all around ~ackscrew 39. Leakage paths for the high pressure pre-compressed charge in the valve area are intercepted by suction torus 53~ whlch co~municates with annular valve space 5~, via communication openings in the cylinder head casting and holes in the sleeve wall of exhaust sleeve valve 27~ as clearly shown on the drawings.
Suction torus 53 is connected with the int~e duct for the high pressure charge pre-compressor, while the pre compressed charge is delivered to admission torus l~9 via inte-grally cast pre-compressor outlet ducts 55. Fuel may prefer-ably be injected into outlet ducts 55, as shown by theloca-tion of electronically controlled fuel in;ectors 56.
~ny premature explosion of the high pressure charge is relieved by way of a number of backfire relief valves 57~
leading to exhaust torus 29. It should be noted that the preferred embodiment uses two pre-compressor cylinders 58 in line~ as shown in Figure 3, with the back pre-compressor feeding the front opposed power cylinders 12. Radial cams 21 are ninety degrees out of phase~ giving a firing impulse every ninety degrees with opposed power cylinders firing simultaneously. The ninety degree phasing brings back pre-compressor piston 59 in the top delivery position at the same . .

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time th~t the front power cylinders 12 are ready to receive a charge; the volume of -the pre-compressor clearance space, which is the volume of space above pre-compressor piston 59, together with the volume of ducts 55, torus ~9, ducts 51, port 50, is considerable in relation to the volume of the charge delivered, and acts as a recei~er tank~ A pressure sensor, not shown, will sense the pressures in this "receiver ta~k"~ while simple electronic circuitry may relate peak pressure pulses~ engine rpm and the position of telescoping head 32, so that the pre-compressor may unload at pressures which may ensure the delivery of a charge into the combustion chamber which is at near maximum permissible values. The peak pressures in the "receiver tank" will be slightly above the final delivered pressure~ but the difference may be reduced by enlarging the volume of the "receiver tank"~ following well known physical gas laws. For economy versions of the engine, heat losses o~
the pre-compressed charge to the surroundings need not be avoided~
but sh~uld be taken into account in selecting the pressure~ a~d the size of the pre-compressor cylinder 58, and also the maximum volume of the charging space in power cylinders 12, as determined by maximum top position of telescopic head 32, may be such that ~ear full expansion of the combusting charge will be accomplished during the most used power output range, in automobiles, possibly 75% full power. This in~ention therefore~ can accommodate one of the ob~ects of the invention, namely, maximized expansion in the most used power output range, without excessive wasted motion in this most used pcwer output range.
On the other hand, for special applications such as racing versions, the pre-compressor size and charging space volume may be such that a supercharg~ effect takes place; in this case, the pre-compressed charge may be cooled and the pressure increased as desired to increase the density and increase the power output, ~ 6 ~

by virtue of the fact that a greater charge mass is packed into the combustion chamber than would be obtainable normally in a four cycle version, with the displacement of the power pistons. Diesel versions of this invention would have the advantage of not requiring the intake of more air than required for efficient combustion. At reduced power outputs the mass of the air charge delivered would be proportional to fuel delivery, while the pressure and temperature would remain at a sufficient level~ 500 psig approximately~ to ignite the lnjected diesel fuel. Therefore, this invention accommodates more efficient, variable output diesels also; normally these diesels do not throttle their air intake since under all conditions, 500 psig compression pressures approximately must be reached to ignite the diesel fuel injected and therefore, far more air than necessary for efficient combustion is taken in, under reduced power output conditions.
To return to the drawings, pre-compressor cylinders 58, may be arranged in opposed configuration as shown in Figure l, resulti~g in perfect dynamic balance, but this arrangement has two disadvantages:
it will require a larger1'receiver tank" to main~ain the optimum pressure levels of the charge,(since compressor pistons and power pistons are not in the proper relative position~ approximately 150 to 200 psig, depending on the fuel used~l and it makes for an awkward engine layout, with less space for the lube oil sump. Therefore~ the preferred embodiment uses two pre-compressor cylinders 58 in-line, with the front one serving the rear power cylinders and ~ice versa.
The upward acceleration of one pre-compressor piston will be cancelled by the downward acceleration of the second pre-com-pressor piston, etc.; secondary imbalances do not occur since no balance weights are carried by the power camshaft.

Since the pre-compressor pistons 59 are in line~ a rocking couple will be set up about the center of mass of the engine, and this wlll be taken care of by mounting the englne on vlbration isolating mounts. The lntake ducting would include an air cleaner and is not shown. Pre-compressor val~es are self actuating 7 spr~ng biased, free disc type. . ~ intake val~e 609 comprises a cartridge for ease of servicing and consists of four parts, the body 61~ the disc guide fingers 62 which guide and stop the disc~ the hat-shaped disc, 63~ and the blas spring 64. The end of body 61 is an enlarged~
threaded portion~ with a wrenching means~ The hat-sh~pe o~
disc 63 recluces the clearance volume above pre-compressor piston 59~ increases the available length for bias spring 64~
and stiffsns the dlsc. . ou-tlet valve 65~ similarly consists of three parts, the body 66, with integral guide fingers 67, the disc 68~ and bias spring 69. Again~ disc 68 is hat-shaped ~or similar reasons as give~ for disc 63. Eight . inlet valves and four . outlet valves~ as shown ln the plan view o~ the pra-compressor head~ would provide easa of aspiratio~.
Unload~r apparatus 70, "commercial part", will depress a number of intake valves duri~g the bottom portion of the upward stroke of pre-compressor piston 59 to reduce the pre-compre~sor output in relationship with power demand and keep the outlet pressure constant. Pulsations and pressure peaks may be dampened out by increasing the volume of the "recelver tank".
Turning now to Figure 2~ the relationship of the varlous elements, 21~ 229 23~ 2~, 25, 26 ~-21 - radlal cams; 22 - cross connect~ng bridges;
23 - oukward transition pieces; 2~ - outward bearing journals;
25 -- inward transition piece and 26 - center main bearing ~ournal; making up one pieca power camshaft 1~ is clearly shown.

~ 6 The cross connecting bridges 22, make deep penetra~
tion of cam follower rollers 17, into the heart of the power camshaft 1~ possible. Yalve camshaft drive sprocket 71 is shown twice as large in diameter as drlven sprocket 72 to drive the camshaft at twice the engine speed, for reasons previously explained. Four valve camshaft driven gears 73 ensure counter-rotation and keep the profile of the engine do~.
Valve camshaft chain 7~ is continuous and serves bo-th cylinder blocks as shown in the small diagram. Two chain tensioner sprockets or rollers serve the dual f~ction of ensuring enough wrap of chain around dri~ sprocket 71 as well as take up chain slack. Chain 74 may be replaced by one or two timing belts~ The moveable components oY the valve traln are not shown in Figure 2, so that the conrlguration of the cylinder head casting may stand out clearly. Particular note should be made o~ the simplicity of the machining operations required for the cylinder head casting 52. A plane cut across the bottom and top surfaces~ an annular cut for the annular valve space 54, and the threading operation for jack screw engaging threads and line boring for the camshaft bearlngs and ~ackscrew worm shaft ~1 are the only major machining operations required.
Figure 3 shows the shallow profile of pre-compressor cylinders 58 and pre-compressor head 69~ as well as shows the elements of the power camshaft. Also shown clearly are the details of pre-compressor piston 59 which uses rollers 15 and 17 and plns 16 and 18~ identical to those used for the power pistons 130 Pre-compressor pistons 59 are trapped on radial cams 21 by a bi~lrcated bottom end, with webs bearing agai~st the front and back faces of radial cams 21~ all as explained for power pistons 13. To install and remove power pistons 13 and pre-compressor plstons 59, the cam follower roller pin 18 must be removed, for the embodiment illustrated this re~uires "splitting" the engine cases, with the planar joint shown in Figure l.
Figure 4 clearly shows the novel features of the power cylinder heads. Bias breaker arms 35 are mounted on rocker arm shaft 75~ which also is the fulcrum for exhaust valve lifter rockers 76~ Exhaust valve lifter rods ~8 pass through travel limiter 34 and stopper disc 33 to engage exhaust valve lift ring 78 which is threaded into exhaust sleeve valve 27. Admission valve push rocker 79 uses separate fulcrums~ rocker shafts 80. Admission push rods 38 also pass through travel limiter 3~ and stopper disc 33. As stated previously~ valve camsh~fts 36 may run at engine speed, requiring two lobes per function~ or at twice engine speed~
requiring one lobe per ~unction.
Also shown is the optional thrust bearing to replace impact ring ~2 on telescopic head 32. It should be particularly noted that optional operations of telescopic head 32 are possible. A constantly reciprocating telescopic head 32 has been described~ the reciprocating motion being brought about automatically by charge pressure downward biasing and upwaxd biasing, as described pre~iously. This reciprocating motion serves the ~unction of providing positive total exhaust expulsion. If this is not required or desired, a simple ring, anti-telescope ring 81, may be installed between stopper disc 33, and jackscrew 39, as clearly shown in the LEI half of the view in Figure 4. In this case, admission sleeve valve 31 would be carried down and opened at the instan-t at which exhaust sleeve valve 27 closes, or slightly after. A slightly altered admission valve lobe on valve camsha~ts 36 would be required.
In this case, running the valve camshafts at twice engine speed, which is optioned in any case~ would snsure rapid valve action.
Admission sleeve valve duration would diminish as the charging chamber volume is reduced.

~ ~ ~ 4~6 ~

Also, in this case, admission push rods 38 may be made as quick acting, telescoping hydraulic valve actuators, the same in principle as conventional hydraulic valve lifters; since the admission slee~e valve travels downward with telescopic head 32, as this head is adjusted for different engine power outputs; and the lash between admission lobe and admission sleeve valve may be kept at a minimum. Furthermore~ in this case, stopper disc 33 and bias breaker arms 35 will be eliminated togebper with the bias breaker lobe on the valve camshaft~
Cooli~g of telescoping head is accomplished with engine lube oil injected with oilstand pipe 82. I~ positive total exhaust expulsion is not required, telescoping head 82 and jackscrew 39 may be integrated as one unit. This would have obvious cost advantage and also would act as a valve rotator, since the contact surface between admission sleeve valve 31 and telescoping head 32 would change due to head rotation. In that case~ mutual valve spring 47 should not bear against admission sleeve valve 31, since this valve would rotate with telescoping head 32, but instead should bear against static pins extending downwardly through exhaust valve lifter ring 78. Admission sleeve valve 31 should then also be biased upward by an annular spring acting between the mushroom head bottom portion of telescoping head 32 and the admission sleeve valve, while additional upward closing bias may be obtained from charge pressure biasing by increasing the valve biasing area; in other words, by decreasing the inner sleeve di~meter relative to the valve face diameter. The illustrated embodiment of admission sleeve valve 31 has neutral charge pressure biasing in the closed position, but strong charge pressure closing biasing in the open position.

Figure 5 illustrates a plan view of the novel cylinder head shown in Figures l through 4.

AlternatiYe crankshaft driven versions:
Turning now to the crankshaft driven versions of the invention, in Figure 8, there is shown a transverse cros section of a cylinder block 83, having one or more cylinders ~4, in line. Deep skirted piston 90 is connected with a conventional connectlng rod 85 to the powershaft, a long stroking crankshaft 86. Clearly shown at crankshaft 86 are the three cycles of this engine; 87 charging cycle~ 88 power cycle and 89 exhaust cycle~ The charging cycle commences slightly before the piston 8~ reaches top dead center. This gives the admission valve time to open, and with an opening admission valve the slight upward mo~ement of piston 8~ will not "compress" the incoming charge significantly or dangerously for three reasons:
aO the charge which has by now entered the "charging"
chamber in the cylinder 8~, is slightly below pressure b. the total "back-up" volume of the charging port 9 intake port, charge transmission ducting etc~ is great relative to the volume of the charging chamber c. the charge was slightly cooled on its way from the pre-compressor 9 yet the pressure sensor has maintained the pressure. To quote some typical figures, with the pressure sensor set at 150 psig, the temperature of the charge would be approximately 1200 degrees Rankin. ~his temperature would cool in transit, or may be cooled pur-posely~ resulting in a denser 150 psig charge~ possibly at llO0 degrees Rankin; this would be below the safe temperature of 1200 degrees Rankin; with cooling the pressure may be raised.
In connection with the above, it may be appropriate at this time to discuss the results of heat loss by the charge on its way from the pre-compressor to the combustion chamber.

This loss of heat may readily be prevented by insulating the transfsr ducting~ but cooling the pre-compressed chargeg without loss in pre5sure may improve the efficiency of the engine. The denser charge~ or in other words~ the required amount of fuel plus the required amount of 02ygen~ for a certain power output, would be "packed" in a smaller volume "chargin~" chamber. Thus the ratio between the initial volume upon ignition, and the final volume, after expansion, of the combus~Dn chamber would be greater for a cooled charge;
in other words~ the expansion ratio would be grea-ter and this could mean a greater amount of energy extracted from the same - weight of charge~ The gain in energy may more than off-set the loss in energy caused by cooling the pre-compressed gas charge~ * See page 3~-F.
To return to Figure 8~ the cylinder block 83 is hea~-19ss and has the cylinder bore 8~ well extended beyond the top dead center position of piston 9~. The top portion o~
the cylinder bore contalns a cylindrical valve carrier 91, which is reciprocably disposed within llmits. The uppermost portion o~ the cylinder bore is pxovided with an internal thread and carries a hollow cylindrical ~ackscrew 92.
Jackscrew 92 engages valve carrier 91 on a ledge formed around the upper portion of valve carrier 91, with a hardened steel wear ring 93 ensuring longevity. Jackscrew 92 is locked to valve carrier 91 by retaining ring 94~ in a rotatable manner~
Jackscrew 92 is provided with an integral worm gear 95 which is engaged by two worms 96~ which are connected with a shaft to a rotary power actuator, not shown., Rotation of worms 96 thus will raise or lower valve carrier 91 as re~uired, with the raislng or lowering constituting a geometric variation of the expansion ratio~ and a variation in power output by virtue of varying the charge admission at constant m~ximum permissi-ble pressuret Since no compression t~kes place in the power cylinders of this engine, the "normal" compression ratio will be referred to as expansion ratio in this disclosure. Besidesa it is really the expansion ratio which determines thermal efficiency.
Valve carrier 91 contains two valvesa a charge and spring biased admission valve 97 and an exhaust valve 98.
These valves are shown with mechanical valve lash ad~ustment, shims in the case of 97 and threads in the case o~ 980 The overhead camshaft 99 is provided with extra large diameter minor diameter lobes to actuate the valves 97, 98 directly via rollers9 admission val~e roller 102, exhaust valve roller 103.
The admission valve lobe is 100~ the exhaust valve lobe is 101.
Since the overhead camshaft 99 is rotatably supported by the cylinder block ~3, the relationship between the top position of the piston 90 and the bottom position of the valves~ 97~
98, is fixed and no interference will occur at any setting of valve carrier 91. At a "mini~um volume" setting, idling, the lift of valves 97, 98 will be minimal, with admission valve 97 just lifting enotlgh to admit sufficient charge for idling.
The ignition would be adva~ced accordingly, The exhaust valve 98 would have an extra high lift with a rapid closing so that even at idling settin~, the exhaust would be expelled readily.
Auxiliary exhaust ports 10~, located all around the cylinder walls, at the bottom position of the piston 90, would allow the bulk of the exhaust gasses to escape and a ventury type extractor could advantageously be used to creat a slight vacuum in the exhaust mani~old aiding evacuation of exhaust remnants during the exhaust expulsion stroke, the upstroke of piston 90.
It should be noted that, for illustrative purposes only7 overhead camshaft 99 and valve carrier 91 have been rotated ninety degrees from their actual position. In actuality, overhead camshaft 99 wollld be parallel with the axis of crankshaft 860 Overhead camshaft 99 is drive~ at engine speed by conventional means, preferably a timing belt, a silent chain or a roller chain.
Admission valve 97 is charge biased in the closed position, with a greatly increased closing bias after opening.
This aids rapid closing~ Components making up admission valve 97 are: - guide sleeve 105, lower head 106, spring retaining collar 107, bias spring 108~ spring support tube 109~ cam follower guide 110, head retainer 111, cam follow~r 112, intake valve roller 102 and roller pin 113. Spring support tube 109 threads into a collar on cam follower guide 110, which is retained in valve carrier 91 by admission valve retaining ring 11~. Adjustment shims 115 complete the admission valve assembly. Rotation about the long axis of the admission valve 97, is prevented by the bifurcated top end of cam follower guide llOo Exhaust valve 98, is carried directly in valve carrier 91 and comprises a poppet type exhaust valve 98, with a threaded end portion, which engages a bi~urcated exhaust cam follower 106Ao Exhaust valve spring 107A biases the valve in the closed position and is extra long to accommodate a high lifting action~ A bifurcated guide bore is provided directly in the casting for valve carrier 91 and this keeps exhaust valve roller 103 perfectly aligned. Exhaust valve roller pin 108A completes the assembly. ~djustment is carried out by lifting valve carrier 91 into the high position and by engaging the stem of the exhaust valve with a special tool to rotate the valve through the exhaust ports. Removal of the exhaust manifold would be required~
~ charge admission port 109A and a static exhaust port llOA are provided in the top portion of cylinder block 83.
Valve carrier 91 is provided with an admission port a~d an

4~

exhaust port closed by their respective valves. Sealing rings lll~vertical separator seals and oil seals complete the sealing arrangement for valve carrler 91 Rotation of valve carrier 91 is prevented by locator pins 112 engaging locator pin guide 113~ which is bolted to the cylin-der block 83. Spark plugs 11~AaIe carried by valve carrier 91, which spark plugs are electrically connected outward via an oil tight insulated conductor. Valve carrier 91 is cooled by in~ection o~ engine lube oil into the interior.
The crankshaft drlve~ version of the invention, illustrated in Figure 7 and Figure 8 is provided with a crankshaft driven positive displacement charge pre-compressor of the piston variety with self actuating lnlet valves and outlet valves, identical in pri~ciple to the charg~ pre-compressor illustrated for Figure 1 and 3. The charge pre-comprsssor compresses the charge, or air, to pre-~etermined values~ depending on ~uel characteristics, and depending on whether~ ~fter cooling is selected; the main considerations belng the ignition temperature of the fuel to be used~ the point of admission of fuel, and the relationship between energy lost by a~ter cooling and energy gained by a denser charge and a resultlng greater expansion ratio. A pressure sensor in the transmission duct 115Awould direct the unload-ing of the charge pre~compressor ~y means of an unloading device acting on the self actuating inlet valve of the pre-compressor; with the timing of the unloading action taking place at the bottom of the stroke of the pre-compressor.
Thus at idling, the compressor intake valve would be unload-ing during most Or the bottom portion of the stroke~ with the ef~ective compressing stroke increasing as the engine power output increasesO All components cited for the pre-compres-sion of the charge are standard commercially availclble ports for air compressors and well developed compressed air technology would guide the arr~ngement of the charge ~ 6 ~

pre-compressor and associated controls. The volume of the high pressure "reservoir" made up by transmission duct 115A
would be sufficient to smoothen out pressure variations and to maintain the preset pressure values. Any of the high pressure charge escaping past the sealing rings lllA would be returned to the pre-compressor v~a the engines positive crankcase ventilation system. The maximum capacity of the charge pre-compressor may be chosen so that, at the most used power r~nge, the weight of the pre-compressed charge admitted into the "charging chamber" of the cylinder, wou~d be such that near full expansion of the combusting charge takes place;
with the pre-compressed charge being at constant maximum and pre-set values as already disclosed. Thus7 at the most used power range~ possibly 60 to 75% of full throttle in small vehicles~ nearly full gas expansion, without wasted excessive motion and without a high vacuum in the inlet of the pre-com-pressor~ may be achieved; this being one of the objec-ts and advantages of the invention. The charge and spring biased admission valve 97, of course, may be replaced by a desmodromic actuated valve 9 ensuring positive valve action, a great advantage at higher speeds of the engine. This crankshaft driven version of the invention therefore may achieve four objects of the invention, namely: -a. Near full expansion without excessive wasted motion in the most used power range. Conventional four cycle engines may achieve near full expansion at reduced power outputs by manipulating the inlet valves~ or otherwise limiting the weight of the charge admitted but this results in excessive wasted motion and/or high vacuums.
b. Maximum gas expansion ratios at all or nearly all power settings. This is achieved by virtue of the fact that the density of the charge is at constant ~ ~4~

maximum values~ relative to the temperature permitted by the fuel to be used. This is identical to a gasoline ~our cycle engine with a variable geometric compression ratio, which wo~ld result in a compressed charge of maximum permissible temperature values under all operating conditions.
c. Divorcing light duty functions from heavy duty components. Remove the intake and compression functions ~rom the power cylinders with the power piston delivering power on every do~nstroke, yet maintain positive charging and positive e~hausting without the waste and inefficiency of the conventional two cycle principle.
d. A simple one piace cylinder block with simple machining operations Figure 6, illustrates the radial cam driven version of this invention using the variable valve carrier 91 as illustrated and described for Figure 8. The description applicable for Figure 8 applies to this embodiment, with all components driven by the cranksha~t of Figure 8, driven by the radial power camshaft of Figures 1 and 3.
. Figure 7 illustr~tes the cranksha~t driven version of Figure 8, equipped with the novel cylinderhead as illus-trated in Figure 4~ The descriptio~ of the action of the novel head as per illustration ~ applies; with, alternatively, a telescoping head or a non~telescoping head 32 possible.
Desmodromic actuatio~ of the admission sleeve valve and exhaust sleeve valve may be advantageously deployed.
Figure 9 illustrates a "horizontal" cross section of valve carrier 91 illustrated in Figure ~, taken on Plane A-A.
Locator pins 112~ are clearly shown, as well as the access spaces for spark plugs ll~A.
3o j ' 1 Figure 10 illustrates valve carrier 913 and is taken on Plane B~B in Figure l~. Spark plugs lll~Aare illustrated as well as sealing rings 111~
Figure 11 illustrates the locator pins 112~and locator pin guide 113A and is taken on Plane C-C in Figure 9.
Turning now to Figure 12, -there is shown a transverse cross section of the second alternative crankshaft driven embodiment of the inventionO Reciprocative cylindrical valve carrier 91 is eliminated; a more or less conventional cylinder head 116~ closes the top of the cylinder block 117. A
geo~etric varlation of the volume of the "charging chamberl', (in this disclosure the "charging chamberi' defines the combus~
t~on chamber with the piston in the approximate top position,) is achieved by mounting crankshaft 118 in an of~-set or eccentric crankshaft carrier 119~ ths segmented rotation of which wlll raise or lower cra~shaft 118, and therewith piston 120~ within llmits. Cranksha~t carrier 119 comprises a cylindrical castlng, with the axis of the cylindrically machined outside surface laterally off-set from the axis of the crankshaft. Similarly, the cylindrically machined inside diameter of the crankcase 121 is laterally off-set from the axis of the crankshaft 118. Crankshaft c~rrier 119 fits closely in crankcase 121 and~ both are split on the "ho:rizontal"
center plane~ to allow installation of main bearings 122, crankshaft 118~ and connecting r~ds 123. Both halves of crankshaft carrier 119 are bolted together by bolts 124, and the assembly is installed in the upper half of crankcase 121.
Note that the upper half of crankshaft carrier 119 is provided with generously sized openings in the top surface to clear connecting rods 123 and pistons 120. In essence, cranksha~t carrier thus resembles a partitioned drum, with the transverse partitions supporting the main bearin~s 122.

~4~64~

The crankshaft carrier actuator i25, for which several alter-native embodiments are disclosed, is connected, and the lo-.ler half of crankcase 121 is installed. The ext~emely generous contact surface and the lubricating oil present should make segmental rotation easy~ while the great rnechanical advantage of the point Or actuation should make the force on the actuator 125 relatively reasonable. Cyllnder head 116 is provided with a high pressure charge admission port 126 and an exhaust port 127~ blocked by charge admission valve 128 and exhaust valve 129 respectively. Admission~valve 128 comprises a spool type valve with a poppet type head a with the spool carved out so that in the open position astreamlined flow path is generated for the charge~ this streamlining is optional~ of course. The spool has a diameter which is equal to the small diameter of the valve seat~ resulting in neutral biasing while closed. Once opened? the high pressure charge admitted to the charging chamber will bias the admission valve 128 power~lly towards the closing position, aiding in rapid closing. Admission valve 128 is biased by an extra strong valve spring 130, retained by spring re-tainer 131 which acts as a guide also, and nu-t 132.

.
... . i .
Admission valve 128 is hollow to reduce its lnertia, while the valve guide bore is ventilated back to the intake of the charge pre-compressor ~ia ventilation ~uct 133~ which is combined with charge admission duct 134. Valve camshaft 135 is provided with extra large diameter actuation cams to ensure rapid action, and is carried between the valves to reduce engine profile. Valve camshafk 135 runs at engine speed~
being driven by a timing belt, silent chain or roller chain~
the drive being provided with a tensioner.
3~

Roller equipped valve rockers 136 engage the valves~
with the admission valve 128 being actuated via a short push-rod 1379 allowing isolation of the valve gu~de bore for ventilation purposes. Spark plugs 138 are located under the rocker cover and are provided with oil tight insulators and electrical conductors. Figure 15, 16, 17 and 18 are taken on Plane E-E in Figure 12 and illustrate the alternative actuating msans for crankshaft carrier 119. Figures 12 and 15 illus~
trate the fluid power actuator 139 and its pin 140. Figure 16 illustrates worm gear actuator 141 with worm screw teeth generated in the outside cylindrical surfaca of' crankshaft carrier 119. Figure 17 illustrates spur gear and pinion actuator 1~2; again with gear teeth generated in the crank-shaft carrier 119. Figure 18 illustrates toothed rack actuator 1~3 with engaging teeth gqnerated in crankshaft carrier 119.
Proceeding to Figure 13 9 there is shown the longitu-dinal cross section of the engine embodiment of the invention illustrated in Figure 12. Cylinder block 117 is provided with a charge pre-compressor cyllnder lL~4 in which compressor piston 145 is reciprocatlvely disposed. Piston 145 is provi-ded with an integral coaxial cylindrical bottom extension, piston extension lL~6. Piston extension 146 serves these ~unctions: -a. to contain piston bias spring 147, which biases and returns piston 145 towards the bottom of' its stroke b. to guide piston lL~5 in straight line motion c. to carry the actuating roller 1l~8 on pin 149 ib d. to prevent rotation of piston 145 by exkendln~ pin 149 into vertical slots machined in piston guicle 150.

Piston guide 150 is a cylindrical piece~ locked in the bottom portion of the compressor cyllnder and-provided with axial ventilation holes, to ventilate the space below piston 1~5. Actuating roller 1~8 engages the top surface of a double lobed cam, compressor cam 151 ~lich is suppor-ted on a cantilevered integral sha~t and t~o ball bearings 152, in a crankcase end cover 153. The axis of compressor cam 151 is axlally in line wlth the ~enter position of the axis of crank shaft 118~ and the axis of compressor cam 151 is fixed.
Compressor cam 151 is driven by a trailing connecting link 151 from crankshaft 118. Co~necting link 154 pivots on a driver pin 155~ in crankshaft 118 and a driven pin 156 in compressor cam 151. This driving arrangernent is simple, compact, of large tor~ue capacity and ef~icient; it allows crankshaft 118 to move eccentrically withln limits. This is shown clearly in Figure 1~ which illustrates Section E-~ in Figure 13. The capacity of the charge pre-compressor may be cha~ged by changing the stroke provided by the compressor caml~l. The preferred embodiment u-tilizes a compressor with a displacement per stroke which will deliver a charge just sufflcient to combust and expand to near atmospheric pressure at maxilmlm power delivery. This charge would be apprQximately hal~ the charge taken in by a normal four cycle engine at wide open throttleO Alternativ~ly, the capacity of the pre-compressor may be chosen to suit the inkended application of the engine.
A complement of self-acting inlet valves 157 and outlet valves 158 are carried in a valve adapter 159, which is retained and locked in the top of the compressor cylinder bore by an extensi~on of cylinder ~ead 116. A pressure sensor, not shown? signals unloader 160 to depress inlet valves 157 during a certain bottom portion of the compressor plston stroke, while a rellef valve, not shown, would relieve excess ~ 3~

, pressure back into -the compressor inlet duct 161. The compressor piston 145 is in the top position every ti~e a power piston 120 is in the top position.
Turning no~r to Figure 19, there is shown a trans~
verse cross section of the third alternative crar~shaft driven embodiment of the invention. In this embodlment, variation of the geometric expansion ratio is achieved by separating the cylinder block 162 and the crankcase 163 and by plvoting the separated components about longitudlnal hinge pin 16~ which is parallel to the axis of the crankshaft~
Extra ~lexible elastomer seals 1657 provide oil tight separa-tio~ while actuation is provlded by a turnbuckle 166~ driven - by a worm screw and gear power actuator 1670 Turnbllckle 166 is conventional in prlnciple, consisting of a threaded rod provlded with le~t hand thread on one half and right hand thread o~ the other half~ the rod halves engaging ~hreaded cylindrical nuts, free to pivot in support eyes cast on the respective components. Alternatively, the worm ~ear and worm screw actuator may be dispensed with, the turnbuckle provided with multiple start steep pitch threads so that fractional rotation of same will provide the required raising and lowering of the cylinder block; thus would allow the use of a fluid power cylinder actuator. Alternatively, the turnbuckle actuator may be replaced by a C-clamp threaded actuator; a vise-like threaded ac~uator; and actuator based on the wedge principle; a Saginaw ball bearing nut actuator; a hydraulic cylinder or any other linear actuator capable of handling the forces encountered and capable of being power actuated in a llnear relationship wlth the throttle position of the vehicle.
It may be appropriate to me~tion again that the power output of the engine is varied by varying the geometric volume of the charging chamber in the cylinder, with the charge being -admitted at constant maximum permissible pressure and tempera-ture for the ~uel to be used~ except possibly near the bottom*
The remainder of the engine is identical to the engine illustrated in Figures 12, 13 and 1~, with of course7 eccentric crankshaft carrier 119 omitted. The pre-compressor cylinder lL~4 and compressor cam 151~re carried solidly by cylinder block 162, while trailing connecting link 15~ is similarly used to provide the flexible eccentric drlving connection required b~tween the cranksha~t and the compressor cam.
Turning now to Pigure 20 there is shown a transverse cross section of the ~ourth alternative crankshaft dri~en embodiment of the inventlon~ In ~his embodiment, variation o~ tha geometric expansion ratio is achieved b~ saparating the cylinder block 168 and the crankcase 169 and by recipro-cating the entire cylinder block 168 and cylinder head 119 together, within llmits~ by means of a hollow cylindrical jackscrew 170, which is externally threaded to match a thread, coaxial about the cylinder axis, machined in an annular collar in the top of the cylinder blockO Jackscrew 170 engages a ball thrust bearing 171, or the like~ installed on top of a ledge 172, which is mounted by way of a threaded engagement to the bottom cylindrical portion of the cylinder, and locked in place. In inkernal retaining ring 173, rotatably engages the bottom surface of ledge 172, and is mounted securely to the inside cylindrlcal surface of ~ack-screw 170, and locked in place~ to same. An integral worm gear~ 17~ engages power worm screw actuator 175. Alternative-ly~ worm gear 17~ and screw ackuator 175 may be replaced b~ a spur gear and pinion actuator~ a spur gear and toothed rack actuator, a sprocket and chain actuator, a bevel gear and bevel pinion actuator.
* of the output range where lower pressures may smoothen operation.

Alternatively, the external thread on ~ackscrew 170 may be multiple start, steep pitch variety, whereby fractional rotation of said ~ackscrew will provide the required raising and lowering of the cylinder block; this would allow the use of a fluid power cylinder actuator. The remainder of the engine is identical to the engine illustrated in Figures 12, 13 and 1~, with of course, eccentric crankshaft carrier 119 omitted. The pre-compressor cylinder 1~ and compressor cam 151 is carried solidly by cylinder block 162, while trailing connecting link 154 is similarly used to provide the ~le~ible eccentric driving connection required between the cranksha~k and the compressor cam.
Turning now to Figure 21, an alternative, more compact arra~gement of the engine illustrated in Figure 20 is disclosed. In this embodiment~ c~linder block 1?6 is machined to provide male threads around the bottom cyllndrical portion of the cylinder. A hollow cylindrical jackscrew 177, is internally threaded to match the said male threads and is provided with a ball thrust bearing 178, or the like, on its top surface. A cylindrical collar like extension 179 on crankcase 180, is internally machined -to match the outside ~F
diameters o~ ~ackscrew 177 and ball thrust bearing 178, and i5 provided with an inward facing flange on the top edge. A
retaining ring 181 rotatably engages the bottom surface of ~ackscrew 177 and is securely mounted in collar extension 179.
An integral worm gear, machined in the outside surface of ~ackscrew 177, engages a worm power actuator 182~ Alterna-tivaly~ the worm gear and worm power actua-tor may be replaced by a spur gear and pinion actuator, a spur gear and toothed rack actuator, a sprocket and chain actuator 9 a bevel gear and bevel plnion actuator.

Alternatively, the external thread on jackscrew 170 may be multiple st~rt~ steep pitch variety, whereby fractional rotation o~ said jackscrew will provide the required raising and lowering of the cylinder block; this ~ould allow the use of a fluid power cylinder actuator. The remainder of the engine is identical to the engine illustrated in Figures 12 13 and 14, with o* course, eccentric crankshaft carrier 119 omltted. The pre-compressor cylinder lL~4 and compressor cam 151 ls carried solidly by cylinder block 162, while trailing connecting link 154 is similarly used to provide the flexible eccentric driving connection required between the crankshaft and the compressor cam Illustrated embodiments as illustrated in this disclosure may be executed with minor modifications as two cycle or four cycle engines, and ~such two cycle or four cycle engines are included in the scope of this invention~ for particular inventive embodiments disclosed.
Figure 22 illustrates the single lobed radial power cam version of the embodiment sho~m in Figure 1. The advarltagesof a single lobe~ 183 are alternate firing of opposed pistonsj and includlng the normal advantages of a radial cam, such as several pistons being served by one motion converter~ unirorm deceleratlon and acceleration7 motionless retention of the piston in the top position or bottom position. The disadvantage is dynamic imbalance wikh all reactions adding up requiring a counter balanced power shaft~ using counter balance weight 184. This introduces secondary imbalances which, o~ course, are off-set and cancelled by the imbalance of the compressor piston~ being located at 90 degrees from the power pistons.

Therefore, a counter balanced single lobed version can be relatively smooth, either in an opposed twin or a flat four layout; the latter employing twin power cams~ The outward transition pieces~ 23 in Figures 2 and 3 could be integrated into cou~ter balance weights, while connecting bridge 22 will be kidney shaped. In a flat four version, the number of power impulses will equal those of a four cylinder four cycle engine;
therefore~ from a balancing and a pow0r impulse view point, a flat four single lobed counter balanced version can be a very sound engine~ with all the advantages of the novel three cycle, varying combustion chamber volume~ maximum expansion ratio~ and deep expansion without excessive waste motion? as disclosed. The advantage of a cam power shaft for the novel three cycle proc~ss is retention o~ the piston in tho top charging position, although, as disclosed~ a carnkshaft may readily be employed. In this ~ersion, the front compressor cylinder would serve one front and one rear cylinder and vise versa.
Summing up khis embodiment, a twin cylinder, single cam version would equal the power of a four cylinder four cycle; would have a power impulse every ninety degrees of shaft rotation; the same as a ~our cylinder four cycle; would weigh Gonsiderably less; and would have the great advantages of maximum gas expansion under all9 or noarly all power output, without the complication of precision measurement of charge mass flow, which four cycle~ varying geomctric compression ratio engines require; with the final advantage of deep expansion without excessive waste motion~ at the most used power output range;
with no new technology required. A four cylinder, four cycle engine with maximum gas expansion under all power output ranges, will require four variable geometric compression ratio cylinder heads~ the embodiment discussed here, as a twin cylinder, would require only two. For the extra complexity of the compressor~ the twin cylinder embodiment would have these advantages over a four cylinder~
four cycle engine as discussed:
2 ~ess power cylinclers with crankthrows etc.
2 less variable geometric compression ratio cylinder heads No complex charge mass measurement and control.
Deep expansion without excessive wasted motion at the most used power output range.
Deep expansion in the most used power range~ assumed to be at 75~ of full power output in future, smaller automo~
biles, when provided in conventional four cycle engines~ will require a reduction of charge taken in of 50,~. It is known that a full charge, in conventional engines, requires a stroke which is twlce the available stroke, to expand the gas to 20 p5ig ~ with 20 psig for practical purposes assumed to be sufficiently low. Thus llmiting the intake?by manipulating intake valve timing, to ~0%~would allow deep expansion with the available stroke. This would result in an additional - l~0 degrees of wasted motion. A conventional four stroke rQquires 720 degrees of rotatlon to complete one cycle per cylinder. The power stroke may use 180 degrees of rotatlon leaving 540 degrees of recycling motion~ The exhaust stroke may use 180 degreos, leaving 320 degrees for the recharging cycle. Reducing the charge intake to50% with lntake valve manipulation~ thus results in 180 degrees of wasted motion.
The novel three cycle process of th:ls inventioIl requires 360 degrees of rotation to complete one cycle, with 3 another 360 degrees of compressor rotation shared between two cylinders~ resulting in 540 degrees of motion per power cylin-der per cycle. S~nce the compressor may readily be sized to ~

operate at 75~ capacity in the most used power range, thewasted motion in this range would be another 25~ of 180 degrees which equals 1~5 degrees per power cylinder, for a total score of 5~0 degrees of motion plus 1~5 degrees of wasted motlon.
The conventional engine cited above had a score of 720 degrees of motion plus 180 degrees of wasted motion. Employing a double lobed cam as illustrated in Figure 1, clrama~ically improves the required motion, and it is reduced to 270 degrees of motion plus 221 degrees of wast~d motion per power cylinder per cycle; at the assumed 75,0 power setting. Piston unit area travel may be a better criterion~ and in -this respect the novel three cycle engine of this invention scores even better - with the single large co~pressor piston having 66~ less friction area, for identical vol~mletrlc displacerrlent, than the two pistons it replacesO
Returning to Figure 22~ counter balance weight 18~ is incorporated with outward transitlon pieces~ 23~ shown in Figures 2 and 3. This transition pieces, 23 would be moved outward slightly so that counter balance weight 18lt clears ~0 the compressor cylinder 58. A "flat four" version would have single lobed power cams 183, 180 degrees out of phase, result ing in a statically balanced engine. D~lamically~ a rocking couple would be set up about the center of mass ~f the engine and coun ter balance weights 18~, being outwardly located farthest from the center of mass, could be reduced in size sharply, ~or a "flat four" layout.
For special applications, where a denser charge is advantageous or required~ including diesel versions, a second stage compressor cylinder 185 and piston 186 may be added opposite the first stage compressor cylinder ~8 and piston 59. Inter cooling could he advantageous in certain applications~ The first stage would compress the charge to a pressure equivalent to the square root of the absolute end pressure. It is kno~m that efficiency is op-timum iY all stages have the sarne pressure ratio~
The second alternative combustion chamber volume adjusting means for radial cam driven embodiments is shown as num~ral 187~ details of which are given in Figure 21.
The first alterllative C.C.V A. means is shown in ~igure ~.
The third alternative combustion chamber volume adjusting means i5 shown as numeral 188, details of which are disclosed in Figure 8 and Figure 21. Note that two alternative embodi-ments for engine aspiration are shown in Figure 22~ The upper half o~ the cylinder head -Lllustrates an exhaust sleeve - valve 189 deployed in a two piece cylinder head 190, locked together by retaining ring 192. A number of hairpin valve springs 191 bias exhaust sleeve valve 189 downwardly to the closed position, while pull rods, 20Q, engage with valve actuating means, of which a host o~ alternatives may be usedj ~ radial cam and crankshaft versions o~ this inven-tion may have a valve actuating cam directly installed on thepower shaft and push rods and valve rockers may be advanta~
geously utili~ed if the inertia of the push rods etc. is kept do~n. Charge admission pOI't 193 communicates with the outlet of charge pre-compressor~ 58~ 59~ using a flexible hose or pressure tight sliding Joint~ if C.C.V.A~ means 187 is used.
With C.C.V.A. means 188~ charge transmission duct 194 would communicate with the charge pre-compressor, and wlth charge admission duct 193. ()ne of the objects o~ this invention is to provide a low inertia, simple spool type charge admission valve~ operating in a simple plain bore guide hole~
~S~ C.CvV.A. stands for-combustion chamber volume adjusting.

I The embodiment of this ob~ect is illustrated as numeral 1~5, admission valve, and this embodiment is inclu-ded in the scope of this inventlonO A straight bored guide hole is provided with a conical valve seat, a radial annular charge admission port directly above said valve seat, a snap rlng groove for a heavy duty snap-ring 196~ and seal ring grooves. Valve bias spring 197~ extra strong, biases admission valve 19~, to the closed position and is retained by spring retainer 198, which -tightly encircles a snap-ring which locks spring retainer 198 to -the stem of admission valve 195. Dislodging of the said snap ring is prevented by tight encirclement of spring retainer 198. Depressing spring retainer 198 allows installation and rernoval of said snap-ring~
Alternatively, conventional tapered valve keepers may replace said snap-ring. Admission valve 195 ma~ be actuated by any o~ the common methods; the stem of said valve may be extended to carry a roller ~or direct engagement with a valve actuation cam. A common rocker arm end may engage said valve. A
cornmon inverted bucket cam follower or a push rod, 199 may engage said valve for actuation. If exhaust sleeve valve 189 is not used, conventional poppet type exhaust valve or valves 201 are employed, with detalls of the exhaust routing in valve carrier head 202, diSclosed in Figure 8. Spark plug 4l~, sliding sealed electl~ical ~oint 1~5 and insulated rod 1~6 provide an oiltight ignl-tion means. The relationship betw~en the maximum bottom position of the valves and the maximum top posltion of the piston may be fixed resultin~ in shorter admission tlme as the combustion chamber is reduced in volume, and increased valve lash, in certain embodiments. To avoid 0 wear due to impact wlth this increasing valve lash, a simple spring biased oil cushioned, telescopic cam follower~
preferably roller equipped~ may maintain constant contact with the ~ace of the cam lobe, with the impact occurring internally7 and being oil cushioned~ Illustrated in Figure 22, as 203~ impact absorbing cam follower. To reduce imbalance the single lobed cam 183, has a deeply indented flange and is provided with lightening holes ? as shown. The inner head of two piecs head 190 may be reciprocal in exhaust sleeve 189 and in the outer~ now static, head~ Retaining ring 192 may be executed as C4C~V~A~ means 188, or as jackscrew 92 ln Figure 8, to~thereby form ye~ another alternative C~C~VoA~
means~ ' Note: regarding the remarks on cooling the pre compressed charge:
It is known that the ~ollowing conditions prevail in a gas engine and a diesel of ldentical si~e and ~uel intake~ all being equal~ with the gasoline engine having a geometric compression ra-tio of 5 to 1 and the diesel engine having a 15 to 1 ratio~
~ ~ira~ I~L~
Intake Pxessure ~4.7 psig 14.7 psig Intake Temperature 538 deg. R 538 deg. R
Y~
~ressure 150 psig 5~ psig Temperature1200 deg. R 1480 deg. R
~Q~
Pressure1100 psig 1100 psi~
Temperature~000 deg. X 5000 deg. R
3 ~hYa~
Pressure100 psig 90 psig l'emperature3000 deg. R 1800 deg. R

By increasing the charge density and decreasing the initial pre-expansion combustion chamber volume by a factor o~ 3, the charge expansion ratio has been improved by 1200 degrees R~ or more than a 50~ improvement of diesel over gasoline engine.
By lowering the compression temperature by 280 degrees R, (1~80 - 1200 deg~ R) or more, considerably higher compression pressures are likely allowable for gasoline engines, which would result in much improved expansion ratios~ It would appear that the energy lost by cooling the charge, 280 deg. Rg or more, and increasing the density~ would be more than gained by the additional extraction of 1200 deg. R. Ability to after cool the compressed charge could t~refore be another side benefit of the novel three cycle invention disclosed~
Many alternative cylinder layouts are possible in both cam driven and crank driven versions including "opposed flat'l layouts9 V layouts, in-line layouts~
X-layouts. Similarly, many alternative combustion chamber ~olume adjusting means are possible~ including Saginaw ball bearing nut means; similarly, many alternative charge pre-compression compressor means are possible. Similarly, many alternative valve means may be employed.
. Accordingly~ while the invention has been disclosed by reference to many specific preferred embodiments, it should be understood that numerous changes could be made within the scope of the inventive concepts disclosed.
Accordingly, the invention is not intended to be limited by the disclosure, but rather to have the full scope permi-tted by the language o~ the ~ollowing claims.

Claims (49)

Claims The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A three cycle, internal combustion engine, including charge pre-compression means and combustion chamber volume adjusting means, comprising in combination a cylinder block having a number of cylinders, a piston reciprocal in each of said cylinders, a power shaft provided with journals for rotatable support in said cylinder block, a piston connecting means defining a means operatively connecting each said piston to the said power shaft to convert its reciprocating motion to rotational motion of said power shaft, a cylinder head means, disposed on top of said cylinder block and closing the ends of each said cylinder to form a combustion chamber therein, said cylinder head means including charge admission port means and exhaust port means communicating with each said cylinder, and valve means to control the opening and closing of said port means, valve actuation means between the said power shaft and said valve means for actuating the said valve means in relation with the position of said piston, with the said charge admission port means open momentarily while the piston position is in the top portion of said cylinder, and with said exhaust port means open during the greater portion of the upward stroke of said piston in said cylinder, a charge pre-compressor, defining a positive displacement compressor means to compress the fresh gas charge, said charge pre-compressor being operatively connected to said power shaft, a charge transmission duct defining communicating ducting between said charge pre-compressor and said charge admission port means, a combustion chamber volume adjusting means, defining a means to raise or lower the roof of the said combustion chamber within limits, thereby controlling the mass of the gas charge admitted under pressure with the said piston positioned in the top portion of said cylinder, an ignition means, igniting the fresh charge in said combustion chamber immediately after the said charge admission port means has closed a and wherein the process in the said combustion chamber comprises three distinct cycles, a high pressure charging cycle, with the piston in the top portion of said cylinder immediately followed by the expansion cycle, carrying said piston to the bottom position in the said cylinder, immediately followed by the positive exhaust expulsion cycle carrying said piston back to the top portion of its stroke in said cylinder.

2. An engine according to Claim 1 wherein said power shaft comprises a radial profiled power camshaft.

3. An engine according to Claim 1 wherein said power shaft comprises a conventional crankshaft.

4. An engine according to Claim 2 wherein said cylinder head means includes a static cylinder head, disposed on the top end of each said cylinder, said static cylinder head provided with a bore, coaxial with said cylinder, said bore communicating with said cylinder, said static cylinder head including static exhaust port means and static charge admission port means, and further including a telescoping head, reciprocal within limits, within said bore of said static cylinder head, said telescoping head including charge admission means and exhaust means, communi-cating with said combustion chamber and communicating with said static charge admission port means and said static exhaust port means respectively, and further including a telescoping head actuation means, defining a screw threaded means engageable with said telescoping head for controlling the position of each said telescoping head within said static cylinder head relative to the top position of said piston, to thereby define said combustion chamber volume adjusting means.

5. An engine according to Claim 3 wherein said cylinder head means includes a static cylinder head, disposed on the top end of each said cylinder, said static cylinder head provided with a bore, coaxial with said cylinder, said bore communicating with said cylinder, said static cylinder head including static exhaust port means and static charge admission port means, and further including a telescoping head, reciprocal within limits, within said bore of said static cylinder head, said telescoping head including charge admission means and exhaust means, communicating with said combustion chamber and communicating with said static charge admission port means and said static exhaust port means respectively, and further including a telescoping head actuation means, defining a screw threaded means engageable with said telescoping head for controlling the position of each said telescoping head within said static cylinder head relative to the top position of said piston, to thereby define said combustion chamber volume adjusting means.

6. An engine according to Claim 4 wherein said static cylinder head defines an annular exhaust port, defining an annular slotted opening directly above the top edge of said cylinder, said port being of full circumferential extent, and coaxial with and communicating with said cylinder, an annular valve guide slot, defining a cylindrical space, or two coaxial cylindrical spaces directly above the top edge of said cylinder, said cylindrical space having an outside diameter slightly larger than the bore of said cylinder and inside diameter smaller than said cylinder, said space communicating downwardly with said annular exhaust port and said cylinder over the full annular extent, said space being coaxial with said cylinder, a jackscrew bore, defining a bore coaxial with said cylinder and said annular valve guide slot, said bore communi-cating downwardly with said cylinder and communicating upward-ly with cylinder head cover space, an exhaust torus, defining a full or partial donut-shaped exhaust collector duct, coaxial with said annular exhaust port, and communicating with said port inwardly, an intake torus, defining a full or partial donut-shaped intake duct, coaxial with said cylinder and communica-ting with said cylinder via intake ducts, annularly arranged around said internally threaded jackscrew bore, and wherein said valve mean defines an exhaust sleeve valve, reciprocatably disposed in said annular valve guide slot, and closing communicating between said cylinder and said annular exhaust port, said exhaust sleeve valve comprising a thin walled cylindrical sleeve, spring biased downwardly, and further including a valve face, defining a full annular contact surface, located on the bottom of said sleeve valve and seatably engaging the top edge of said cylinder to close communication between said cylinder and said annular exhaust port, said exhaust sleeve valve further including an attachment means for upward directed pull rods, said attachment means being disposed on the top edge of said exhaust sleeve valve, an intake sleeve valve, reciprocatably and coaxially disposed in said annular valve guide slot, said intake sleeve valve comprising an upwardly spring biased cylindrical sleeve, with an inward facing flange located inside the bottom inside edge of said sleeve, said valve head having an upward facing conical seat coaxial with said cylinder, and wherein said combustion chamber volume adjusting means defines a jackscrew, disposed in said jackscrew bore, said jackscrew defining a hollow cylinder with threaded engaging means, said jackscrew extending downwardly a short distance beyond the bottom edge of said jackscrew bore, and including a jackscrew drive means and wherein said telescoping head defines a stemmed head, coaxially and reciprocatably, within limits, disposed in said jackscrew and said intake sleeve valve and defining a mushroom-shaped component with a round stem portion and a round coaxial head portion, said head portion facing down-ward and seatably engaging upward facing conical seat of said intake sleeve valve, thereby closing communication between said cylinder and said intake torus, said round stem portion directed upwardly and disposed within the inside diameter of said jackscrew, said telescoping head further including a seat engageable with the bottom end face of said jackscrew, with the engagement between said seat and said bottom end face determining the distance between the bottom of said telescoping head and the top of said piston, and thereby to determine the geometric volume of the combustion chamber said volume being changeable by rotation of said jackscrew.

7. An engine according to Claim 4 wherein said static cylinder head defines a cylinder head disposed on top of said cylinder block, and closing the top end of said cylinder, said cylinder head including an annular exhaust port, defining an annular slotted opening directly above the top edge of said cylinder, said port being of full circumferential extent, and coaxial with and communicating with said cylinder, an annular valve guide slot, defining a cylindrical space, or two coaxial cylindrical spaces directly above the top edge of said cylinder, said cylindrical space having an outside diameter slightly larger than the bore of said cylinder and inside diameter smaller than said cylinder, said space communicating downwardly with said annular exhaust port and said cylinder over the full annular extent, said space being coaxial with said cylinder, a jackscrew bore, defining a bore coaxial with said cylinder and said annular valve guide slot, said bore communi-cating downwardly with said cylinder and communicating upwardly with cylinder head cover space, an exhaust torus, defining a full or partial donut-shaped exhaust collector duct, coaxial with said annular exhaust port, and communicating with said port inwardly, an intake torus, defining a full or partial donut-shaped intake duct, coaxial with said cylinder and communi-cating with said cylinder via intake ducts, annularly arranged around said internally threaded jackscrew bore, and wherein said valve means defines an exhaust sleeve valve, reciprocatably disposed in said annular valve guide slot, and closing communication between said cylinder and said annular exhaust port, said exhaust sleeve valve comprising a thin walled cylindrical sleeve, spring biased downwardly with an outside diameter which closely matches the outside diameter of said annular valve guide slot, and further including an inward facing ledge formed inside the bottom edge of said sleeve valve, said ledge providing a seat for a mutual valve spring to be subsequently defined, and further including a valve face, defining a full annular contact surface, located on the bottom of said sleeve valve and seatably engaging the top edge of said cylinder to close communication between said cylinder and said annular exhaust port t said exhaust sleeve valve further including an attachment means fox upward directed pull rods, said attachment means being disposed on the top edge of said exhaust sleeve valve, an admission sleeve valve, reciprocatably and coaxially disposed in said annular valve guide slot, said admission sleeve valve comprising an upwardly spring biased cylindrical sleeve, with an inward facing flange and including a. a first sleeve, defining a cylindrical sleeve with an outside diameter which matches the inside diameter of the said inward facing ledge of said exhaust sleeve valve, said first sleeve being reciprocative within said ledge, b. a valve head, defining an inward facing flange located inside the bottom inside edge of said first sleeve, said valve head having an upward facing conical seat coaxial with said cylinder, c. a second sleeve, defining a cylindrical sleeve with an inside diameter which matches the inside diameter of said annular valve guide slot, said second sleeve being smaller in diameter than said first sleeve and being located above said first sleeve, said second sleeve having an outward facing flange around the bottom out-side edge, said flange connecting said second sleeve to the top inside edge of said first sleeve, d. said second sleeve reciprocatably engaging said annular valve guide slot, e. a spring seat, defining an outward facing flange, located around the top portion of said second sleeve, said flange having an outside diameter which matches the inside diameter of said thin walled cylindrical sleeve of said exhaust sleeve valve, a mutual valve spring, defining a large coil spring, coaxial with the said cylinder and disposed within said exhaust sleeve valve to engage the said inward facing ledge downwardly and to engage the said spring seat of said admission sleeve valve upwardly, said mutual valve spring biasing said exhaust sleeve valve downwardly and biasing said admission sleeve valve upwardly, and wherein said combustion chamber volume adjusting means defines a jackscrew, disposed in said jackscrew bore, said jackscrew defining a hollow cylinder with threaded engaging means, to engage related means in said jackscrew bore, said jackscrew extending downwardly a short distance beyond the bottom edge of said jackscrew bore, and including a jackscrew drive means, and wherein said telescoping head defines a stemmed head, coaxially and reciprocatably, within limits, disposed in said jackscrew said said admission sleeve valve and defining a mushroom-shaped component with a round stem portion and a round coaxial head portion, said head portion facing downward and seatably engaging upward facing conical seat of said admission sleeve valve, thereby closing communication between said cylinder and said intake torus, said round stem portion directed upwardly and disposed within the inside diameter of said jackscrew, and being disposed in same, said stem portion protruding upwardly from the top edge of said jackscrew to terminate in an externally threaded top portion, said telescoping head further including a coaxially located ignition means, mounted inside said head portion, said ignition means reaching the combustion chamber in said cylin-der, said telescoping head further including a seat engageable with the bottom end face of said jackscrew, with the engagement between said seat and said bottom end face determining the distance between the bottom of said telescoping head and the top of said piston, and thereby to determine the geometric volume of the combustion chamber said volume being changeable by rotation of said jackscrew, and including a stopper disc, defining a disc with an internally threaded coaxial hole, said disc being mounted coaxially on the said externally threaded top portion of said telescoping head, said stopper disc extending beyond the outside diameter of said worm gear and engageable with a machined surface on the top of said cylinder head, said engagement limiting the downward travel of said telescoping head, said downward travel limit being adjustable by virtue of the threaded engagement between said stopper disc and said threaded top portion.

f

8. An engine according to Claim 5 wherein said static cylinder head defines an upward extension of said cylinder block with said static exhaust port means defining a radially directed exhaust port, providing communication between said bore and external exhaust means, and with said static charge admission port means defining a radially directed charge admitting port, providing communication between said bore and said charge transmission duct, and wherein said telescoping head defines a cylindrical valve carrier, reciprocal within limits, in said bore of said static cylinder head, said valve carrier comprising a cylin-drical casting, including a charge admission port and an exhaust port, said admission port defining an elbow shaped admission port, communicating downwardly via a conical valve seat with said cylinder and communicating laterally outwardly, by virtue of partial or total axial alignment, with said static charge admis-sion port, said exhaust port defining an elbow shaped port com-municating downwardly via a conical exhaust valve seat with said cylinder and communicating laterally outwardly by virtue of continuous partial or total axial alignment, with said static exhaust port, and further including an admission valve guide bore, defining a cylindrical bore, coaxially aligned with said conical admission valve seat and with a diameter approximately equal to the smallest diameter of said conical admission valve seat, said cylindrical bore communicating downwardly with said charge admission port and communicating upwardly with valve actuating space located above said valve carrier, said valve carrier further including an exhaust valve guide bore, coaxially aligned with said conical exhaust valve seat, said exhaust valve guide bore communicating downwardly with said exhaust port and upwardly with valve actuating space located above said valve carrier, said valve carrier further including a spark plug opening in the bottom surface and a means to prevent rotation of said valve carrier within said bore in said static cylinder head, and wherein said valve means comprise a charge admission valve, defining a spool type valve including a mushroom-shaped head portion and a guide sleeve portion, said head portion being seatable against said admission valve seat to close said charge admission port, said guide sleeve portion being reciprocal in said charge admission valve guide bore, and further including a bias spring, biasing said valve to the closed position, and a charge admission valve engaging means between said charge admission valve and said valve actuating means, said valve means further comprising an exhaust valve, defining a conventional, mushroom-shaped poppet valve including a head portion and a stem portion, said head portion being seatable against said exhaust valve seat to close said exhaust port, said stem portion being reciprocal in said exhaust valve guide bore, and further including an exhaust valve spring, biasing said valve to the closed position, and an exhaust valve engaging means between said exhaust valve and said valve actuating means.

9. An engine according to Claim 8 wherein said cylinder head means comprises an upward extension of said cylinder block, and wherein said bore defines a lower smooth portion, directly above and adjacent to the top end of said cylinder, and an upper internally threaded portion, and wherein said valve carrier includes an internally threaded counterbore, coaxial with and directly above and adjacent to said admission valve guide bore, said counterbore being of larger diameter than said admission valve guide bore, and wherein said valve carrier includes a smooth exhaust cam follower guide bore coaxial with and directly above and adjacent to said exhaust valve guide bore, and wherein said valve carrier includes an engaging ledge for said telescoping head actuating means, said engaging ledge defining a coaxial, annular ledge, formed around the cylindrical outside surface of said valve carrier and located approximately intermediate the ends thereof, said ledge forming the function between a lower cylindrical surface and a smaller upper cylindrical surface on said valve carrier, and wherein said valve carrier is further provided with sealing rings arranged in the outside cylindrical surface with some of which located below, and with some of which located above, the lateral outwardly directed branches of said elbow-shaped ports, and wherein said charge admission valve engaging means comprises a cam follower guide and a cam follower, said cam follower guide defining:
a spring support tube, located within said admission valve guide sleeve and supporting said bias spring upwardly;
an intermediately located shoulder portion located in said internally threaded counterbore and mounted in place by an externally threaded admission valve retaining ring, and a coaxial hollow cylindrical cam follower guide bore portion, forming a bifurcated top end Or said cam follower guide, said charge admission valve engaging means further comprising a cylindrical cam follower, bifurcated at the top end to support an admission valve roller, said cylindrical cam follower being reciprocal in said cam follower guide, said admission valve roller engaging said valve actuation means, and wherein said exhaust valve engaging means comprises an exhaust cam follower, defining a cylindrical body, bifurcated at the top end to support an exhaust valve roller, said exhaust cam follower being reciprocal in said smooth exhaust cam follower guide bore, said exhaust cam roller engaging said valve actuation means, and wherein said telescoping head actuating means comprises a jackscrew, defining an externally threaded hollow cylinder with a smooth, coaxial bore, said jackscrew being coaxially mounted on and rotatably supported on said smaller upper cylindrical surface of said valve carrier, said external thread engaging said upper internally threaded portion of said cylinder head means, said jackscrew being axially locked to said valve carrier between said engaging ledge and a retaining ring, said jackscrew being provided with engaging means for rotating said jackscrew, whereby rotation of said jackscrew in either direction controls the position of said valve carrier relative to the top position of said piston.

10. An engine according to Claim 3 wherein said combustion chamber volume adjusting means comprises an eccentric crankshaft carrier means defining:
said cylinder block, provided with a hollow cylindri-cal crankcase defining a hollow, smooth bored cylinder, the axis of which is parallel to, but off-set from, the axis of said crankshaft, an eccentric crankshaft carrier, defining a hollow cylinder, provided with transverse webs or partitions at the location of the main bearing journals of said crankshaft, said hollow cylinder having an outside diameter which closely matches the inside diameter of said hollow cylindrical crank case, said outside diameter and said inside diameter being coaxial, and with said transverse webs or partitions being provided with an axial bore which is coaxial with the axis of said crankshaft, said axial bore supporting said main bearing journals, said eccentric crankshaft carrier being provided with openings in the cylindrical outside surface to clear said piston connecting means and to clear operative components of said engine, said crankshaft being carried within said eccentric crankshaft carrier for rotation therein, said eccentric crankshaft carrier being disposed and supported within said hollow cylindrical crankcase for limited rotation therein, said eccentric crankshaft carrier further provided with actuating means for limited rotation within said hollow cylindrical crankcase, wherein said limited rotation of said eccentric crank shaft carrier will raise or lower the position of said crank shaft within said engine thereby raising or lowering the top position of the said piston within each said cylinder or cylinders to thereby adjust the volume of the combustion chamber.

11. An engine according to Claim 3 wherein said combustion chamber volume adjusting means comprises a hinged articulated cylinder block and crankcase assembly, defining said cylinder block, separated from the crankcase which supports said crankshaft, and provided with hinge pin support lugs on one side, and actuator support lugs on the other side, said hinge pin support lugs provided with an axial in-line bore which is parallel to the axis of said crankshaft, said crankcase, provided with hinge pin support lugs on one side, and actuator support lugs on the other side, said hinge pin support lugs provided with an axial in-line bore which is parallel to the axis of said crankshaft, a hinge pin, or pins, installed in said hinge pin support lugs and joining said cylinder block to said crank case in a hinged, articulated manner, an actuator, engageable with said actuator support lugs on said cylinder block and with said actuator support lugs on said crankcase, to articulate said articulated cylinder block and crankcase assembly within limits, thereby raising or lowering the said roof of said combustion chamber, whereby the volume of said combustion chamber is adjusted.

12. An engine according to Claim 3 wherein said combustion chamber volume adjusting means defines said cylinder block, separated from the crankcase supporting said crankshaft, and provided with a coaxial, cylindrical jackscrew actuation ledge around the outside bottom end of each cylinder, above said crankcase, provided with an integral cylindrical collar, coaxial with each said cylinder and formed around the said outside bottom end of each said cylinder, said integral collar being internally threaded, a jackscrew, defining a hollow cylinder, provided with external threads which match the said internal thread in said integral collar, said jackscrew being disposed coaxially within said integral collar and being in threaded rotational engagement with same said jackscrew being provided with two annular internal flanges with inside diameters which match the outside diameter of said outside bottom end of each cylinder, said jackscrew including an engaging means with an actuator for rotating said jackscrew in either direction within limits, and wherein each above said bottom end of each cylin-der is disposed coaxially above said jackscrew above said jackscrew actuation ledge being axially trapped between above said two internal flanges, and wherein rotation of said jackscrew, or simultaneous rotation of said jackscrews, in either direction within limits, will raise or lower said cylinder block relative to said crankcase, and thereby adjust the volume of said combustion chamber.

13. An engine according to Claim 3 wherein said combustion chamber volume adjusting means defines said cylinder block, separated from the crankcase supporting said crankshaft, and provided with coaxial external threads around the outside bottom end of each cylinder, above said crankcase, provided with an integral cylindrical collar, coaxial with each said cylinder, and formed around the said outside bottom end of each said cylin-der said integral cylindrical collar being provided with an annular inward facing flange around the inside upper edge and an annular inward facing flange around the inside bottom edge, a jackscrew, defining a hollow cylinder, provided with internal threads which match the said external thread around the outside bottom end of each cylinder, said jackscrew being rotationally disposed, coaxially, within said integral cylindrical collar and axially trapped between said angular inward facing flanges, said jackscrew including an engaging means with an actuator, for rotating said jackscrew in either direction within limits, and wherein each above said bottom end of each cylinder is disposed coaxially within above said jackscrew with above said external threads engaging above said internal threads, and wherein rotation of said jackscrew, or simultan-eous rotation of said jackscrews, in either direction, within limits, will raise or lower said cylinder block relative to said crankcase and thereby adjust the volume of said combus-tion chamber.

14. An engine according to Claim 6 wherein said radial profiled power cam shaft is a conventional crankshaft.

15. An engine according to Claim 7 wherein said radial profiled power cam shaft is a conventional crankshaft.

16. An engine according to Claim 8 wherein said crankshaft is a radial profiled power cam shaft.

17. An engine according to Claim 9 wherein said crankshaft is a radial profiled power cam shaft.

18. An engine according to Claim 1 wherein the said power shaft defines a single lobed, counterbalanced, profiled radial power cam shaft, which reciprocates said piston over two strokes for every revolution of said radial power camshaft.

19. An engine according to Claim 1 wherein the said power shaft defines a double lobed, profiled radial power cam shaft, which reciprocates said piston over four strokes for every revolution of said radial power cam shaft.

20. An engine according to Claim 19 wherein said radial power cam shaft defines a deep penetration radial power cam shaft, defining a radial cam shaft which allows said piston connecting means to penetrate deeply in the heart of said radial power cam shaft, said heart defining the axially projected area of the said journals.

21. An engine according to Claim 19 wherein said radial power cam shaft defines a cam shaft with a radially profiled cam, said cam having an L-shaped cross section, including a web portion and a flange portion, said flange portion being located around the perimeter of said web portion and being arranged at ninety degrees to said web portion.

22. An engine according to Claim 20 wherein said deep penetration radial power cam shaft further includes a cam shaft with a radially profiled cam, said cam having an L-shaped cross section, including a web portion and a flange portion, said flange portion being located around the perimeter of said web portion and being arranged at ninety degrees to said web portion, two main bearing journals, a first journal and a second journal, with one located on each outward end of said radial power cam shaft, an outward transition piece, defining a thick radial web, coaxial with said journals and extending radially outward from the axis of said power cam shaft, and located adjacent to and inward of said first journal, two cross connecting bridges, defining axial exten-sions of the two areas on the said web portion which is not swept by the lowest extremity or said piston connecting means, said two areas being a figure 8, eight, in cross section, said two cross connecting bridges connecting said web portion to the inward end of said outward transition piece, an inward transition piece, defining a thick radial web, coaxial with said journals, and extending radially outward from the axis of said power cam shaft, said inward transition piece being located adjacent to said web portion on the opposite side of said cross connecting bridges, and connecting said web portion to the inward end of said second bearing journal.

23. An engine according to Claim 22 wherein said radial power cam shaft further includes a second said inward transition piece, a second said radially profiled cam, a second said set of two cross connecting bridges, a second said outward transition piece and a third said main bearing journal, the arrangement being from end to end of said power cam shaft, a first bearing journal, a first outward transition piece, a first set of cross connecting bridges, a first radially profiled cam with the said flange portion facing outward, a first inward transition piece, a second bearing journal, a second inward transition piece, a second radially profiled cam with the said flange portion facing outward, a second set of cross connecting bridges, a second outward transition piece, a third bearing journal.

24. An engine according to Claim 22 wherein said engine defines a two cylinder, opposed piston engine, including a first single cylinder, cylinder block, located on one side of said radial profiled power cam shaft, and a second single cylinder, cylinder block, opposing said first cylinder block and located directly opposite said first cylinder block on the other side of said radial profiled power cam shaft, a piston compressor, driven by engagement with said radial profiled power cam shaft and located so that its axis is at ninety degrees to the common axis of said opposed cylinders.

25. An engine according to Claim 23 wherein said first radial power cam is arranged ninety degrees out of phase with said second radial power cam, and wherein said engine defines a four cylinder, opposed piston engine, in "flat four" configuration including a first cylinder block, defining two cylinders in a row, located on one side of said radial power cam shaft, a second cylinder block, defining two cylinders in a row, located on the other side of said radial power cam shaft, a first piston compressor, driven by engagement with said radial profiled power cam shaft and located so that its axis is at ninety degrees to the common axis of said opposed cylinders, said first piston compressor, engaging said first radial power cam and communicating with the opposed cylinders which are engaging the said second radial power cam, a second piston compressor, driven by engagement with said radial profiled power cam shaft and located so that its axis is at ninety degrees to the common axis of said opposed cylinders, said second piston compressor engaging said second radial power cam and communicating with the opposed cylinders which are engaging the said first radial power cam.

26. An engine according to Claim 10 wherein the said charge pre-compressor comprises a piston type compressor integrated in the said cylinder block said piston type compressor defining one or more compressor cylinders integrated in said cylinder block, a free compressor piston reciprocal in each of said compressor cylinders, said free compressor piston being spring biased towards the bottom position of said free compressor piston in said compressor cylinder, and including a coaxial cylindrical extension on the bottom surface of said free compressor piston, said cylindrical extension being bifurcated at the bottom end to straddle and support a roller rotatably, on a pin, a piston guide, defining a cylindrical guide bore, coaxial with said compressor cylinder, located below said free compressor piston, and reciprocally supporting said cylindrical extension, a compressor cam shaft defining a double lobed radial cam shaft, rotatably supported in a housing integrated with said compressor cylinders and with an axis which is parallel with,and approximately in line with, the axis of said crank shaft, said compressor cam shaft having one radial cam for each row of compressor cylinders, a trailing connecting link drive means, defining a trailing link drive connection between said crank shaft and said compressor cam shaft, self acting valving means, defining self acting inlet valves and outlet valves, arranged in the compressor cylinder head.

27. An engine according to Claim 11 wherein the said charge pre-compressor comprises a piston type compressor integrated in the said cylinder block said piston type compressor defining one or more compressor cylinders integrated in said cylinder block, a free compressor piston reciprocal in each of said compressor cylinders, said free compressor piston being spring biased towards the bottom position of said free compressor piston in said compressor cylinder, and including a coaxial cylindrical extension on the bottom surface of said free compressor piston, said cylindrical extension being bifurcated at the bottom end to straddle and support a roller rotatably, on a pin, a piston guide, defining a cylindrical guide bore, coaxial with said compressor cylinder, located below said free compressor piston, and reciprocally supporting said cylindrical extension, a compressor cam shaft defining a double lobed radial cam shaft, rotatably supported in a housing integrated with said compressor cylinders and with an axis which is parallel with, and approximately in line with, the axis of said crank shaft, said compressor cam shaft having one radial cam for each row of compressor cylinders, a trailing connecting link drive means, defining a trailing link drive connection between said crank shaft and said compressor cam shaft, self acting valving means, defining self acting inlet valves and outlet valves, arranged in the compressor cylinder head.

28. An engine according to Claim 12 wherein the said charge pre-compressor comprises a piston type compressor integrated in the said cylinder block said piston type compressor defining one or more compressor cylinders integrated in said cylinder block, a free compressor piston reciprocal in each of said compressor cylinders, said free compressor piston being spring biased towards the bottom position of said free compressor piston in said compressor cylinder, and including a coaxial cylindrical extension on the bottom surface of said free compressor piston, said cylindrical extension being bifurcated at the bottom end to straddle and support a roller rotatably, on a pin, a piston guide, defining a cylindrical guide bore, coaxial with said compressor cylinder, located below said free compressor piston, and reciprocally supporting said cylindrical extension, a compressor cam shaft defining a double lobed radial cam shaft, rotatably supported in a housing integrated with said compressor cylinders and with an axis which is parallel with, and approximately in line with, the axis of said crank shaft, said compressor cam shaft having one radial cam for each row of compressor cylinders, a trailing connecting link drive means, defining a trailing link drive connection between said crank shaft and said compressor cam shaft, self acting valving means, defining self acting inlet valves and outlet valves, arranged in the compressor cylinder head.

29. An engine according to Claim 13 wherein the said charge pre-compressor comprises a piston type compressor integrated in the said cylinder block said piston type compressor defining one or more compressor cylinders integrated in said cylinder block, a free compressor piston reciprocal in each of said compressor cylinders, said free compressor piston being spring biased towards the bottom position of said free compressor piston in said compressor cylinder, and including a coaxial cylindrical extension on the bottom surface of said free compressor piston, said cylindrical extension being bifurcated at the bottom end to straddle and support a roller rotatably, on a pin, a piston guide, defining a cylindrical guide bore, coaxial with said compressor cylinder, located below said free compressor piston, and reciprocally supporting said cylindrical extension, a compressor cam shaft defining a double lobed radial cam shaft, rotatably supported in a housing integrated with said compressor cylinders and with an axis which is parallel with, and approximately in line with, the axis of said crank shaft, said compressor cam shaft having one radial cam for each row of compressor cylinders, a trailing connecting link drive means, defining a trailing link drive connection between said crank shaft and said compressor cam shaft, self acting valving means, defining self acting inlet valves and outlet valves, arranged in the compressor cylinder head.

30. An engine according to Claim 1 wherein said charge admission port means and said valve means include a charge pressure assisted, spring biased, spool type charge admission valve means defining a straight cylindrical bore in said cylinder head means with an outward flaring, conical valve seat formed around the bottom edge, said valve seat communicating with said combustion chamber, an annular coaxial port, formed in the inside surface of said straight cylindrical bore, said annular coaxial port communicating outwardly with said charge transmission ducting and communicating inwardly with said straight cylindrical bore, said annular coaxial port being located adjacent to the inward edge of said valve seat; a spring seat groove, located in said straight cylindrical bore intermediate the ends, and a spool type charge admission valve reciprocal, within limits, in said straight cylindrical bore, comprising in combination a slender hollow cylindrical body portion, disposed coaxially within said straight cylindrical bore and being of considerably smaller diameter than said bore, a short, hollow cylindrical spool portion defining a short hollow cylinder, with an outside diameter closely matching the inside diameter of said straight cylindrical bore, said spool portion being disposed in said cylindrical bore and located directly above said annular coaxial port, the bottom inside edge of said spool being connected with said cylindrical body portion by means of an annular transverse web portion, a mushroom-shaped head portion, defining a conical head mounted on the lower end of said cylindrical body portion, said conical head being seatable in said conical valve seat to close communication between said straight cylindrical bore and said combustion chamber, :
an annular, coaxial groove in the upper end of said cylindrical stem portion, for installation of an annular split retainer means, said charge admission valve means further including a spring seat, defining an annular ring installed in said spring seat groove in said straight cylindrical bore and forming an annular ledge within said bore, a bias spring, defining a compression type coil spring, with an outside diameter slightly smaller than said cylindrical bore, said bias spring being disposed within said bore and engaging said spring seat, a spring retainer, defining a shallow cylindrical sleeve, with an outside diameter closely matching the inside diameter of said straight cylindrical bore, and provided with a coaxial hole to fit over the upper end of said stem portion, said spring retainer being disposed on the upper end of said stem portion and being retained on same by said retainer means, said spring retainer being disposed in said straight cylindrical bore, with said bias spring being trapped between said spring seat and said spring retainer.

31. A combustion chamber constant pressure recharg-ing circuit for a positive displacement type, internal combustion engine with varying power output, the recharging circuit having a separate charge pre-compressing compressor, the compressor compressing the charge to its final and constant pre-combustion pressure, during the normal useful power output range of said engine with near-idling operation not being part of the said useful output range, the compressor being connected in series with the combustion chamber in said engine, wherein the compressor is in positively timed communication with said combustion chamber during the time that the said combustion chamber has its initial pre-expansion volume, wherein said communication closes before the said combustion chamber has started to enlarge significantly, wherein said communication remains closed while the charge is being combusted, resulting in an enlargement of said combustion chamber to its final expanded volume, wherein said initial pre-expansion volume is adjusted during operation of said engine to vary the mass of the charge admitted during the charging cycle, wherein the pressure of the charge admitted during the charging cycle is maintained at constant value by said compressor, regardless of power output of said engine, wherein said communication remains closed while the combusted charge is being positively expelled by said engine during the subsequent reduction of the volume of said combustion chamber until said volume closely approaches said initial pre-expansion volume, wherein said communication is re-established subsequent to the completion of said positive expulsion of the combusted charge, wherein said communication between said positive displacement compressor and said combustion chamber contains a positively timed charge admission valving means, to control the timing of said communication, the improvement comprising in combination a. means compressing the charge to constant pressure values, including control means, b. means adjusting the initial pre-expansion volume of the combustion chamber during operation of said engine, whereby the mass of the pre-compressed charge is varied in proportion to the said initial pre-expansion volume, whereby the power output of the engine may be increased by increasing said initial pre-expansion volume and whereby the said power may be decreased by decreasing said initial pre-expansion volume, c. positively timed valving means for positively timed opening and closing of communication between said means compressing the charge and said combus-tion chamber, while said combustion chamber is being charged, whereby an engine is provided with an improved gas charge expansion ratio over the useful power output range and with an improved utilization factor for the power train components of said engine.

32. A one piece radially profiled, deep penetration power cam shaft for an internal combustion engine comprising in combination, a radially profiled cam, said cam having an L-shaped cross section, including a web portion and a flange portion, said flange portion being located around the perimeter of said web portion and being arranged at ninety degrees to said web portion, said radially profiled cam having two lobes and deep penetration, defining the extension of the swept face of said web portion deeply into the heart of said radially profiled cam, said heart defining the axially projected area of the said journals, said profiled cam reciprocating the pistons in said engine over four strokes for every revolution, two main bearing journals, a first journal and a second journal, with one located on each outward end of said radial power cam shaft, an outward transition piece, defining a thick radial web, coaxial with said journals and extending radially outward from the axis of said power cam shaft, and located adjacent to and inward of said first journal, two cross connecting bridges, defining axial extensions of the two areas on the said web portion which is not swept by the lowest extremity of piston connecting means, said two areas being a Figure 8, eight, in cross section, said two cross connecting bridges connecting said web portion to the inward end of said outward transition piece, an inward transition piece, defining a thick radial web, coaxial with said journals, and extending radially outward from the axis of said power cam shaft, said inward transition piece being located adjacent to said web portion on the opposite side of said cross connecting bridges, and connecting said web portion to the inward end of said second bearing journal, with said cross connecting bridges allowing said deep penetration, and with said deep penetration allowing said engine to be executed in lower profile.

33. The one piece, radially profiled, deep pene-tration power cam shaft of Claim 32, which further includes a second said inward transition piece, a second said radially profiled cam, a second said set of two cross connecting bridges, a second said outward transition piece and a third said main bearing journal, the arrangement being from end to end of said power cam shaft, a first bearing journal, a first outward transition piece, a first set of cross connecting bridges, a first radially profiled cam with the said flange portion facing outward, a first inward transition piece, a second bearing journal, a second inward transition piece, a second radially profiled cam with the said flange portion facing outward, a second set of cross connecting bridges, a second outward transition piece, a third bearing journal.

34. A one piece radially profiled, deep penetration power cam shaft for an internal combustion engine comprising in combination, a radially profiled cam, said cam having an L-shaped cross section, including a web portion and a flange portion, said flange portion being located around the perimeter of said web portion and being arranged at ninety degrees to said web portion, two main bearing journals, a first journal and a second journal, with one located on each outward end of said radial power cam shaft, an outward transition piece, defining a thick radial web, coaxial with said journals and extending radially outward from the axis of said power cam shaft, and located adjacent to and inward of said first journal, one cross connecting bridge, defining axial exten-sion of the area on the said web portion which is not swept by the lowest extremity of piston connecting means, said area having a kidney shape in cross section, said cross connecting bridge connecting said web portion to the inward end of said outward transition piece, an inward transition piece, defining a thick radial web, coaxial with said journals, and extending radially outward from the axis of said power cam shaft, said inward transition piece being located adjacent to said web portion on the opposite side of said cross connecting bridge, and connecting said web portion to the inward end of said second bearing journal, said radially profiled cam having one lobe and deep penetration, defining the extension of the swept face of said web portion deeply into the heart of said radially profiled cam, said heart defining the axially projected area of the said journals, said profiled cam reciprocating the pistons in said engine over two strokes for every revolution, with said cross connecting bridges allowing said deep penetration, and with said deep penetration allowing said engine to be executed in lower profile.

35. The one piece, radially profiled, deep penetra-tion power cam shaft of Claim 34, which further includes a second said inward transition piece, a second said radially profiled cam, a second cross connecting bridge, a second said outward transition piece and a third said main bearing journal, the arrangement being from end to end of said power cam shaft, a first bearing journal, a first outward transition piece, a first cross connecting bridge, a first radially profiled cam with the said flange portion facing outward, a first inward transition piece, a second bearing journal, a second inward transition piece, a second radially profiled cam with the said flange portion facing outward, a second connecting bridge, a second outward transition piece, a third bearing journal.

36. An internal combustion engine of the type having means defining a cylinder block having one or more cylinders, a piston reciprocal in each said cylinders, a cylinder head disposed on the end of said cylinder block to form a combus-tion chamber in each said cylinder, a crankcase, a crankshaft, a connecting rod to convert the reciprocating motion of said piston to rotary motion of said crankshaft, and the improvement comprising combustion chamber volume adjusting means to adjust the volume of said combustion chamber during operation of said engine, said combustion chamber volume adjusting means defining:
said cylinder block, provided with a hollow cylindri-cal crankcase defining a hollow, smooth bored cylinder, the axis of which is parallel to, but off-set from, the axis of said crankshaft, an eccentric crankshaft carrier, defining a hollow cylinder, provided with transverse webs or partitions at the location of the main bearing journals of said crankshaft, said hollow cylinder having an outside diameter which closely matches the inside diameter of said hollow cylindrical crank case, said outside diameter and said inside diameter being coaxial, and with said transverse webs or partitions being provided with an axial bore which is coaxial with the axis of said crankshaft said axial bore supporting said main bearing journals, said eccentric crankshaft carrier being provided with openings in the cylindrical outside surface to clear said piston connecting means and to clear operative components of said engine, said crankshaft being carried within said eccentric crankshaft carrier for rotation therein, said eccentric crankshaft carrier being disposed and supported within said hollow cylindrical crankcase for limited rotation therein, said eccentric crankshaft carrier further provided with actuating means for limited rotation within said hollow cylindrical crankcase, wherein said limited rotation of said eccentric crank shaft carrier will raise or lower the position of said crank shaft within said engine thereby raising or lowering the top position of the said piston within each said cylinder or cylinders to thereby adjust the volume of the combustion chamber.

37. An internal combustion engine of the type having means defining a cylinder block having one or more cylinders, a piston reciprocal in each said cylinders, a cylinder head disposed on the end of said cylinder block to form a combustion chamber in each said cylinder, a crankcase, a crankshaft, a connecting rod to convert the reciprocating motion of said piston to rotary motion of said crankshaft, and the improvement comprising combustion chamber volume adjusting means to adjust the volume of said combustion chamber during operation of said engine, said combustion chamber volume adjusting means comprising a hinged articulated cylinder block and crankcase assembly, defining said cylinder block, separated from the crankcase which supports said crankshaft, and provided with hinge pin support lugs on one side, and actuator support lugs on the other side, said hinge pin support lugs provided with an axial in-line bore which is parallel to the axis of said crankshaft, said crankcase, provided with hinge pin support lugs on one side, and actuator support lugs on the other side, said hinge pin support lugs provided with an axial in-line bore which is parallel to the axis of said crankshaft, a hinge pin, or pins, installed in said hinge pin support lugs and joining said cylinder block to said crank case in a hinged, articulated manner, an actuator, engageable with said actuator support lugs on said cylinder block and with said actuator support lugs on said crankcase, to articulate said articulated cylinder block and crankcase assembly within limits, thereby raising or lowering the said roof of said combustion chamber, whereby the volume of said combustion chamber is adjusted.

38. An internal combustion engine of the type having means defining a cylinder block having one or more cylinders, a piston reciprocal in each said cylinders, a cylinder head disposed on the end of said cylinder block to form a combustion chamber in each said cylinder, a crankcase, a crankshaft, a connecting rod to convert the reciprocating motion of said piston to rotary motion of said crankshaft, and the improvement comprising combustion chamber volume adjusting means to adjust the volume of said combustion chamber during operation of said engine, said combustion chamber volume adjusting means comprising said cylinder block, separated from the crankcase supporting said crankshaft, and provided with a coaxial, cylindrical jackscrew actuation ledge around the outside bottom end of each cylinder, said crankcase, provided with an integral cylindrical collar, coaxial with each said cylinder and formed around the said outside bottom end of each said cylinder, said integral collar being internally threaded, a jackscrew, defining a hollow cylinder, provided with external threads which match the said internal thread in said integral collar, said jackscrew being disposed coaxially within said integral collar and being in threaded rotational engagement with same said jackscrew being provided with two annular internal flanges with inside diameters which match the outside diameter of said outside bottom end of each cylinder, said jackscrew including an engaging means with an actuator for rotating said jackscrew in either direction within limits, and wherein each said bottom end of each cylinder is disposed coaxially within said jackscrew said jackscrew actuation ledge being axially trapped between said two internal flanges, and wherein rotation of said jackscrew, or simultaneous rotation of said jackscrews, in either direction within limits, will raise or lower said cylinder block relative to said crank-case, and thereby adjust the volume of said combustion chamber.

39. An internal combustion engine of the type having means defining a cylinder block having one or more cylinders, a piston reciprocal in each said cylinders, a cylinder head disposed on the end of said cylinder block to form a combustion chamber in each said cylinder, a crankcase, a crankshaft, a connecting rod to convert the reciprocating motion of said piston to rotary motion of said crankshaft, and the improvement comprising combustion chamber volume adjusting means to adjust the volume of said combustion chamber during operation of said engine, said combustion chamber volume adjusting means comprising said cylinder block, separated from the crankcase supporting said crankshaft, and provided with coaxial external threads around the outside bottom end of each cylinder, said crankcase, provided with an integral cylindrical collar, coaxial with each said cylinder, and formed around the said outside bottom end of each said cylinder said integral cylindrical collar being provided with an annular inward facing flange around the inside upper edge and an annular inward facing flange around the inside bottom edge, a jackscrew, defining a hollow cylinder, provided with internal threads which match the said external thread around the outside bottom end of each cylinder, said jackscrew being rotationally disposed, coaxially, within said integral cylindrical collar and axially trapped between said annular inward facing flanges, said jackscrew including an engaging means with an actuator, for rotating said jackscrew in either direction within limits, and wherein each said bottom end of each cylinder is disposed coaxially within said jackscrew with said external threads engaging said internal threads, and wherein rotation of said jackscrew, or simultaneous rotation of said jackscrews, in either direction, within limits, will raise or lower said cylinder block relative to said crankcase and thereby adjust the volume of said combustion chamber.

40. The combustion chamber constant pressure recharging circuit for a positive displacement type internal combustion engine with varying power output according to Claim 31, with the improve-ment further including cooling means, cooling said charge, said means connected in series with said compressor, said charge passing through said cooling means before being admitted into said combus-tion chamber.

41. A combustion chamber pressure recharging circuit for a positive displacement type, internal combustion engine the recharging circuit having a separate charge pre-compressing compressor, the compressor compressing the charge to its final pre-combustion pressure, during the normal useful power output range of said engine, the compressor being connected in series with the combustion chamber in said engine, wherein the compressor is in positively timed communication with said combustion chamber while the said combustion chamber has its initial pre-expansion volume, wherein said communication closes before the said charge is ignited in said combustion chamber and before said combustion chamber has started to enlarge significantly, wherein said communication remains closed while the charge is being combusted, said combustion resulting in an enlarge-ment of said combustion chamber to its final expanded volume, wherein the pressure of the charge admitted during the charging cycle is maintained at constant value by said compressor, wherein said communication remains closed while the combusted charge is being positively expelled by said engine during the subsequent reduction of the volume of said combustion chamber until said volume closely approaches said initial pre-expansion volume, wherein said communication is re-established subsequent to the completion of said positive expulsion of the combusted charge, wherein said communication between said positive displacement compressor and said combustion chamber contains a positively timed charge admission valving means, to control the timing of said communication, the improvement comprising in combination a. means compressing the charge to final pre-combustion pressure values, b. positively timed valving means for positively timed opening and closing of communication between said means compressing the charge and said combustion chamber, while said combustion chamber is being charged, whereby an engine is provided with an improved utili-zation factor for the power train components of said engine.

42. The combustion chamber constant pressure recharging circuit for a positive displacement type internal combustion engine according to Claim 41, with the improvement further including cooling means, cooling said charge, said means connected in series with said compressor, said charge passing through said cooling means before being admitted into said combustion chamber.

43. The combustion chamber constant pressure recharging circuit for a positive displacement type internal combustion engine according to Claim 41, wherein said means compressing the charge to final pre-combustion pressure values has a displacement less than the displacement of said engine, where an engine is provided with an improved expansion ratio.

44. The combustion chamber constant pressure recharging circuit for a positive displacement type internal combustion engine according to Claim 41, wherein said means compressing the charge to final pre-combustion pressure values has a displacement greater than the displacement of said engine, whereby an engine is provided with an improved power output.

45. An internal combustion engine having cyclic combustion comprising separate air compressing means and power generating means; said power generating means including a power generator power output means driven by said power generator, a chamber for said power generator defining a combustion chamber portion and expansion chamber portion; said power generator being movable within said chamber from an initial pre-expansion position to a fully expanded position to define a power stroke of said engine and returnable to said initial position to define an exhaust stroke; said air compressing means compressing an air charge to substantially a pre-combustion pressure and being in communi-cation with said combustion chamber portion; valving means disposed between said compressor and said combustion chamber portion for emitting said air charge at substantially the pre-combustion pressure to said combustion chamber portion when said power generator is in the initial pre-expansion position;
means for emitting a fuel in said air charge prior to the power generating stroke of said engine; means for igniting the combined fuel and air charge in said combustion chamber portion to move said power generator through the power stroke and exhaust means for exhausting spent gas during the exhaust stroke of the power generator.

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46. An internal combustion engine having cyclic combustion comprising separate air compressing means and power generating means; said power generating means including a power generator, a chamber for said power generator defining a combustion chamber portion and expansion chamber portion; said power generator being movable within said chamber from an initial pre-expansion position to a fully expanded position to define a power stroke of said engine and returnable to said initial position to define an exhaust stroke; said air compressing means compressing an air charge to substantially a pre-combustion pressure and being in communication with said combustion chamber portion; valuing means disposed between said compressor and said combustion chamber portion for admitting said air charge at substantially the pre-combustion pressure to said combustion chamber portion when said power generator is in the initial pre-expansion position;
means for emitting a fuel in said air charge prior to the power generating stroke of said engine; means for igniting the combined fuel and air charge in said combustion chamber portion to move said power generator through the power stroke and exhaust means for exhausting spent gas during the exhaust stroke of the power generator, including means for varying the mass if the charge in accordance with power requirements of the engine.

47. An internal combustion engine as defined in claim wherein said means for varying the mass includes means for varying the combustion chamber volume.

48. An internal combustion engine having cyclic combustion comprising separate air compressing means and power generating means; said power generating means including a power generator, a chamber for said power generator defining a combustion chamber portion and expansion chamber portion; said power generator being movable within said chamber from an initial pre-expansion position to a fully expanded position to define a power stroke of said engine and returnable to said initial position to define an exhaust stroke; said air compressing means compressing an air charge to substantially a pre-combustion pressure and being in communication with said combustion chamber portion, valving means disposed between said compressor and said combustion chamber portion for emitting said air charge at substantially the pre-combustion pressure to said combustion chamber portion when said power generator is in the initial pre-expansion position;
means for emitting a fuel in said air charge prior to the power generating stroke of said engine; means for igniting the combined fuel and air charge in said combustion chamber portion to move said power generator through the power stroke and exhaust means for exhausting spent gas during the exhaust stroke of the power generator, and including means to vary the combustion chamber volume in accordane with power requirements of the engine whereby the mass of the charge is varied accordingly.

49. An engine as claimed in claim 48 wherein said air com-pressing means operates to provide a generally fixed pressure at engine output of 25% or greater.