CA1149750A - Internal combustion engine with improved expansion ratio - Google Patents

Abstract

AN INTERNAL COMBUSTION ENGINE WITH IMPROVED EXPANSION RATIO
Abstract of the Disclosure A piston type internal combustion engine in which the combustion process is improved by the use of a novel reciprocating cylinder head. Executed in novel three cycle process or conventional four cycle process engines, both of which may be either crank shaft or radial power cam shaft equipped. The novel reciprocating cylinder head improves all cycles of the four cycle and novel three cycle process and is provided in full size or reduced size versions, with improved expansion ratios

Description

This invention applies to plston type internal combustlon engines~ whereln each cycle of the combustion process ls improved by a novel reclprocatlng cylinder head~ giving improved expansion ratios, B~kg~Qu~Q~_~he Invention In the art relating to lnternal combustlon engines it i8 known that optimum efficiency is obtained if all cycles of the combustlon process proceed under ideal conditlons. These conditions are dlf~erent for each of the cycles involved. The exhaust cycle Zo should be po~ltlve~ wlth llttle or no back pressure, and should end with a zero combustlon chamber volume. The lntake cycle should commence with zero comhustion chamber volume and should proceed wlth lowest po~sible suctlon pressure~ or should be pressurized. The compression cycle should compress the charge to maximum permisslble values under all power output conditlons. The power cycle should commence with maxlmum permisslble char~e denslty,and should exp~rld the charge clo~e to ~tmospherlc pressures, In case oP diesel englnes~ no more air than required ~or combustion purposes should be taken ln during reduced power outputs. The ~ixed volume and locatlon of the initlal combustlqn chamber in conventlonal englnes makes compromises necessary in conventional engines.

SU~BIY_Qf ~ on The prese~t lnventlon optl~iz~s the volume ~d location of the inltial combustion chamber by the use of a novel reciprocating ~ 75~

cylinder head whereby the volume and location of the combustion chamber is changed to optimlze conditions for each cycle of the combustion process. ~ractically zero combustion chamber volume is achieved at the end of the exhaust stroke and commencement of the intake or re-charging stroke and the volume of the combustion chamber is reduced as the charge is reduced to bring or keep the charge to maximum permisslble density levels; the location of the center of the initial combustion chamber is changed by bringing same closer to the top of the piston during reduced power outputs;
1 the reduced volume thus achieved resulting in improved expansion ratios during reduced power outputs. ~xecuted inPlternative versi~s, some of which are capable of not only improved expansion ratlos, during reducqd power outputs bu~t also capable of deep expansion under all power outputs. Thus the inventlon provides means for improved fuel efficiency.
The novel three cycle version of this invention is executedas follows:
a piston engine is provided with an air charge pre-compres-sor, with coolers, to pre-compress the air charge to very high consistent and constant values~ at low temperature, allowing addition of fuel into the manifold without self ignition for gas versions. The conventional cylinder head is dispensedwith and replaced with a reciprocating cylinder head which moves down into the cylinder,meets and follows the plston during the . r .. . .

'750 latter p~rtion of the upstroke ~ or exhaust stroke. The exhaust cycle is total and positive and completed well before TDC.
Similarly the pre-compressed charge admission is positive and completed before TDC, allowing ignition to commence BTDC for efficiency. Thus the conventional exhaust stroke is divided in two cycles~ the greater lower portion is retained for positive near total e~hausting of the spent charge~ while a large part of the upper portion is utilized for high pressure charging.
The volume of the initial combustion chamber is adjusted "on the run" to vary power output, with the admitted gas charge being at constant pressure and temperature levels. By sizing the capacity of the pre-compressor to half the normal full power aspiration capacity of the engine, the engine stroke becomes long enough for deep expansion down to near atmospheric levels. Thus deep expansion is achieved with little or no wasted motion. The present invention incorporates and combines certain improvements of the following previous inventions of the inventor:
InYention of "A Three C~cle Internal Combustion En~ine"
This invention covers the basic three cycle process with varying gas compression levels~ and deep expansion capability.
Invention Or "A Varvi~ Geometric Com~ression Ratio ~Finç~
This invention covers adjustment of the initial combustion chamber volume utilizing a screw jack, giving constant gas compression under all outputs for four cycle engines.
Invention of "~ Th~ ,g~LL~ ith Va~in~ Combustion Chamber Volume"
This invention covers the three cycle process with constant gas compression levels and deep expansion capability and includes adjustment of the initial combustion chamber volume to vary power output; cam driven versions achieve completion of the charging cycle before the piston commences its down stroke;
crankshaft driven versions carry out the charge admission cycle i~' 7.5~
with the piston "generally ln the top position".
The present invention includes shaft driven, constant gas compression, three cycle, englnes which achieve completion of the charging cycle well before the piston reaches TDC position, with specific alternative embodlments. Achievement of completion of the charging cycle well before TDC position of the piston is of critical importance and therefore this ~nvention represents an improvement, over the above mentioned invention for shaft driven engines.
The specific improvements of the present invention are as follows: -for the three cycle engine-1. A reciprocating cylinder head is lowered into the cylinder, upon commencement of the exhaust stroke and closely meets the top of the piston at a position approximately 45 degrees BTDC, positively expelling nearly all exhaust gasses.

2. The exhaust valve closes at this instant and the charge admission valve starts to open, admitting a pre-compressed, constant pressure charge.

3. The reciprocating cylinder head moves up into the cylinder~
slightly ahead of the piston, and "tops" out against an ad~ustable~ positive stop.
. This positive stcp determines the volume of the initial combustion chamber and thereby controls the weight of the charge admitted, with the charge always being at constant pressure and temperature. 1he weight of the charge determines the power output.
5. The pre-compressed charge is pre-compressed to extremely high values and cooled before fuel is added. The air charge therefore is extremely dense, yet cool for safe introduction ~ 5~
of fuel. ~uel for gas versions is added to ths air charge before admission into the combustion chamber.
6. Charge admission is completed before the TDC position is reached, and ignition commences before TDC.
7. The charge admission valve is positively actuated at precisely timed positions of the piston. Although the charge admission valve is carried by the reciprocating head, the timing of the valve is totally independent of the relative position of the reciprocating head.
8. The high pressure charge biases the upward travel of the reciprocating head and also strongly biases the closing of the charge admission valve, both very favourable conditions for quick action.
9. The reciprocating head is executed in three basic alternatives:
high pressure charge bias actuated~ desmodromically actuated, and spring actuated.
10. In the first alternative~ the reciprocating head is lowered to a constant positive bottom position completely by charge bias only. In this position~ raising of the head is commenced zo positively by sctuating mechanism, in precisely timed relation with the positlon of the piston. The charge admission valve is similarly positively opened~ and the inrushing high pressure charge now biases the reciprocating head stron ~in upward direction. This upward bias takes over from the actuating mechanism and the reciprocating head is driven upper against the adjustable positive stop completely by charge bias. The actuating mechanisms positively lifts the reciprocating head, ~ust in advance of the top of the piston~
so that under all circumstances, no interference results.
11. In the second alternative, the reciprocating head is positively lowered completely by desmodromic actuating mechanism, from any position, between "maximum power" and "idle" positions. The reciprocating head is consecutively raised to the "idle" position by desmodramic actuating f ` 5 ~ '75 ~
mechanism~ but this alternative also relies on upward charge bias to raise the reciprocating head to any higher position between "idle" positions and "maximum power" positions.
This alternative however, also allows the upward charge bias to raise the reciprocating head at a faster speed than dictated by the desmodromic actuating mechanism, from the instant of charge admission.
12. The reciprocating head is hydraulically cushioned in both directions of travel to prevent wear, damage and noise.
13. A single camshaft actuates the exhaust valve, the charge admission valve~ and the reciprocating head for either/both downward and upward travel.
14. To enable the achievement of extremely high gas compression ratios, an integral two stage charge pre-compressor with integral inter-cooling and after-cooling is used in one embodiment.
15. The pre-compressor capacity is sized to give expansion of the combusting gas charge to near atmospheric levels, in the "most used" power output range thus achieving deep expansion without wasted motion in this range.
16. The air charge is pre-compressed to constant values and cooled to consistent and constant values. Automatic control of pressure is achieved by unloading an air intake valve, or by throttling the pre-compressor air intake.
17. For gas versions~ fuel is added to the pre-compressed, cooled air charge by way of direct injection into the charge admission duct, or alternatively~ is added to the pre-compressed, cooled air charge by way of a special pressurized carburetor, a novel concept of this invention.
Alternatively~ fuel may be added before prercompression.
3o The arrangements provide various specific features of construction which accommodate the invention to practical manufacture and use~ These, along with other fea~ures and advantages of the invention, will be more apparent from the following description of certain preferred embodiments, taken together with the accompanying drawings~

tio These and other features and advantages of the invention will be more fully understood ~rom the following description of certain preferred embodiments tsken together with the drawings.
Brief Description of the Drawin~s In the drawings: .
Figure 1 shows the adiabatic volume and pressure relationships o~ an air charge. The inversed flgure shows the related pressure and ~olume relationships for the upper curve in Figure l;
Figure 2 is a sectional view taken on the longitudinal centerplane of a three cylinder internal combustion engine executed in accordanco with one version of the invention~ showing details of two power cylinders, with th,eir respective reciprocating heads, including sleeve valve exhaust valves~ and neutral charge blased charge admission valves; details of the forward third cylinder acting as the first stage of the charge pre-co~pressor, with its concentric inter-cooler; details of the second stage of the charge pre-compressor, mounted piggy-back on the first stage r ~ S3 7~

pre-compressor piston,agaln with its concentric~lly arranged after cooler;
Flgure 3 is a cross sectional view Or the concentric combined lntake and dlscharge valve cartrldge for the second stage pre-eompressor;
Figure 4 is a cross sectional view of the concentrlc piston rod ~eal for the second stage pre-compressor;
Figure 5 is a cross sectional view of one of the discharge valve cartridges ~or the first stage pre-compressor;
Figure 6 is a cross sectlonal Vi9W of one o~ the lntake valve cartridges for the rirst stage pre-compressor;
Flgure 7 is a frontal vlew of the engine shown ln Figure 2~ on plane B-B~ showin~ detalls of the camshaft drive details~ with the timing chain cover removed. This view clearly show.~ the compact profile of the engine, with the air cleaner~
exhaust connection and camshaft all arranged on one side;
Figure 8 is a sectional vlew taken on plane A-A ln Flgure 2~ showlng details of the exhaust sleeve valve actuating mechanism~ and details of the first stage pre-compressor cartridge zO type cylinder head;
Figure 9 is a sectional vlew taken on the vertlcal transverse ce~ter plane of a power cylinder ~hown ln Flgure 2.
This view illustrates version number 1 of the lnvention~ namely the desmodromlcally ~ctuated reciprocating cylinder head;
Flgure 10 shows a vlew~ partlally ln cross sectlon~
taken on plane C-C ln Flgure 9,and shows details of the desmodromic actuating rocker arms ror the reciprocating cylinderhead;
Figure 11 shows a cross sectional view tsken on plane D-D in Figure 10, and shows the desmodromic actuating rocker arms for the reclprocating cylinder head;
Flgure 12 shows a vertlcal ~ransverse cross sectional view of the casting Xor the reclprocating cylinder head;
Figure 13 is a cross sectional view taken on plane E-~
in Flgure 12;

~ 7~

Figure 1~ is a cross ~ ~ional vlew taken on Plane F-F
in Flgure 12;
Figure 15 is a cross sectlonal view taken on plane C-G
in Figure 12;
Figure 16 is a cross sectional view taken on plane H-~in Figure 12;
Figure 17 is a sectional view taken on the vertical transverse centerplane of a power cylinder shown in Figure 2.
This view illustrates version number 2 of the invention~ namely l~ the charge bias actuated reciprocating cylinder head;
Figure 18 shows a view~ partially in cross section taken on plane I-I in Figure 17 and shows details of the actuating rocker arms for the reclprocating cylinder head;
Figure 19 shows a cross sectional view taken on plane J-J in Figure 18 and shows the actuatlng rocker arms for the reciprocating cyllnder head;
Figure 20 shows a plan view of the cylinder block castlng~ wlth the cyllnder heads removed, and taken on plane K-~
ln Flgure 17;
zO Flgure 21 shows a plan view of the cyllnder block csstlng for the second stage pre-compressor~ wlth the second stage pre-compressor cylinder head removed; shown are the concentric a~ter cooler coils wi~hin the coolant ~acket of the engine;
Figure 22 is a transverse horizontal cross sectional vlew of the casting for the reciprocatlng cylinder head, taken on plane L-~ in Figure 17;
Figure 23 is a cross sectional view taken on plane M-M
in Figure 22;
Figure 24 is a sectional view taken on the vertlcal transverse center plane of a power cylinder shown in Flgure 2.
This view illustrates version number 3 of the invention, namely the poppet valve type exhaust valve equlpped version; flgure 2 is taken on plane P-P in Figure 26;
Figure 25 shows a vlew~ partially in cross sectio~
. g ~ 75 ~

taken on plane N-N in Figure ~4 and shows detalls of the valve actuating mechanism;
Figure 26 is a cross sectional view takenon the horizontal transv~rse plane 0-0 in Figure ~4~ and shows details of the ~xhaust passages;
Figure ~7 is a cross sectional vlew taken on planes ~-y in Figure ~6, showlng details of the poppet ~alve type exhaust valve actuating mechanism;
Figure 28 is an alternative to Figure 24 and illustrates /0 Version IV of this invention namely~ the spring biased reciprocating cylinder head version;
Figure ~9 is a plan view of the components in Figure 28;
Figure 30 is a vertical cross section of an air intake valve cartridge for the first stage pre-compressor, and is an alternative to Figure 6;
Figure 31 shows an alternative to Figure 28, illustrating basic Version IV;
Flgure 32 shows an alternative actuation detsil for components sh~wn in Figure 31;
~o Figure 33 shows the first of thefour cycle verslons of this invention; a cross sectional view of the novel reciprocating head, taken on the longltudinal centerplane of an in-line engine;
and showing the intake and exhaust poppet type valves carried by this version of the novel reciprocating head~ the novel valve actuating meohanlsm~ novel on-the-run ad~ustable and ad~usted head upper travelilimiter~ and externally mounted helical ribbon head bias springs;
FiLure 3~ is a transverse oross sectional view of the engine shown in Figure 33.
Figure 35 is a composite o~ a longitudinal and a transverse cross section of an alternative novel cylinder head of the engine shown in Figure 33, using an internal bias spring. The LH and Lower portion is the longitudinal section7 the upper R~ is the transverse section;

~ 9~ 7~

Figure 36 is a cross sectional view taken on plane S-S
in Figure 35, and shows the compact valve actuatlng mechanism etc.;.
Figure 37 is a cross sectional view taken on plane T-T in Figure 35 and shows the aspiration routes, etc.;
Figure 38 ls a transverse cross sectlon of an alternative novel cylinder head of the engine shown in Figure ~3, using an internal bias spring and an intake snorkel tube~
Figure 39 is a cross section taken on plane U-U in Fig. 38;
Figure 40 is a transverse cross section of an alternative (o novel cylinder head of the engine shown in Figure 33, using an external bias spring~ double alongside-head camshafts, and an lntake snorkel tube and an exhaust snorkel tube;
Figure 41 is a cross sectional view taken on plane V-V
ln Figure 40;
Figure 42 is a partial sectional view taken on plane W-W
ln Flgure 41;
Flgure 43 is a partial sectional view taken on plane X-X
in Flgure ~1;
Flgure 4~ is a t~ansverse cross sectional view of a deep Z~ expansion Radlal Cam Powershaft equlpped four cycle version of the engine of the inventlon;
Figure 45 is a transverse cross sectional view of the novel cylinder head Or the four cycle version of the engine of the lnvention using splayed valve arrangement;
Figure ~6 is a partial section taken on plane Y-Y in Fig. 45;
Figure ~7 is a partial transverse cross section, identical to Figure 45? except for using an internally mounted head upper travel limit~r and multiple internally mounted bias springs or hairpin type bias springs;
Figure 48 is a transverse cross sectional view of the cross-head equlpped double acting two stage compressor;
Figures ~9 and 51 are a vertical cross section of alternative cross heads for the pre-compressor of Figure ~8;

~ 9'~50 Figure 50 illustrates the counter-balance shaft arrangement required for the engine in ~igure 2 equipped with a pre-compressor per Figure 48;
Figure 52 is a transverse cross section on the vertical plane of a cylinder head for the four cycle versions of this invention showing a miniature reciprocating cylinder head to replace the full size reciprocating cylinder heads of previous disclosure, as an alternative;
Figures 53 to 57 show cross sections taken on planes indicated in Figure 52, to show further details;
Figure 58 shows the engine of Figure 52 equipped with an alternative coaxial miniature reciprocating cylinder head, employing novel poppet sleeve valving means~ coaxially arranged~
a further novel concept of this invention;
Figure 59 and 60 show cross sections taken on planes indicated in Figure 52 to show further details;
Figure 61 shows the novel valve actuating means for the engine shown in Figure 58;
Figures 62, 63~ 64 and 65 show alternative arrangements of the engine shown in Figure 58 employing the novel poppet sleeve valving means;
Figures 66 and 67 show.alternative arrangements of the novel reciprocating cylinder head used in three cycle engine versions of this invention employing the novel poppet sleeve valve valving means;
Figure 68 shows the valve actuating means for the novel poppet sleeve valving means shown in Figure 66;
Figure 69 shows the valve actuating means for the novei poppet sleeve valving means shown in Figures 6~ and 65;
Figure 70 shows a plan view of the actuating rocker arms for the novel poppet sleeve valving means shown in Figure 67;
Figure 71 shows a chart comparing values for the various factors, believed valid for various engines of this inventionO

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Description of the Drawin~s and Illustrated ~mbodiments Rer~rrlng flrst to Figur~sl and ~1 Internal combustion englnes rely on an expanding confined hot gas charge to convert chamical energy into mechanlcal en0rgyO
To det~rmine the theoretical efficiency of the process~ ideal conditions are presumed and only the absolute temperatur~s need be considered. Efficiency, in relation to internal combustion engines, expresses the relatlonshlp between the net amount of converted energy to the net available chemical energy in the chargeg The net l~ available energy is represented by T-combustion minus ~-compres~ion.
It should be noted here that denslty determines the actual tempera-ture rise; not the compresslon heat. Referring to Flgure 1, at Vl, densltles are identical.. One charge ls at 272 psla and 650 deg.
R whlle the other charge is shown at 685 psia and 1633 deg. R.
In both cases~ the temperature rlse will be 5~30 deg. F. The relatlonshlp between net converted energy and net available energy may be expressed several ways. One way is to relate the "unconverted"
energy to the "net available energy" and subtract the result from unlty. The net unconverted energy is represented by Z o T-exhaust mlnus T-envlron~ent.
Formula 1: Efficiency -~T-exhaust - T-çny~Qnment l~~T-combustion - T-compressionJ
This formula applles only to a process completely taklng place within the combustion chamber. ~he novel three cycle process by this inventor requires a different formula since compression takes place externally.
Formula 2: Efficiency = Adiabatic temperature drop during expansion minus net heat of compression_ Net heat of combustion This formula applies to processes both wit~in and external to the combustion chamber. It simply represents:
0 work extracted minus work exp~nded net energy available ~ 5 ~

The above expressions explain why higher and lower temperatures are sought to improve th~ thermal efficiencies. Both routes are taken in this invention. The above theoretical expressions ~or efficiency assume that all temperature drops during expansion resulted in conversion to work~ in other words~ lt is assumed that adiabatic expansion took place. In practice thls is not the case.
Upon ignition~ actual theoretical temperature limits are approached because a minimum surface area of the "container" is exposed and a minimum of time was available to lose heat to the container walls.
Howe~er~ during expansion, as more container wall area is exposed and more time of exposure expires, the temperature drops ~ore rapidly, moving further and further away from adiabatic conditions. The theoretical efficiency formula cannot take this situation in consid-eration since it varies from engine to engine, and only theoretical adiabatic temperatures must be used in the formula. ~en comparing various engine designs~ the theoretical formula is valuable since it gives relative results~ all else being equal.
Figure 1 shows two curves, representing the relationship, during adiabatic conditions~ of temperatures and volumes for a gas ~o charge; pure air in this case. The lower curve represents comp~es-sion temperatures and related volumes starting at 538 deg. ~, the temperature of the environment, and the upper curve represents similar relationships for the identlcal charge heated to 4500 deg.~
by combustion at the moment of ignition. These curves are construc-ted uslng the following for~ulas applying to T2 =(V1)0.41 and ~ = (Tl) 2.46 Tl V2 Vl T2 ~diabatic compression and expansion of pure air. The presence of hydro carbon molecules or atoms is assumed not to af~ect the results, and it is assumed also that the exponents 0.41 and 2.46 are consis-3~ tent for all temperatures and pressures encountered in this process.
1~

7~

Note: the heat developed by ~ chemical energy of the charge i5added to the heat of compression. The temperatures shown for the upper curve in Figure 1 represent this fact. Thus ~7, 7063 degrees equals T6, 1633 degrees, plus heat of combustion. If T6, instead of 1633 degrees becomes 650 degrees, T7, will be lower by an equal amount~ or T7 will become 6080.
This invention irnproves the efficiency of the engine when used as a diesel, as follows:
The inter coolers are dispensed with since 1633 deg. and l~ 685 lb. psi must be reached for ignition purposes. Removing heat from the alr would lower the compression temperaturs too ~uch and attempting to regain this temperature by further compression would unless glow plugs are used.
result in unpractical pressures~ Variable output diesals, such as used in automobiles, may be assumed to run 75,; of the ti~le at possibly 5057 of m~ximum power. ~ince a full air charge ~ust be taken ln to reach ignition temperatures and prassures in the fixed volume lnitial combustion chamber, of conventional diesels, this initial chamber is twice as large as it needs to be at 50,J power.
T~erefore, this lnvention allows the initial chamber to be r~duced, zO and the air charge weight varied to suit co~bustion deLIands~ ~lt~
lgnition pressure and te~perature constant at above values. In addition the novel three cycle engine may be a diesel engine.
On the basis of the above, a typical s~lall ordinary engine, with a geometric compression ratio of 5, would have a theoretical thermal efficiency of 48~J at full power output. At 50,~ charge input~ the said efficiency rises to 57,;; although the peak tc3l}~era-tures are much reduced, in this case the vastly irlproved e~nsi~n ratio makes up more than enough for the loss in peak temperature.
At full power: e = 1 - 2~27 - ~8 = 48 At 50 charge intake: e = 1 - 1884 - ~8 - 57io 3 o It is known that the following energy distribution applies to an average small four cycle engine:
Exhaust 3~50, Cooling 365o~ Windage and Friction 8,'~ i~et ~ower or ;~ork Output 22%-~ '75~
It is also ~own that typic~lly the exhaust temperature is 1800 deg.Ror ~75% o~ the theoreti~al ~alue o~ 2327 deg.R a3 ~hown in Figure 1.
Th~ theoretical "exhaust lo~se~" of 5Z~ ror the typical engine repre~ent ~tual exhaust los8eg Or 3~% s~d heat losses lncurred dur~g expansion of 18%~ totalling 52%. This compare8 reasonably well with the drop of the theoretical exhaust temperature of ~327 degrees R to 1800 degrees R; a 25% drop. Si~ee the actual heat losses are 36~, another 18% in heat losses must be subtr~etad from the theoretical energy output of 48%, gi~ing a ~et output of 30~. Fro~ this net output must be subtracted the windage a~d ~riction loss~s o~ 8% to arrive at the actual net work output of 22~.
The engine may be lmproved by reducing the windage ~nd friction losses~ reducing the heat losseæ~ or may ~e improved by impro~ing the theoretlcal thermal ef~iciency~ which is the route cho~e~ in this ~nvention. It ls known that a cool charge can be at much greater pressures than a hot charge berore selr-ignition o~ ruel tak~s place. This is taken advantage Or ln some versions Or this e~gi~e.
By improving the thsoretical thermal efficiency~ the gross ~ergy input Or the engine will be reduced, a direct benefit.
A side benefit i8~ that the absolute heat losses~ assu~ed a certain percentage of the gross energy input, are also reduced~ while the absolute windage and rrlction losses should remain a~ approximately constant absolute value~ since ~he net work output Or the engine would remain at a con~tant absolute value. These assumptions having been made, let us consider an ordinary 100 HP englne and use it a~ a base reference for improvements.
RefeT~ing now to Figure 71 th~re are shown~ in chart rorm, the anticipated values ~or the Y~rious ractors which determine the erficie~cy o~ an engine~ for the basic reference e~gine ~nd ~or ~arious vers~ons o~ this invention~
Columns ~, B~ C sho~ figures ~or four cycle engl~es while the remainder shows ant~cipated figures for the novel three cycle versio~s af thi invention.
Column A represents an averags ordinary four cycle e~gine ~t~ '5~

with a ge~letrlc compression ratio of 5, and with a maxirmum output of 100 HP at 3000 rpm, which speed is identlcal for all engines in the chart at full output~ Since one of the ob~ects of the invention is to lmprove efficiency at reduced power outputs, values are also shown for several engines at 50~ charge weight input. Theoretical thermal efficiencies are deterrnined from consulting rigure 1.
Knowing the required output power, ~he thermal efficiency, and the energy distribution~ gives sufficient information IO determine the gross energy input expressed in horsepower. Fuel consumption is o based on gross energy input and 20,800 B~U/lbs. Free air consumption is based on a 15 to 1 air-to-fuel ratio by weight. Turning now to the remaining columns.
Co~umn B shows values for the engine in Column ~ with a 50~ charge weight inputr Lower peak temperatures but vastl~ i~lpl'OVed expansion ratio results in vastly improved thermal efficiency. lhe bottom three lines show improvements of 18.75,~ over the engine in Column A for the thermal efficiency and a 32~ improvement in actual efficiency over the engine in Column A.
Column C shows an engine as in Colur~n A but modified by 70 intake valve timing manipulation to take in a maximum of 50,. charg~
weight, one-h~lf the charge weight which normally would be taken in at full po~er. This reduced charge weight is compressed to r;laximum permissible vaiue. As expected, the great wasted motion introduced by this modifiOEtion results in a large increase in the required displacement, being 56~ larger than the engine in Colurnn ~ for the same maximum power output of 100 I~. This ex~mple makes it clear that whenever improved expansion ratios towards the botto~ end Or and wasted motion is incurred the energy curve cre sought, vastly increased displacemen~ r~ust be expected. The novel ~h~r~x~F~ enginesof this invention overcome thls problem by eliminating wasted motion.
Column D shows the engine of Colurnn A modified to carry the novel reciprocating cylinder head or novel rnini reciprocating cylinder head of this invention. Said novel heads improve volumetric efficie~cy of the exhaust and intake s~rokes and improve f 5~

the thermal efficiency of the power stroke under all or nearly all power outputs. The charge intake is shown at 50~ ldentlcal to Column B. Improvements are a 13~ reduction in displacement and a 12~ improvement of actual efficiency over the engineiin Column and A.
Turning now to the columns representing the novel three cycle engine of this invention:
Column E shows the basic three cycle engine with a fixed volume for thc initial combustion chamber ("Power determinator"
replaced with a fixed "upper travel limiter" . The engine is provl-ded with deep expansion by sizin~ the maximum output of t~le charge pre-compressor at 50~ of normal equivalent engine aspiration capacity, and compressing the reduced charge intake to full permls-sible value at full output only.
Column F shows the engine of Column ~ at a 50/r~ reduced charge intake. Note that the displacement is nearly idantical to the engine in Column A with a pre-compressor displacement of 113 c.i.
and an engine displacement of 226 c.i.~ totalling 339 c.i. ~ust about the same as the 336 c.i. displacement for the engine in Column .~.
æO Actual efficlency lmprovement is 32,; over Colu~n A, and 28;~ over Column B.
Column G shows the engine at Column ~ provided with continuous high charge density and equipped with a "~ower Deter-minator" on-the-run ad~ustable combustion chamDer volume control.
At full output, conditions are identical to the engine of Column ~.
Column H shows values for the engine o~ Colu~n G with a 50"
charge intake. Efficiency is 7,~ better than the engine of Colu~n F.
Column I shows value for the engine of Column G equipped with charge coolers and with the charge compressed to 272 psia. Yet efficiency is 2~ better than the engine of Column G.
3 * -See special note at end of description --Colu~n J. shows that the advantages of cooling the pre-compressed charge diminish with reduced charge weight intake. r~here-fore at reduced power outputs~ the charge coolers are less advan-~ 75~

`ta~eous.. This is an expected development since the expanslon ratio of the engine in Column H is very great and difficult to improve uporI.
Column K shows the engine of Colu~n I, with the cooled charge compressed to 5~ psia. ~fficiency is 4~ better than the engine of Column I. This shows the rapidly diminishing returns with increased charge density beyond certain values.
Column L shows the novel three cycle engine OI' this invention executed as a diesel engine. The uni~ue capacity of the novel three cycle concept to ~llow vastly decreased charge intaXe without wasted mot~on is taken advantage of to increase the expansion ratio by 10~ resulting in a 17~ efficiency improvement over a conventional diesel.
Column M shows the engine of Column L al one half charga intake~ again improving the expansion ratio, resulting in a 28,J
improvement over a conventional diesel at 50,; charge intake. I~ote that despite the deep expansion ratios, the displacement of the engine is equivalent to normal engines.
Column N shows a deep expansion, radial cam po~er shaft e~uipped version as per Flgure ~4 with an ex~ansion stroke twice Zo as long as the intake stro}ce.
Column O - this engine is the engine of column ~ at 50~ charge weight input.
Colun~l P - this engine ls the engine shown in Figure 44, equipped with an on-the-run adjustable cylinder head as per this invention, to improve expansion at reduced outputs~ without the reciprocating feature for improving the exhaust and lnt~ce strokes.
Column Q - this engine is the engine of Column N at 50~ charge weight intake.
CO1D R - this engine is the engine shown in Figure ~4 equipped with the novel reciprocating cylinder head per this 3 o invention, including reciprocating action for improving the exhaust and intake strokes and on-the-run ad~ustment of combustion chamber volume for improving expansion at reduced power outputs.
Column S - th~s is the engine of Column I~ at 50,~ charge weight intake. 19 ~,f,~75 O

Z * S~p,e,cial ~Q~e: Regardlng the advantages of coollng the charge.
1. Applying formula 2 to the three cycle process wlth cooled pre-compreesed charge~ and referring to Flgure 1~ the following re~ults are obtained. For a deep expansion four cycle radial cam driven diesel englne~ as per thls inventlon the following values apply:
Tl = 538 deg. ~ T6 = 1633 deg. R~ T7 = 7063 deg.,R, T13 ~ 1750 deg.R.
The englne has twice the expansion ratio of a regular dieselO
e = ~7 ~ - 1750) - (1633 - ~8) - 77.7 ` ' 7063 - 1633 For the novel three cycle engine with ~ cooled charge the following values apply. Tl = 538 deg. R, T61 = 650 deg. R, T7 - 60~0 deg. R, T13 = 15Q7 dsg. R. Two stage compression reguires 6~5 deg. F, 513de~.F
whlch is expended in-the inter and after coolarsO
e = (6080 - 1507) - (62~ = 73 '' 19 --a ~ 750 .

. This indicates that the many advantages of ~ cool~ extremely dense prc-compressed charge may be had with llttle or no penalty (4.7~) in reduced efficiency. Slnce conventional fuels may be used with the 272 psia 650 deg. R charge, this englne approaches the dies~l of thls invention in efficlency.
2. Another approach to analyzing the advantages of cooling the pre-compressed charge to determine the effects on effioiency ls as follows. Agal~ compaEing the two engines in item 1 above:
Fo~ the diesel~ the energy expended in compressing the c~arge ls O 1633 - 538 = 1095 deg. F
Adiabatic temperature drop during expansion = 5313 deg. F.
Net recovery = 4218 deg. F.
For the three cycle engines, the energy expended in compressing the charge in two stages = 625 deg. F.
Adiabatlc temperature drop during expansion = 4573 deg. F.
Net recovery = 3948 deg. F. 4218 - 39~8 = 270 deg. F which is 5 of 5430 deg. F. the net available energy 3. Hlgher peak temperatures are sought to lmprove efficiency, because of a certain non linear characteristic o~ gasses during zO adlabatic expansion. Referring to Figure 1 the net available energy of 543Ddeg. F raised to a le~el of 7063 deg. R~ drops adiabatically to 1750 deg. R~ a 5313 deg. F drop converted to work. The identical energy of 5430 deg. F raised to a level of 6080 deg. R, drops adiabatically to 1507 deg. R~ a ~573 deg. F drop converted to work.
Therefore, ralsing the temperature of compression results in an equivalent rise ln peak temperature and this res~lts in a greater temperature drop during expansion. By expending 625 deg. F on two stage compression, a 4573 deg. F temperature drop is achieved. By expending 1095 deg. F on compression, a 5313 deg. F temperature drop is achieved. Therefore by expending 1095 - 625 = 470 deg. F more, an extra 740 deg. F o~ energy is extracted, for a net "profit" of 270 deg. F, a 5 ~ improvement~ negligible considering the extra problems incurred, notably a 685 psia compression presuure versus 272 psia for the equal density cooled charge of the three cycle engine. ~specially with nitrous oxides causing emission problems, /~ 6 ~ 9~7~ ~
the lower pea~ temperatura~ a~d lower compression pressure~, ror equal density~ o~ the cooled charge~ are worth the -~llght decrea~e in e~ficiency~ ~ooling Or the pr~-compressed charge such a~ 1 con~enle~tly done with the noYel three cycle concept does not afrect errici~ncy meani~gfully, but creates import~nt opportunities insteaa. For ~ample, it ~ay be possible to use lower grade ~sels such as k~ro~ene~ with spark ignition.

4. T~e reduction in air eonsumption due to increased ef~lciencie~ results in less overall pollutant emlssis~.

5. The abillty to provld~ deep expansion by reducing charge i~take without introducing wasted motion~ in the most used power output range o~ the engine, greatl~ lmproving ~uel e~ficiency, may be comblned in this angina~ with the unique ability to double the charge intake instantaneously by activating the second slde of the double acting pre-compressor~ disclosed later~ thereby greatly boo~ting the power output during emergency ~ituatlons. The engine therefora~ has the ability to operate in two modes~ the economy node and the boo~t~d power mode~ without incurring wasted motion.

6. Cooled charge die~el engine versions may be provided with glo~ plugs~ allowing operatlon on light dlesel ~uels~ and this combination may allow the diesel cycle to meet rubure emission standards.

7. The engine of Column A may be pro~ided ~ith a reci-procati~g head~ or an on-the-run ad~ustable head as per invention andequipped with a deep expansion radial po~er ca~haft as shown in Figure 44~ or the engine shown in Figure 44 may be equipped with a regular static cylinder head. The e~gine per Flgure 44~
equipped with ~ regular static cylinder hea~ is ~ncl~ded in the seope o~ this lnventio~. The chart Fig. 71 summarize~ the factors applying to a radial power camsha~t equippad rOur cycle engine per this lnventlon~
19--c .~ ., ~ 75~

It should be noted that the deep expansion capability of this invention is the result of sizing the pre-compressor to a reduced percentage o~ the normal aspiration capacity of normal engines, resulting in deep expansion without wasted motion. Normal engines may achieve deep expansion capability by limiting the charge intake to approximately 50~ by leaving the intake valve open but this results in excessive wasted motion.
Reducing the aspiration capacity normally results in great loss of maximum power output, but in the case of this invention this power output is recovered to a large extent by the greatly increased efficiency. The three cycle engine of this invention improves the duty cycle of the cylinders~ piston, crankshaft etc. by 100% by firing on every downstroke; it is believed that ultimately the three cycle engi~e of this invention would weigh less and have a smaller envelope size than equivalent power normal engines. Since the efficiency of a gasoline version of this invention may approach a diesel version very closely, the need for diesels in variable power output applications is obviated thus eliminating the costly diesel injection pump and facilitating emission control. It is known that present day diesels will have problems meeting the projected 1985 emission standards. To reduce the high peak temperatures of this invention, water injection may be used, instead of wasteful exhaust gas recirculation, in conjunction with nitrous oxides emission problems. It is known that water injection reduces peak temperatures and results in a "flatter"
pressure curve, improving torque and smoothness. The heat absorbed b~J the water during the peak ignition temperatures is given off during the downstroke resulting in better sustained pressures during the downstroke. The obvious drawback is the need to carry a separate tank for water and freezing problems However, water is available in this invention from the air coolers.
19--d ,~v, ~ 7~
Descriptlon o~ the Illustr~ted ~bodlmentS
In the drawings~ Flgure 2 shows 8 prererred embodiment ~ ~three c~cle of the inventlon executed as a three cylinder~in-line crank~haft drlven version. It ls known in the art relatlng to internal combu~tion engines, that a three cylinder ln-line englne arrange-ment has parfect balancing of primary and secondary forces with the crankthrow~ at 120 degrees ~pacing, but primary and secondary couples acting about the center of mass of the engine are severe~
namely, 3.46 Fl x d without counterweights; and 1.73 Fl x d plus a secondary couple of 3.46 F2 x d with counterweights; with F
denoting the primary lmbalance force, in Newtons, Or a single cyllnder without counterweights; F2 denoting the ~econdary imbalance fo~ce, in Newtons, of,a ~ingle cylinder with counter-weights; d denoting the cyllnder center distance in mm. Despite these strong couple ~orces~ and despite greater power impulses the advantages of the three cylinder layout~ namely less components and better thermal efficiency due to less exposed surface area ~or the combusting gasses~ make the layout advantageous i~ times of energy shortage. Especlally with the novel three cycle process ~o by this inventor~ whereby the power cylinders deliver power during every downstroke~ two out oP the three cyllnders, wlll deliver an e~ual number of power lmpulses as deliYered by a normal four cylinder four cylle engine~ albeit not at regular spaclng. To counteract the unbalanced couple ~orces~ a separate balanclng shaft~ running at crankshaft speed, may be employed. The power lmpulses~ with the lZO degree crankshaft shown, are at 120 degrees, followed b~ a ~40 degree lnterval. This is not considered a serious d~awback, since numerous V-engines have irregular power impulse spacing, which has not impaired their acc~ptance by the public.
3~ One of the ob~ects of the invention is to provide an engin~ with deep expansion, to be accomplished by admitting an air charge roughly one half the normal aspiration capacity of an equi~alant normal engine, and to accomplish this ob~ect without wasted motion. In the previous discussion relating to Figure 1, it was noted that a powerstroke displacement of the power piston which is twice the lntake displacement results in deep expansion close to atmospherlc pressure levels. The single th~rd ~orward cylinder~ acting as th~ flrst stage pr~-compressor cylinder in Figure 2, has a volumetric displaceme~t approximately equal to each of the two power cylinders, and by dividing the output of said pre-compressor equally, the pow~r cylinders will receive a charge equal to approximately one half their displacement.
Thus, in effect, deep expansion ls accomplished without wast~d Io motion~ at wide open throttle. Mounted concentrically around the first stage pre-compressor cylinder is the intercooler 9 installed within the coolant ~acket o~ the englne. The first stage pre-compressor output will be cooled~ from approximately 750 deg. - 1050 deg. R to 650 deg.R, the temper~ture of the engine.
The degree of pre-compression of the first stage may be varied to suit. The second stage pre-compressor may be dispensed with and pre-compression by the first stage raised to 1633 deg.R~ equiva-lent to a normal diesel~ or approximately 670 psig~ to be subsequently cool~d ts 650 deg.R~ 272 psla~ berore addition of fuel. ~owever~
Zo it is known in the art relating to air compression that ~ultlple stage compression brings the compression cycle closer to isothermal compression~ which is the most efficient. Two stage compression results in a 16.3~ power saving if the final pressure is 130 psig.
This r~present~ T~ ~t V3 in Figur~ 1. Similarly~ if the final preg5ure iY 200 pSig~ the power savings are 20~. Similarly~ if the final pressure is 670 psig, T6 at ~1 in Figure 1~ the power savings are 26~5%. Since the utmost in efficiency is o~e of the ob~ects of this invention~ two stage compresslon is thus pre~erredO
By mounting the second stage pre-compressor piston on top of the first stage piston, simplicity of construction is 3 o maintained~ as well as compactness of engine profile. The preferred embodiment of the invention illustrated in Figure 2 hss a bore of 2 7/8"and a stroke of 3 3/4". It ls known that long stroke engine improve emission problems and~ for purposes ~ 75 ~

of the novel thre~ cycle concept~ a long stroke engine glves an initial combustion chamber ~hape closer to the perfect sphere a deep, small bor~ initlal chamber lnstead of the shallow~ large bore initial chamber of the square or oversquare engine .
The long stroke chosen, together with the fairly tall novel cylinderhead of the i~vention~ results in a fairly tall, but not overly tall, engino proflle. This tallness ls taken advantage of by mounting the second stage pre-compressor on top of the first stage~ thus malntalning compactness. Furthermore, the ~o crankthrow and connecting rod blg end of the first stage are equal to the equivalent components for the powercylinders ~nd would be excessively strong for the first stage alone. By ensurlng that the total weight of the reciprocating parts for the complete pre-compressor is equal to each of the power cylinders, the free force balance situation of the three cyli~der in-line engine layout ls maintained. The volume of the inter-cooler and a~tercooler is large in relation to the compressed volume o~ each pre-compressor stroke -- this will eve~ out pressure peaks and the coolers acts as air reservoirs. Additlonal Z~o reservolr capaclty may readily be provlded by small external tanks.
The preferred ~mbodiment of the lnvention a~ lllustrated in Figure ~, therefore~ represents an all around balanced, compact and lntegrated layout~ with features of construction which accommodate the designs to practical manufacture and use. These, along wlth other features and advantages of the invention will be more apparent from the following details.
In Figure 2~ cylinder block 1, hss three cylinders 4 arranged in line, wlth the first stage pre-compressor cylinder 6 slightly larger in bore than the power cylinders ~ to compens~te for the area of the second stage pre-compressor piston rod~ to 3 0 be discussed later. Crankshaft 2 is provided with three equal throws at 1~0 deg. spacing, and ls rotatably supported in the cylinder block in the conventional manner. Power pistons 3 and first stage pre-compressor piston 7 are reclprocably disposed 1 ~ 3 7~

the cyllnders and are connectea ~hrough connecting rods 5 with the crankshaft 2.
MountQd on top of the cyllnderblock is cylinderhead 8.
The cyllndor he~d is provided with a number of bores which progressively increase ln size towards the top and all of which are accurately co~centric wlth the bores of the power cylinders 4.
Exhaust sleeve valve 9~ cylindrical ln shape, is reciprocatably dlsposed in the lowest bore in the cylinder head~ and bears wlth its lower edge on a preclsion machined exhaust valve seat 1~ annularly arranged around the top end Or each power cylinder 4~
to form a gas tight seal. An annular exhaust torus 10 ls arranged around the top end of each cylinder 4 and communlcates with the combustion o~ambers in each cyllnder ~ via a number of radially radiating exhaust passages 11 arranged around each exhaust sleeve valve seat. ~xhaust sleeve ~alve 9 is biased downwardly against its seat by a concentrlcally arranged exhaust sleeve valve spring 12 and is llfted off its seat by bifurcated exhaust sleeve valve rocker 13 to establlsh communicatlon between the combustion chamber and exhaust torus 10; further det~ils to be disclosed later.
zo The exhau~t sleeve valve opens at ten degrees berore bottom dead center and is fully closed at forty-five degree~ ~fore top dead center. The remainder o~ the plston upstroke is devoted to charging the combustion chamber with a fresh charge. To this effect~ reclprocating head 1~ started descending lnto the cylinder with the power piston in the bottom dead center position, by means of a head descending rocker, to be disclosed and detailed later, till the bottom surface of reciprocating head 1~ reached a position which is flush with the exhaust sleeve valve seat. ~e~ceforth, whenever the "position" of the reciprocatin~ head is discussed~
the "position" shall mean the position of the bottom surface.
S~milarly~ whenever the position of the power piston is discussed, the "position" shall mean the position of the top surface of the power piston. A generous cham~er on the bottom outside edge of reciprocating head, 14 acts as an escape passage for the exhaust ~ 75~

gasses durlng the latter part of ~he exhaust stroke. (Note:
Reciprocating head 1~ is not shown in lts fully descended posltlon ln ~igure 2.) When the power piston has approached the reclprocating head wlthin one-quarter inch~ or le~s~ which small distance wlll ensure posltive and near total e~haust expulslon, the reciprocating head will accelerate ln upward direction at a rate which will give it an upward veloclty equal to the speed of the power plston, within one-quarter inch of travel. During this interval the power piston will approach within 1/8" of the reclproc~ting head. At l~ the same instant at which the ascending travel of the reciprocating head commenced~ charge admission valves 15 starts to opan and the high pressure pre-compressed charge will rush into the ~pace between the power piston and the reciprocatihg head. Since the reciprocating head is free to travel faster than its actuating mechanism~ the high pressure charge will accelerate the recipro-cating ~ead away from the power piston, till the reciprocating head comes to a cushloned halt against a positive~ pre-determined snd ad~ustable stop, power determinator 16. The charge admission valve 15 ls also strongly biased in upward direction by the high z o pressure charge filling the combustlon chamber aidlng hlgh speed closing~and closes at precisely ten degrees before top dead center of the power piston. Compression of the charge does not occur since the charge admission valves are open ~rom forty-five degrees till ten degrees before top dead center. The extremely small upward travel Or power pistons 3 after the closing of the charge admi~sion valves 15 wlll not compress the charge to any meanlng-~ul extent; ;he charge, now trapped in the combustion chamber~
was slightly below its original pressure, due to flow resistance, so that the exceedingly slight upward travel of the power pistons after the closing of the charge admission valves~ is of no 3 0 practical consequence but may be considered a slight advantage~
Ignition of the charge by conventional means will commence at five degrees before top dead center~ with the ignitor carriad by the reciprocating head~ and to be diQclosad later. At this ; 24 so time it is appropriate to discuss th~ forces involved ln the extremely rapidly ascendln~ action of the accelerating head.
With a bore of 2 7/8"~ and a stroke of 3 3/4"~ the piston velocity at 2000 rpm, considered optimum for fuel efficiency, will be 27 ft. per second~ at forty-five degrees before top dead center.
The reciprocating head has a calculated weight of slightly over one pound total. To accelerate within one-quarter inch to 27 ft.
per second~ will require a force of 1090 lbs. The actuating mechanism is designed to accommodate this force. The action of the reciprocating head enhances the action of the charge admission valve. Ascending acceleration has a tendency to open the valve; ascending deceleration has a tendency to close the valve. In a closed position, the valve is neutrally biased by the high pressure charge withir. the valve port due to equal areas.
With pressure in the combustion chamber, either high pressure charge pressure or combustion pressure, there is a strong closing bias on the valve, whether open or closed. This, together with extremely light construction will ensure extremely rapid action of the valve~ a requirement of the novel three cycle process.
The improvement of this invention over a previously mentioned invention by the same inventor named: "A Three Cycle ~ngine With Varying Combustion Chamber Volume" is as follows:
A telescoping head, part of the above named invention, has a very limited downward travel capability~ due to charge bias.
It cannot penetrate deeply into the combustion chamber to meet the piston, so that exhaust gasses can be driven out long before the piston reaches top dead center position, as is the case with the present invention. This is no detriment for the radial cam version included in above invention since the piston is retained motionless in the top dead center position for enough a length of time for charging to be completed.
The above named invention has reciprocating cyllnder heads for the crankshaft driven versions; they are passive in action;

~ 5~
they are raised or lowered a small distance to vary the initial combustion chamber volume; they are not descended deeply into the cylinders to meet the piston. The present invention is a distinct and definite improvement for a crankshaft driven engine therefore~ over the invention named previously. The present invention ensures positive exhaust expulsion; and charging of the combustion chamber well before the piston reaches top dead center position, for crankshaft driven ~ersions.
To return to the merits and details of the present invention, it should be noted at this time that the charge is at constant pre-determined pressure and temperature, regardless of power output, with a pressure well above any values reached in conventional engines; at pressures which may, if desired approach or equal compression pressures reached in diesel engines.
Due to the fact that the charge is cooled to 650 degrees R, conventional fuels are added safely after final compression and after cooling. The weight of the charge to be admitted is determined by the volume of the combustion chamber at the instant at which the charge admission valve closes~ which is at ten degrees before top dead center. The timing of the charge admission valve is positive and related only to the position of the piston. It is not related in any way to the position of the reciprocating head, with the actuation to be disclosed later. The position of power determinator 16, therefore~
precisely regulates the amount of pre-compressed charge to be admitted, and the power of the engine varies accordingly.
Power determinator 16 is actuated in a linear relationship with the position of the throttle pedal in the vehicle, if the engine is used in a vehicle. The constant maximum charge pressure ensures maximum efficiency at all "throttle" settings while the deep expansion capability~ as explaine~ previously, ensures an overall maximu~ practically attainable expansion ratio, thus ensuring a potential efficiency which may, if desired~ surpass the best 'S~

con~entional diesel engines~ with the added benefit that these efficiences are maintained at all power outputs. Complete detalls ~or the novel reciprocatlng cylind~r heads will be di closed later.
To return to the details ln Figure 2, flrst stage pre-compressor piston 7 ls provided with an extra compression ring, and is executed llghter in construction thhn power pistons 3 since it doe~ not carry the thermal load, side thrust and stress of the power pistons. The diameter is larger than the power pistons, to compensate for the area of the second stage pre-compressor piston rod 17. To ensure freedom from binding, said rod 17 has a spheri-cllly ~langed hardened steel bottom connector 18 with a radius whlch centers in the center of the piston pin for the first stage pre-compressor plston 7. This allows said piston 7 to see~ its own allgnment within cylinder 6. Bottom connector 18 is retalned by a matching hardened steel retainer ring, fastened to piston 7 as shown. The first stage pre-compressor is provlded with a flat~
cylindrically machined head~ first stage pre-compressor head 19.
Said head 19 performs several important functions. It ls retained by be~ng trapp~d gas tlght in a cylindrical bore in cylinder head 8 2 said bore being accurately concentric with cylinder 6 and with the second stage pre-compressor cylinder 20. Cylinder 6 is also pro~ided with a concentric counter bore~ arranged around lts top edge; said counter bore accurately matching the outside diameter of said head 19. Head 19~ therefore~ acts as a locating spigot~ accurately centering c~linder 20 about cylinder 6 which is a "must" for a successful and troublefree "piggy-bsck" mounting of pistons.
Seco~d stag~ pre-compressor piston 21 is simple and light in construction and simply mounts concentrically around and on top of piston rod 17 being retained by a screwed fastener. Piston 21 carries four self lubricating compression rings and a special flfth 3~ ring which centers the piston 21 in the bore 20 and which special ring is of self lubricating material. It is obvious that the seco~d stage pre-compr~ssor may be made double actingr but this is not requlred for th~Sp~e~F}ed embGdiment of this invention.

~ 75~

The ~pace below piston 21 is vented to the intorior o~ the engine so that some lubrication may find its way to cylinder 20 but this is not considered a prime requirement~ since the air compressor industry has made oil free compressors with good longevlty. The displacement ratlo of the pre-compressor volumes are ~rom 3.82 to 5.91 for final pressures of from 200 to 500 psig followlng known data, to ensure mlnimum power requirements for pre-compressbn.
Compressor head 19 ls provided with four air inlet valve cartridges 27 and twa alr discharge valve cartridges 22 which communicate o radially within head 1~ with matching air passages in cylinder head 8. Note that the entire second stage pre-compressor cylinder 20 complete wlth its coolant ~acket, is integrated in the cylinder head casting o. The coolant ~acket for the first stage pre-compres~or cyl~nder 6 is provided with a C-shaped or full annular opening ln the top surface of the cylinder block 1.
Inter-cooler coils ~3 are c-shaped or fully annular, a~d are permanently swaged air and watertight in openings provided in the surfaces of cylinder head ~. The inlet of the inter-cooler coil 23 is swagad into the bottom surface of cylinder head 8 and the outlet zO is swaged lnto the top surface of cyllnder head 8 so that the lnter-cooler coil ~3 becomes a permanent part of cylinder head ~ thus facllitating manufacture~ assembly and maintenance and ensuring trouble free operatlon. Simllarly, both ends of the after-cooler coils 24 either a slngle coil~ as shown in figure ~ or a dual coil as shown later, are permanently swaged into the casting for the second stage pre-compressor cylinder head 26. The cool~nt ~acket for the second stage pre-compressor cylinder 20 is provided with a full annular slotted opening in the top surface so that after-cooler coil 24 may enter said ~acket. The problem of simple, leakproof~ lntegrated cooling coil construction is thus resolved ~k~ in a straight forward manner, avoiding separate heads~ ~ackets and external connections normally encountered. ~lead 19 is provided with a "floatingl' rod gland 25 detailed in Figure 4~ The second st~ge pre-compre~sor cyllnder head 26 is provided with a combined 2~

~ 750 inlet and discharga cartridge 28 ~ully detailed ln Figure 3.
Spigot~d construction for cyllnder 20 i~to he~d 26 ensures maintenanc~ of concentricity ror the bore of cylinder 20 an important dctall for longevity. Camshaft drive sproc~et 29 is installed in a conventional manner; the camshaft drive is extra sturdy; further details to be disclosed later.
Figure 3 lllustrates the self actlng combined inlet and discharge cartridge 28 for the second stage pre-compressor.
Combined valve body 30 is provided with a full annular inlet slot 0 31 close to its perimeter to give a maximum inlet area. Inlet slot 31 is provided with raised annular seats around both edges.
A flat annular ring~ annular inlet valve 32 closes off lnlet slot 31 and is biased against ~he seats around said slot 31 by a flat helical annular ribbon spring 33. O~tlet valve seat body 34 guides annular inlet valve 32~ provides a seat for spring 33 and provides a seat for discharge valve disc 35; body 34 is held by a snap ring into body 30. Smll radially drilled holes allow insertion of a suitable tool to enlar~e said snap ring for dismantling purposes. A third cylindrical flanged body, disch~rge valve guide zO 36 mounts inside body 34 and is provlded with a number of trans-verse~ radial webs, suitably shaped to act as a guide for discharge valve disc 35 and as a seat for disch~rge valve dlsc bias spring 37.
Servicing of this important valve assembly is thus facilitated great-ly by its car~ridge construction and its 0-ring sealing as shown;
while the design allows a minimum dead spsce or clearance volume for efficiency, with a maximum ln flow area. The right hand half of Figure 3 illustrates an alternative~ simplified construction of this important valve.
Figur~ 4 illustrates the rod gland ~5. First stage pre-compressor head 19 ls prov~ded wlth a concentric threaded counterbore~ and a smaller bore to allow piston rod 17 to pass through sald head 19. Said count~rbore contains four separate seal rings 38 similar in principle to normal piston rings and which are made from self-lubricating material, such as carbon.

9~s~
Each seal ring 38 is provided wi-th a seal ring insert 39 made from modified teflon*~ The combination of carbon and modified teflon* materials gives outstanding longevity, with piston rod 17, precision finished, and made from hard chrome plated high strength steel or titanium. The independent action and lateral freedom of each seal ring 38 ensures excellent sealing. Each seal ring 38 is further biased radially inwardly by annularly shaped seal ring bias springs ~0. Gland retainer nut 41 and 0-rings, as shown, complete the sealing arrangement. *~Teflon"~
a registered trademark of Dupont Inc.
Figure 5 illustrates the self acting air discharge valve cartridge 22. Two of said cartridges are installed in precision machined counterbored holes in head 19. Said cartridges are positlvely retained by being trapped by the bottom surface of cylinder 20 and by a flange wh~ch matches the said counterbored hole. Discharge valve body 4Z is cylindrical in shape and is provided with an inward facing flange, on the bottom end, to form a valve seat. Body 42 is provided with air escape openings in its cylindrical wall, and with a snap ring groove on its inside diameter at the top end. Bottom closing plug 43 comprises a shallow cylin-drical plug matching the inside diameter of said valve body ~;
body 42 and flange 43 are locked togecher by means of a snap ring.
Valve disc guide 44 comprises a number of radial webs shaped to trap and guide valve disc ~5 allowing a limited movement for said valve disc 45 and are permanently attached to plug 43. Valve disc 45 is biased in the closed position by valve disc bias spring 46. Speedy servicing of these important valves is thus facilitated by their simple retaining method and their cartridge construction.
Valve disc 45 is hat-shaped for strength, for centering of bias spring, for better air flow and for less dead space clearance volume for the pre-compressor.
Figure 6 illustrates the self acting air inlet valve cartridge 27 for the first stage pre-compressor. Four of sald cartridges are installed in head 19 in precision machined holes arranged in an annular pattern, concentric about the long axis of ~ f50 the pre-compressor cylinder each provided with shallow counter bores at their far end. The outside profile of said cartridge 27 is ldentlcal to the outside profile of cartridge 22 and the flanged retaining method in head 19 is ldentical for both cartridges 27 and 22. Inlet valve body 47 comprises an integral concentric, coaxial arrangementof two cylinders; a first smaller cylinder with one end shaped to form an annular valve seat and with the other end attached inside to close off the second l~rger cylinder, said smaller cylinder provided with a snap ring groove in the cylindrical wall for purposes of retaining a valve bias spring seat as shown. A second larger cylinder having one end flanged inwardly to connect to the perimeter of said annular valve seat.
Valve disc guide 48 comprises an extension of said first smaller cylinder in outside diameter closely matching the inside diameter of the valve disc, said valve disc being disposed around said extension and being retained by a snap ring and valve spring seat.
Inlet valve disc 49 comprising a flat annular disc with a guide hole in the center is biased to the closed position by an axially acting, helical ~lat ribbon coil spring, inlet valve bias spring z 0 50. The helical flat ribbon spring allows extremely compact biasing and thereby helps reduce dead space.
Figure 7 is a frontal view of the engine taken on Plane B-B in Figure 2, and shows the camshaft drive arrangement. The camshaft does dual duty; it'runs at crankshaft speed since combus-tion occurs on every downstroke. The camshaft actuates the charge admission valves, the exhaust valves, the reciprocating head, and forms a convenient means to drive the coolant pump and ignition signal generator. The rapid ascending action of the reciprocating head 14 in Figure 2, demands an extremely sturdy actuating mechanism and therfore also requires a sturdy camshaft drive train. However~
shock loading caused by rapid ascending action of the reciprocating head is eliminated by a flywheel mounted on the camshaft, easing ths burden of the camshaft drive chain. ~ double strand roller chain or a *Morse Hy-Vo link plate chain may be used. *"Hyvo", a re~istered trademark of Morse Division Borg Warner Corporation.
Shown is a _ 3~_ double strand roller chain drlve~ driven by crankshaft mounted camshaft drive sprocket 29. Take up sprockets 51 act in unison by being mounted on a common support, take-up support 52 which ls mounted in a way machined ln the engine block, and which is locked or ad~usted by a screwed fastener. Chain whip and vibration is eliminated by chain gu1des 53 and 54 with guide 54 being spring biased. Camshaft driven sprocket 55 completes the drive train.
Figure ~ is a sectional view ~aken on Plane A-A in Figure 2. Exhaust sleeve valve 9 is provided with an annular flange around the outside dlameter~ intermediate the ends thereof. This ~lange is shown in Figures 2 and 9. Said flange serves as a seat for exhaust sleeve valve spring 12 shown in Figures 2 and 9 and also acts as.the actuating surface for the valve. Valve trunnion blocks 56 square in outline and provided with a pivot hole, bear against the bottom surface of the said flange. ~xhaust sleeve valve rocker 57 comprises a bifurcated yoke type lever~ straddling the sleeve valve 9 and enters the cylinder head ~ via vertical slotted openings~ on both sides of said sleeve valve. Said rocker 57 pivots on rocker pivot shafts 5~ which are ~ounted in a line z~ bored support hole in cylinderhead ~. Said shafts 5~ and rockers 57 are installed in the head 8 before said sleeve valve 9 is inserted. The assembly sequence will be clear from ~igure 9.
Said rocker 57 is provlded with short, transversely in-line pins on ~he ends of the bifurcated arms. Valve trunnion blocks 56 are rotatably mounted on sald in-line pins. The slight trans~erse movement~ during actuation, caused by arcing about shafts 58 is accommodate~ by sliding action of blocks 56 against the bottom surface of the valve actuating surface. A ball cup on the outward end of rocker 57 is engaged by a short ball ended push-rod to be disclosed later.
Figure 8 also shows the arrangement of the air passages in first stage pre-compressor head 19; air discharge vAlve cartri-dges 22 alr i~let valve cartridges 27 piston rod 17 rod gla~d 25 and inter-cooler coils 23. In this particular version the lnter-cooler coils 23 are C-shaped i~ plan view. This shape allows a ~ 75~

slightly shorter engine layout. Note the discharge end of the i~ter-cooler coil~ which di~charge end runs straight up~ within the cooling ~acket of the cylinder haad 8 to terminate ~lush with the top surface of said cylinder head 8. As previously shown, the inlet end of the inter-cooler colls is swaged into the bottom surface of cylinder hesd 8. Removal of cylinder head

8~ therefore~ will also result in withdrawal of inter-cooler coils 23 from the coolant jacket of the cyl~nder block. The top surface o~ cylinder block 1 is provided with a C-shaped or full annular opening to accommodate this wlthdrawal of the inter-cooler colls. The integration of the inter-cooler and after-cooler in the englne block~ is a decided advantage~ making for an extremely compact englne pac~age, free from exterior "pl~mbing"
connections for these purposes~and eliminates the usual separate housings and associated lines, connections etc. for air coolers.
Figure 9 is a sectional view taken on the vertical transverse centerplane of a power cylinder shown in Figure 2.
Thls view shows ver~ion number one~l~ of the invention~ namely the desmodromically actuated reciprocating cylinder head. The position shown for the power piston 3 and reciprocating head 14 is the "idling" position~ with the lnitial combustion chamber volume at a mlnlmum~ and wlth the power piston 3 in top dead center.
Camshaft 59 is mounted alongside the cylinder head 8 parallel to the axis of the crankshaft. Drive details for camshaft 59 have been dlsclosed previously. Camshaft 59 runs at engine speed. Side mounting of camshaft 59 has several advantages;
a lower engine profile and convenlent actustion of the various components. In Figure 8 the actuation of exhaust sleeve valve 9 was partially disclosed. The said ball cup on the outward end of valve rocker 57 engages a short ball ended exhaust valve push rod 60 which is actuatèd by a conventional hydraulic cam follower exhaust val~e cam follower 61. The ~xhaust cam lobe on camshaft 59 is profiled so that the exhaust valve starts to open at ten degrees be~ore bottom dead center and is fully closed at forty-f~ve degrees before top dead center. Exhaust sleeve valve sprlng 12 ~ 7S~

may be made from quare spring wir~, making for a much stiffer spring and consequently better sealing of the exhaust sleeve valve.
This prefeired alternati~e is shown also in the drawings.
With the power piston 3 ln the bottom dead center position and wlth the pressure ln the combustion chamber now at close to atmospheric~ descending cam 62 on camsha~t 59 is contact-ing descending roller 63 if the power determinator 16 is in the fully raised position; said fully raised position representing maximum power output for the engine. For the preferred embodiment IO disclosed, the difference between idle and full power positions is approxlmately 3/8"~ three-eighths of an inch, for the botto~
contact surface of power determinator 16. For the preferred embodiment~ the total maximum descending travel for the reciproca-ting head i4 1~ 15/16", fifteen-sixteenth of an inch, while the minimum descending travel is 9/16", nine-sixteenth of an inch, These ~igures are disclosed to better appreciate the relatively small movement~ involved.
If the power determinator 16 is in the idle position, the clearance between the base diameter for descending cam 62 Zo and descending roller 63 will be 3/8"~ three-eighths of an inch, and the descending cam 62 will rotate through a small arc, before descending roller 63 is contacted. To avoid clashing noise, at low and intermediate power outputs~ descending roller 63 is mounted in elastomer mounts 65 concentrically arranged around th~ mountlng pln~ descending roller pin 66. However, the constant high pressure prevailing ln the charge admission snorkel tube 97 will strongly bias the reclprocating head in the descending direction so that, as soon as the combustion chamber pressure is reduced sufficiently, reciprocating head 1~ will start descending until descending roller 63 contacts the base diameter of descend-3 O ing cam 62. Descending cam 62 is mounted on descending arm 64 which is integral with a common torque tube, said torque tube also having the ascending arm 67 and head actuating arms 69 mounted on same. The head actuating rocker assembly 7O thus formed pivots on head actuating rocker sha~t 71 which is supported ~ 5 solidly ~y t~le ~ylinder head 8~ Head actuating arm 697 two o~
which are employed per power cylinder~ is connected to the reci~r~cating head 14 by means of two head pivot links 72 each of whic~-l comprises two link plates~ two hollow pins and four snap rin~s. Head pivot links 72, are identical in pricniple to a link of common roller chain and represents the stronges~ known link cor~ectors for the purpose. The ultimate strength of each link 72 for the preferred embodiment is over 10,000 lbs., while the maximum force, at 2000 rpm, on each is 540 lbs. indicating o the entirely practical concept o~ the invention, from a forces encountered viewpoint. Descending cam 62 will thus drive the reciproca-ting head down lnto the combustion chamber during the initial 120 to 130 degrees of upward power piston travel.
I~ring the last 25 to lO degrees of upward piston travel of the exhaust stroke (note: the exhaust stroke in this invention is completed at ~5 degrees before top dead center) exhaust gasses will escape through a narrow annular escape slot formed by the chamfer on the bottom edge of reciprocating head with the bottom of the reciprocating head being flush with the exhaust valve seat.
Z O It should be noted here that the exhaust gasses are much cooler in this engine than in conventional engines due to the d~ep expansion of the charge; resulting in a coDler exhaust valve and i~ a great reduction or eliminatlon of the muffle~ and its assoclated problems. When power piston 3 is within -4-"~ one-quarter inch, or less of reciprocating head 14 id head wlll rapidly ascend, as previously disclosed. The exhaust sleeve valve 9 is now fully closed and charge admission valve 15 is rapidly being opened. Ascending mo~ement of reciprocating head 14 is c~rried out by ascending cam 73, ascendirlg roller 68, ascending arm 67, and head actuating arms 69. The squishing action of the last exhaust gas remnants will aid in initial rapid ascending riovement of reciprocating head 14~ but this action is nGt counted jn in the design. rne ~orces encoun~ered during the initiai critical mGvement ~f the ascending ac~Dn of recipro-3~

~ 5~
cating head 1~ have been previously disclosed and are not a serious deterrent. Ascending cam 73 will carry the reciprocating head 14 only -to the "idle" position~ being slightly above the top dead center position for thc power piStQn 3.
As soon as the reciprocating head 1~ starts its ascending movement, at 45 degrees b.t.d.c., the charge admission valve cam 74 will engage admission cam follower 75. Admission cam follower 75 comprises a roller equipped tubular body, supported reciprocatably in a cartridge type houslng admission cam follower guide 76~ which l~ is mounted at a 45 degreo angle in the cylinder head 8. Admission cam follower 75 is provided wlth a flat hardened and ground "vertical"
actuating sur~ace on the inward end~ flat actuating raceway 77.
Admission cam foIDwer 75 is prevented from rotation within guide 76 by the bifurcated end of said guide, said bifurcated end closely contacting the slde surraces Or admlssion cam follower roller 7~.
It is apparent that the action of the admisslon cam follower is totally independent from the position of reciprocating head 14, so that the charge admlsslon timing is only related to the position of the power piston 3. Flat actuating raceway 77 clears admission z~ rocker roller 79 by a few thousandths of an lnch~ this clearance representing "valve tappet clearance" Admission rocker 80 is carried on a pivot pin by reciprocating head 14. Admission rocker 80 contacts admisslon push rod ol which is solidly seated at the bottom end in a pocket in common actuating arm 8~. Screwed adjusters provide a means of precision col~tact adJustment between arm ~ and charge admlssion valves 15. Charge admission valves 15 are employed in duplicate for reasons Or lower weight~ lower inertia and better charge distribution. Charge admisslon valves 15, are "poppet" type valves installed in precision finished blind cylindrical bores~ provided with beveled valvo seats around the bottom edge. The seating surface of the head of valve 15, flares inward and thence outward to tarminate in a short cylindrical valve extension 83 to form an annular torus-shaped groove around said head. The said torus-shaped groove communicates continuously SC~
wlth the high pressure charge admission duct, which is integrally cast in the reciprocatirlg head 14. The purpose of the said short cylindrical extension ls to eliminate a pressure bias~ which w~uld open the valve. The pressure i~ the said torus-shaped ~roove now neutrally biases the charge admission valve 15 said valve being biased in the closed posltion by valve springs ~.
Cylindrical ~alve extension 83 is a precision fit in the said blind cylindrical bores~ and may be provided with labyrinth sealing grooves, as shown, or alternatively may be sealed by inwardly lo acting, dry operating~ solf lubricating~ sealing rings ~. The space above cylindrical valve extension 83 i~ vented to the interior of the engine by means of a hollow valve stem on charge admission valve 15. Small holes drilled crosswise at the bottom of the stem and at the top of the stem allow any oil which could have accumulated ln the interior cavity of the valve to escape and also vent the said blind cylindrical bore. Inevltably~ some of the high pressure charge will escape past sealing rlngs 85 and any oil collected in the bottom of the interior valve cavity wlll be forced upward and out of the valve stem by the slight pressure zO built up within the interior of said valve. A11 operating factors aid the quick functioning of the valve. The rapidly ascending action of reciprocating head 14, has a tendency to open the valve, a benefit. The rapldly decelerating actlon at the end Or the travel of the reciprocating head has a tendency to close the valve, a benefit. And flnally~ the strong pres~ure bias prevailing in the combustion chamber durlng the charge cycle exerts a strong closing force on the valve. Rapid action is thus ensured.
Charge admission valve 15 is closed at ten degrees before top dead center~ the reciprocating head 14 is fully seated against power determinator 16 the charging of the combustion chamber is completed, with the charge at constant and maximum pressure, and at engine temperature and ignition occurs at five degrees before top dead center. With the weight of the charge approximately one-half of the charge weight of a normally aspirated engine at full power ~ '75~

outE)ut~ the geometric expansion ratio~ at full power~ is approxi-rnately t~lree times as great as in a conventional engine. The rela~ively small, coaled charge is at much greater pressure and is contained in an inltial combustion chamber volume much smaller than in conventional practice. Obviously, if the engine is to be used for purposes which require maximum power instead of the utmost in economy, the pre-compressor may be chosen to have greatly increased capacity. This route would eliminate some or all of the deep expansion capability of the engine, but expansion to ratios would still be greater than ln conventional practice due ~o Ihe ex-tremely dense energy plateau from which expansion commences.

To return to the drawing details~ reciprocating head 1~ comprises an inverted piston type structure1 closely matching the inside diameter of exhaust sleeve valve 9. Common piston rings are employed to seal in combustion chamber pressures and seal oil lubricating oil. It should be noted here that the combustion chamber in this engine is always under positive pressure, resulting in two side benefits. There is no tendency to draw lubricating oil past the piston rings promising less oil consumptlon. Especially zo since this engine does not have an ordinary intake valve~ a great source of oil consumption in ordinary engines.

Secondly, the lower half of the co~necting rod crankthrow bearing is never under pressure eliminatlng loose bearing noise. ~he ~ottom portion of reciprocatlng head 14 carries the head sealing rings 86 which seal against the inside surface of exhaust sleeve valve 9. The bottom portlon further supports or contains charge admission valves 15 the spark plug~ not shown in Figure 9~ charge admission ducts and cavities for cooling purposes, with the cooling carried out by the engines lubricating oil. The bottom "head"

portion of reciprocating head 14 is provided with an upward hollow 3 ~ cylindrical head extension 87 considerable smaller in diameter than the said bo~tom "head" portion; a ledge thus formed around the bottom of said cylindrical extension provides the seating sur~ace against which the bottom face of power determinator 16 ~ 9 ~5 ~
seats, to react combustion pressures. Power determinator 16 comprlses an externally threaded cylinder,f with a short unthreaded bottom and top portion~ The inside diameter ls enlarged over the upper half of the total height. The inside diameter closely matches the outsida diameter of head extenslon 87 and is disposed around same. Reaction seat 88, compri~es an lnwardly flanged cylinder reciprocatably dlsposed lnslde exhaust sleeve valve 9 and shrunk onto head extension 87. Oil~ trapped below the bottom end of power determinator 16, cushions the rapld seatlng of reciprocating l head 14 during the last portion of the ascending stroke. The outward cylindrical extension of reaction seat 88 prevents this high pressure surge of oil to reach the head seallng rings 86 thus avoiding oil consumption by the engine. Reaction seat 88 thus performs two functlons - prevents wear of the light alloy casting of the recipro-cating head as well as form a hydraullc cushion~ preventing damage and noise. Power determinator 16 ls engaged by an lnternally threaded rlng power determlnator ad~ustor 89. Said ad~ustor comprises an internally threaded annular rlng, rectangular in cross section, provld~d with an annular bearing race in the top end surface Z~ and with worm gear teeth milled in lts out~lde dlametrlcal surface.
In effect lt constltute~ a worm gear. Sald ad~ustor ls engaged by worm shaft 90 rotatably supported, parallel to the long axis of the engine, in the cyllnder head 8. Said worm shaft 90 slmultaneously engages all ad~ustors 89 ln the engine 90 that ad~ustment of powe determinators 16 for all power cyllnders ls preclslon synchronized.
Worm shaft 90 i9 provlded wlth thrust bearingQ not shown~ to prevent lengthwlse displacement in either direction. Worm shaft 90 is actuated in a linear relationshlp with the "throttle" pedal Or the vehicle by ~ electric rotary actuator, not shown, but commercially available.
Ad~ustor 89 is rotatably supported in a precision machined concentric bore in cylinderhead 8 and reacts upwardly against a ~ull annular ball thrust bearing complement~ thrust ball bearing 91.
The upper race for said thrust ball bearing, thrust beari~g race 92, ~ '750 comprises an extornally threaded cylindrical fully annular ring, matching threads machined in the cylinder head 8. The lower surface of adjustor 89 bears rotatably against the top surface of exhaust valve spring seat ~9 a full a~nular L-shaped ring. Said seat 89 is locked in place by exhaust valve spring seat retainer ring 94 and oversized precision made 9nap ring~ or alternatively a solld ring split in two cresce~t-shaped halves. By depressing seat 93 fully, retainer rlng 9~ is slipped into a matching groove machined in the cylinder head 8.
o To cushion the descent of reciprocating head 14 descent cushion sleeve 95 is employed. Said sleeve 95 comprises a slim cylindrical sleeve provlded with an inward facing flange on the bottom end and an outward faclng flange on the top end. The outside diameter of said sleeve 95 is reciprocatably disposed ln the counter-bored cylindrical ins1de diaoeter of power determinator 16. Said outward facing flange matches and is disposed solidly in a shallow concentric counterbore in the top surface of thrust bearing race 9~.
~aid inward faclng flange is disposed reciprocatably around head extension ~7. A preclslon machined overslze "snap ring", descend zO cushion ring 96~ is fitted in a circumferential groove machined in head extension 87 and ~aid ring 96 is reciprocatably disposed within descend cushion sleeve 95. The arrangement forms two spaces, a first space above and a second ~pace below said inward facing flange of sleeve 95. Said first ~pace traps oil and forms an hydraulic cushion to cushion the descent of reciprocating head 14 with orifices drilled to suit the rate of cushioning required. The said second space is fairly static in volume~ changing only ir power determinator 16 is ad~usted; said second space transmits oil to the space formed below power determln~tor 16~ through drilled passages~ the drilled passages again slzed to suit the degree of ascendlng cushioning 30 required. The simple hydraulic cushioning of the ends of both dsscending and ascending travel of reciprocating head 14 will effectively dampen noise and prevent shock damage.
The high pressure charge is transmitted to the charge ~ 5 admission valves by means of charge transmission snorkel 97~
integral with the casting of reciprocatlng head 14. Said snorkel is reciprocatably disposed within charge transmission manifold 98 which is pro~ided with a segmental precision machined flange, which bears partially against the final upper concentric counterbore in cylinder head 8; the arrangement provides for precision but recipro-catable and concentric allgnment for snorkel 97 and manifold 98.
A multiple seal ring equipped snorkel seal 99 completes the leak proof transmission of the high pressure charge into reciprocating I head 14. Note that the pressure of the charge biases said head 1~, continuously downwardly, which bias is an advantage during descend-ing action. The strong upward bias by combustion chamber pressure during charging aids ascendlng actlon.
Camshaft 59 is provided with a flywheel to provide the energy required for rapid ascending action. An elastomer cushion in the drive sprocket save wear on the camshaft drive chain by cushioning torsional stress peaks during ascending action.
~ igure 10 shows a plan vlew~ partially in cross section approximately taken on Plane C-C in Figure 9~ and shows details of æO the desmodromic actuating rocker arms ~or the reciprocating cylinder head. This view is generally self explanatory. Note should be made of the charge transmission manifold 98 with fuel addition by means of electronically controlled fuel inJection, or by means of a special pressurized carburetor, taking place in a special duct~ not shown~ between a~ter-cooler coils 24 and manifold 98. Said special duct comme~ces in the second stage pre-compressor cylinder head 26 and termlnates in manifold 98. Said special duct includes a high pressure air surge tank~ whlch, together with the overall volume of the after-cooler coils 24 elimlnates pressure peaks and ensures even feed to the power cylinders. ~lso clearly shown are the bearing~ 101 belng provided on cast webs which lateral-ly branch out from the cylinder head casting 8 and which webs also support head actuating rocker shaft 71. The location of the camshaft flywheel 100 is shown, as well as details of the ~lastomer cushioned descending roller 63 with elastomer mount 65 and descending roller ~ 7 50 pin 66. Location of exhaust cam 102 also may be noted. Finally the location o~ the telescoping high voltage lead 103 may be noted said lead transmitting the high voltage pulse to the ~ark plug or plugs 104 carried within the interior of reciprocating head 14.
Figure 11 shows a cross sectlonal view taken on Plane ~-~in Figure 9 and shows the desmodromlc actlon of the actuating rockers for the reciprocating cyllnder head 14. Wlth the preceeding description o~ Figures 9 ~nd 10~ the details shown ln ~igure 11 are self explan~tory. Clearly shown is one of the laterally cast pockets in cylinder head ~ whlch accommodates the bifurcated ends of exhaust sleeve valve rocker 1~ and 57. The position of ascending arm 67 and descnending arm 64 is determined by the position of the reciprocating head 14~ once the reciprocating head 1~ has reached the "idle" posltion, whlch is the case in Figure 11. Had recipro-cating head 14 reached the "full power" posltion, in this case~
with the power piston in top dead center~ the ascending roller 68 would have cleared the ma~or diameter of ascending cam 73 by a distance which is equal to the difference in position of the reciprocating head 14 between "idle" and "full power", provided, f of course~ that ascendlng arm 67 equals head actuating arm 69 in length. In that case also, descending arm 64 would be fully "home"
on the minor base circle for descending cam 62. At intermediate power outputs, both ascending roller 68 and descending roller 63 would clear their respective cam profiles. To avoid undue wear and noise, when desc~nding cam 62 takes up the clearance between its profile and descending roller 63~ the descending rollers 63 are provided with elastomer cushions or mounts 65. In all cases, ascending cam 73 contacts ascending roller 68, the clearance between those components is near zero, since the bottom position of recipro-cating head 14 is alway~ identical and does not vary. In the said bottom position, aseending roller 68 rides on the minor base circle for ascending cam 73~ Two profile outlines are possible for descending cam 62; a "hard" profile and a "soft" profile, both snown in Figure 11. Wlth the "hard" profile~ the profile of the c~m lobe starts rising fairly rapidly, with the power piston 3 in ~ 7 ~0 bottom dead center. The "qoft" profile ha~ an lnitial shallow rise rate~ till the reciprocating head 14 has descended to the "idle" position. From there on, the "soft" profile has a quicker rise rate than the "hard" profile with both profiles descendlng the reciprocating head to it~ final down posltion with the power piston 3 in the 120 to 130 degree from bottom dead center position.
The purpose of the soft proflle is to "cushion" the contact between descending cam 62 and descending roller 63. In normal engines, the ~umber and size of the headbolts is primarily determlned by the IO necessity to make the head gasket gas tight; without head gaskets the headbolts could be smaller in size and number, since their size and number ls far in excess of what is required to resist combustion forces. The engine of this invontion does not require head gaskets for the power cyllnders and as such the headbolts are smaller in size and number than in conventional practice.
Flgures 12, 13, 14, 15 and 16 show details Or the recipro-cating head 14. Figure 14 shows the outline of the route for the lower portion of the telescoplng high voltage lead 103 which lower portion is supported in special lead supports 105. Figure 1~ also ZO shows the radiused cutout directly above the spark plug opening for purposes of component installatlon and removal these components are the s~ark plug~ valve spring seat . Figure 17 is a sectional view taken on the verticd transverse centerplan~ of a power cyllnder shown in Flgure 2. This view lllustrates engine verslon number 2 Or the lnventlon~ namely the charge bias actuated recipro-cating cyllnder head version. The principles~ components and concepts involved are ldentlcal to those lnvolved in version number 1, the desmodromically cam actuated version~ with the exceptions being: a. the descending mechanism is entirely elimina~ed;
descending action of head 106 is ent~rely the result 3 of charge b~as;
b. the charge transmission snorkel 97, snorkel seal 99 and charge transmission manifold 9~ are eliminated and replaced by radial entrance charge transmission;
c. the power determinator mechanism is modified to ~3 ~ 75 accommodate the above changes.
The components and action of the exhaust sleeve valve 9 exhaust sleeve valve rocker 13, 57, exhaust sleeve valve sprlng 12 rocker pivot shafts 58, exhaust valve push rod 60, exhaust valve cam follower 61 and exhaust cam 102, are identical to those disclosed for Figure 9.
The components and action of the charge admission mechanism is identical to those disclosed in Fi~ure 9, with the following l~inor modifications;
I a. Admisslon rocker ~0 is replaced by admlssion arcing link 107. Said link 107 is provided with pivot shafts, 45 degrees down and outboard from admission rocker roller 79 with said pivot shafts supported b~J the casting of the reciprocating head 106. The action of admission arcing link 107 is slmple; when flat actuating raceway 77 moves towards the center axis of the reciprocating head 106, the arcing action of said link 107 will force admission push rod ~1 downward. The inertia of said link 107 will assist the opening and closing of charge admission valve 15.
Z o b. Admission cam follower 75 is installed horizontally.
c. Admission cam rocker lO~ is added.
'~hese modifications were carried out to reduce the weight and profile of reciprocating ~ead 106.
The power determlnator mechanism is identical in principle to the mechanism disclosed in Figure 9 with minor modifications as follows:
a. ~hrust bearing race 92, thrust ball bearing 91~ power determinator ad~ustor 89, worm shaft 90 are identical and retained.
b. Power determinator 109 is provided with an interior upper 3 O ledge~ against which combustion forces will react.
c. Cylindrical head extension llO~ is provided with a broad annular ledge~ to acco~modate a strong ring, annular reaction seat lll. Said seat lll is reciprocatabl~ disposed within 75~1 power de~errnin~tor 109. The s~ace formed above seat 111 forms the hydraulic cushion, to cushion ascending action of head 106~ Seat 111 is retained by Secondary head extension 112 and reaction seat retainer ring 113. Radial holes provide access to retainer ring 113 for removal purposes. l~etainer ring 113 comprises an oversize snapring.
d. The space formed below seat 111 forms the hydraulic cushion for the descending action of reciprocating head 106.
Charge transmission, into the interior of, together with ~o descending action of, reciprocating head 106 is accomplished as follows: Static cylinder head 114 replacing cylinder head 8 in Figure 9 is provided with an integral annular duct, charge trans-mission torus 122 which communicates radially inwardly; with interior cavities within reciprocating head 106, by way of radial slotted opening in head il~ and by way of similar radial slotted openings in sleeve exhaust valve spring seat 115. Said spring seat 115 comprises an annular ring, rectangular in cross section and recipro-catably disposed around cylind~ical head extension 110 and dispo~d within a second counterbore in head 114. An annular groove machined ~O in the bottom surface of said spring seat 115 accommodates recipro-cative motion of the upper end of exhaust sleeve val~e 9 within said groove. Sealing rings, carried by spring seat 115 and bearing a~ainst head extension 110 and valve 9 seal in th~ high pressure charge. l`he charge finds its way to the charge admission valves 15 by way of ports shown in Figures522 and 23. The charge, trapped in the annular space around head extension 110 and below spring seat 115 provides a powerful downward bias on reciprocating cylinder head 106. As soon as the exhaust sleeve valve 9 opens, said head will descend downward till descendlng action is stopped by annular reaction seat 111, bearlng on top of spring seat 115.
hscending action is controlled by asecending cam 116, ascending roller 117 and ascending rocker 118. Ascending rocker shaft 119, spring seat retainer ring 120 and adjustor seat 121, complete this version of the invention. Power determinator 109 5~
is kept from rot~ting by anti rotation pins 123 whlch reci~rocatably enga~e holes in the housing for admission cam follower guide 76.
i`his is ~cconlplished by means of a spline or key in ~igure 9.
Figure lo shows a view, partially in cross section taken on Plane I-I in Figure 17 and shows details of the actuating rocker arms for the reciprocating cylinder head 106. The sec-tional view for ascending rocker 118 has been rotated downward to show details of ascending roller 117. Note that admission arcing link 107 comprises a dual link assembly, with a single common pin for lo admission rocker roller 79~ but with a separate pivot pin for each of the two arcing links 107. This construction allows flat actuating raceway 77 to operate between each of the two arcing lins 107. Arcing link 107 may~ of course, be replaced by a rocker assembly, as shown in Figure 9.
Figure 19 shows a cross sectional view taken on Plane J-J
in Figure lo and shows the actuating rocker arms for reciprocating ilead 106. For clarity details Or the power determinator mechanism are omitted.
Figure ~0 shows a plan v~ew of the cylinder block c~sting Zo with the cylinder heads removed~ for Verslons I and II of the invention~ and taken on Plane K-K in Figure 17. Clearly shown are exhaust torus 10~ exhaust passages 11, intercooler colls ~3, in a full annular pattern, rather than the alternative C-sh.lped patterrl.
'~he full annular pattern increases the distance between the vertical axis for the first stage pre-compressor cylinder 6 and the first power cylinder 4 but said increase in distance allows a full dual annular coil for after cooler coils 24. The greater cooling capacities thus achieved allow for greater air pre-compression ratiosO
lhe capaclty of the cooling coils may also be lncreased by internal fins, inside the tubing, extruded integrally, as shown. Clearly 3 o shown in both Figures 20 and 21 are the full annular slots in the top surfaces of the "cylinderblocks" which allow the coils for inter-cooler coil 23 and aftercooler coil 24 to remain permanently at-tached to the respective "cylinder heads"~ giving a neat~ integrated, ~ 75~
rnaintenarlce free assembly. Also shown is the outline for the carnsha~t drive chain and chain guides 53 and 54. The reason for the off-set is twofold -- to cle~r the bulbous, coolant ~acket at the front of the engine~ and to achieve shorter runs for the chain by using dual tensioning sprockets as shown ln Figure 7.
l~igure 21 shows a plan view of the cylinder block casting second stage pre-compressor. Clearly shown is the discharge riser tube for intercooler coils 23, swaged in the top surface of static cylinder head ~ or 114.
Figures 22 and 23 are cross sectional views of the casting for reciprocating cylinder head 106 taken on Planes L-L in Figure 17 and ~M in Figure 22 respectively. Clearly shown are the transfer p~rts for the high pressure charge~ from the full annular bias space into the cylindrical charge admission valve "port".
~ igure 24 is a sectional view taken on the vertical transverse center plane of a power cylinde~ shown in Figure 2.
~`his view shows Version number III of the invention, namely, the poppet valve type exhaust valve equipped version. Figure 24 is taken on Plane P-P in Figure 26. For this version, the complete z 0 exhaust sleeve valve assembly~ including sleeve valve 9~ exhaust torus 10, exhaust passages 11~ valve spring 12, valve rocker 13, 57, rocker pivot shafts 58~ push rod 60, cam follower 61 etc. are eliminated and replaced by a poppet type exhaust valve, deployed in duplica~e and carried by the reciprocatlng head. Separate static cylinder head ~ or 114~ is eliminated, with the function Or said heads taken over by internal vertlcal extension 124, o~ power cylinders 4. The second stage pre-compressor cylinder 20, complete with its integral coolant ~acket, becomes a separate casting 125, referred to as second stage cyllnder block, with the intercooler coils ~3, still swaged into the bottom and top surfaces of said ?~ separate casting. The construction and profile of the complete pre-compressor therefore remains the same as before; with a vertical separation between power cyllnder extension 124 and separate second stage cylinder block 125.
~ach reciprocating cylinder head 126 for Version III is ~7 ~ S~5~
equi~ped with two poppet exhaust valves 127 and one spool poppet t~)e c}la~ge admisslon valve 128. The transmission of the high pressure charge into the heart of reciprocating head 126 is carried out with a male snorkel tube 129, penetrating a wear liner equipped female charge transmission tube 130 whichis integrally cast with the reciprocating head 126. ~he male snorkel tube 129 is equipped with multiple seal rings at the end. This construction results in less reciprocating rnasq, albeit also in a smaller diameter charge trans-rnission system. Male snorkel tube 129 is regidly and accurately supported by spigotted tube support 1~1. Section 0-0, Figure 26, shows the termination of tube 130, with a port leading into the side of the charge transmission valve cylindrical cavity. The actuation of the charge transmission valve 128 is identical in plih~iple to the actuation method disclosed in Figure 9 and Figure 17. Admission valve cam 74 actuates admission cam rocker 132, which in turn actuates admission cam follower 75~ equipped with fiat actuating raceway 77.
Admission rocker 133 is equipped with a spherical socket and actuates adrllission push rod 134~ said rod equlpped with a ball at the top end and with a spherical socket at the bottom end. The stem of charge z o admission valve 128 is spherically radiused at the top end~ to engage rod 13~. Clearance is ad~usted by shir~ming admission caml rocker 132 as shown.
The cylinder block 135, of Version III, is provided with integrally cast, shallow but wide~ exhaust passages 136~ shown in view 0~0, Fig~re 26.
Turning now briefly to Figure 27~ representing View ~-~in Figure 26. The two common poppet exhaust valves 127 spring bias~d in the closed positlon~ sach are provided wlth a tall and wide exhaust port 137 leading from the valve seats radially up and outward to match -the exhaust passages 136 1n width but not in height. ~xhaust 3 o ports 137 are tall in profila at the cyllndrical outside surface of reciprocating c-~linder head 126, so that at all times, over the full reciprocativs range the exhaust ports 137 align with passages 136 to establish communication between ^che combustion chamber and the atr~osphere during the exhaust stroke~ which starts at ten degrees ~ '75~
before bottom dead center and ends at fort~-five degrees before top dead center. The oil control rlngs 138 are located above ports 137 and do not traverse exhaust passages 136 at any time to avoid oil consumption. Similarly~ compression rings 139 do not traverse exhaust passage 136 at any time, to avoid loss of the charge or combustion pressure. Actuation of poppet exhaust valves 127, is identical in principle to ths 8ctuation of the charge ad~is-sion valve 1~ and lncludes exhaust cam 140, exhaust cam rocker 141, exhaust cam follower 14~, flat actuating raceway 143, exhaust l~ rocker 144, exhaust push rod 145, exhaust actuation lever 146.
The end of the stems of exhaust poppet valves 127 are spherically radiused to match lever 146. Clearance ad~ustment is by means of shims in exhaust cam rocker 141~ as shown. Both valve actuating mechanism are closely and compactly spaced together as shown in Figure 25, with the cam followers 75 and 1~2 operating in a common follower housing 147, which is precision doweled and bolted to the cylinder block 135. ~ousing 147 also incorporates screwed locking fasteners for thrust bearing race 92.
Returning now to Figure 24, the power determcinator æO mechanism for Version III is identical to the power determinator mechanism disclosed in Figure 9 for Version I of the invention.
Si~ilarly the hydraulic cushioning of both ascending and descending actions is identical, wlth the exception that in Version III, reaction seat ~8 in Figure 9 is eliminated and oil consumption~ due to high oil pressure build up~ is avolded by an extra auxiliary oil control ring 1~8 and oil pressure relief groove 149. Descend cushion ring 96 in Figure 9 is replsced by descend cushion ring 150.
The desmodromic actuating mechanism for reciprocating cylinder head 126, for Vsrsion III, is identlcal in principle to the desmodromic actuating mechanlsm disclosed in Figure 9 for Vsrsion 1.
3G Figure ~5 and Figure 26 are self explanatory and are consulted in con~unction with Figure 24 and Figure 27~ Note common rocker pin 151, supporting both admission rocker 133 and exhaust rocker 144~ Note that the spark plug 104 or ignitor for ~ersion III
~ ~9 ~ - t .

~ 5~
may be carried by either the reciprocating head 126 or may be installed in the cylinder block 135, as shown in Figure 24.
If installed in cylinder block ~5, a pocket ad~acent to the electrode tips of said spark plug may be formed in the block, in the power piston crown or ln the reciprocating head to facilitate ignition initiation and flame spread.
Flgure 28 is an alternative to the view shown ln Figure 24 and represents ~ersion IV of this invention, namely, the spring biased reciprocating head version. This invention is primarily ~o directed toward the ultimate in fuel efficiency and to this effect low windage and friction lossea would encourage a slow engine speed.
In addition the reciprocating action of the cylinder head, especially for the exhaust sleeve valve version~ demands reasonable engine speeds. However, the reciprocating action for the poppet exhaust valve versions, Versions III and IV, is slightly altered to achieve less stress and strain on the rapid action ascending mechanism. The reciproc~ting head commences descending at the bottom dead center position. Calculations indicate that a bias force of '70 lbs. will move a reciprocating head welghing one pound down to the fifty-five degreesbefore top dedd center position at 2000 rpm in the time it takes for the power piston to ascend to the ninety degree position durin~ the exhaust stroke~ ~ased on a 2 7/8" bore and 3 3/4" stroke cls per preferred embodlment. AAt this instant the ascending action for the reciprocating head wlll commence at an acceleration rate which will bring the piston to within 1/8", or less at the forty-five degree position. This has allowed leisurely acceleration for the reciprocating head and reduces the ascending acceleration force, from 1050 lbs. for Versions I and II~ to 210 lbs. for Versions III and IV.
~ll snorkel equipped versions experience a downward bias on the reciprocatlng head of approximately 50 to 100 lbs. or more to dùe charge pressure in the snorkel tube. This bias~ together with mechanical spring bias, can readily replace the descending mechanism, simplifying the design. In Version IV, the weight of the recipro-cating nead has been reduced due to a considerably lower profile ~,ade possible by re-positioning the power determinator adjustor 89, , ~

~ 75~
in Figure 9, to a lower location, and by eliminating descending cushiorl ~leeve 95, in Figure 9. The maximum bottom position is completely controlled by the base circle or minor diameter for ascending carn 73. llhe descending mechanism of Version III is replaced by a mechanical coil spring 152 or a hairpin type torsion spring 153, biasing the reciprocating head continuously downward.
Coil spring 152 is disposed in pockets cast in the head actuating arms 154~ while alternatively~ torsion spring 153 ls mounted coaxially on the torque tube 155 ~r the head actuating arms 15~. A mechanical J0 ~pring to bias the reciprocating head 156 downwardly may of course be mounted in any convenient location.
Charge admission valve 128 and e~haust valves 127, not shown in Figure 28~ but identically arranged as in Figure 27, are actuated by identical mechanlsms, mounted tightly ad~acent to one another and include charge admission valve cam 74~ admission cam follower 157, of the goose neck variety~ with radiused precision machined mounting faces to pick up in the uppermost counterbore of cylinder block extension 158, common cam follower housing 159~
admission rocker 160, admission push rod 161 and further include:
æ~ exhaust cam 140~ exhaust cam follower 162, exhaust rocker 163, exhaust push rod 164 and exhaust actuation lever 1~6.
The upper stop travel limiter mechanism for the recipro-cating head 156~ referred to as the "power determinator" mechanlsm in this disclosure~ include~:
power determinator 165~ powcr determinator actuator 166 ball thrust compliment 167, ball thrust race 168, descending hydraulic cushion ring 169, descending hydraullc cushlon ring installation sleeve 170~ and worm shaft 90. Cushion ring 169, is locatqd so that it will not bottom out at any time. ~ottoming of reciprocating head 156 in the fully descended position is controlled 3 o by the ascending cam base diameter.
Figure 29 is a plan view of the mechanisms shown in Figure 28~ partially in section9 on Plane R-R in Figure 28.
The fuel system for the engine of this invention may s975~
include ~ carburetor Or special design, and installed after the air sur~e tank~ which is arranged in series wlth the aftercooler.
~ e carburetor would be identical ln principle to conventional carburetors, bu-t would be installed inslde a pressurized housing, capable of withstanding the charge pressure. The venturi would be mlniaturized to accommodate the extremely dense air, and the float would be pressure proof. The fuel pump would be a special~
high pressure design. Since internal leakage in such a high pressure fuel pump is of no consequence~ with the leaking fuel simply returned to the pump inlet, these type of pumps can accommodate zero plunger lubrication, yet provide long life.
Cor~monly, this type of pump comprises a plunger, entering a high pressure charnber with a ball check inlet and outlet valve.
T~le p~unger operates in a first bore provided with labyrinth seals.
~elow the labyrinth seals is the interception chamber where all fuel which spills past the labyrinth seals~ is intercepted and returned at approximately atmospheric pressure to the inlet side of the pump with the inlet side usually pressurized by a common diaphragm type automotive type fuel pump. The high pressure plunger passes through the interception chamber, to be reciprocatably supported in a second bore, which bore is provided with elastomer seals. The bottom end of the plunger protrudes from thls second bore to terminate in a bifurcated end~ supporting a roller, which operates off a caln and is ~enerously lubricated. There ls no metal to metal contact on the high pressure end of the plunger. The output of the pump is varied by increasing or decreasing the clearance between the cam base circle and the bottom end roller of the plunger, and by varylng the speed of cam rotation.
Alternatively, the engine of this invention may incorporate a fuel injection system, designed to operate at the pressure of the 3 o air charge with the fuel injection nozzle located at the salrle location as disclosed for the carburetor. Control of fuel injection would be identical to the commercial state of the art.
.i~her system would include a backflre rellef valve~ a cor~on, spring loaded, commercia]ly available device, which, upon 52 " ,; ` - -~ 75~

engine backfire would establish communication between the charge transmission manifold and the exhaust system of the invention.
The exhaust system of the invention will operate at ~ery low pressure and temperature due to the extremely large expansion ratio of the combusting charge. Long exhaust valve life and practically no muffling requirements are additional benefits of the preferred embodiment.
Starting proeedure would be slightly different from common practice. Since the engine does not actually require a high charge pressure to run, it would soon fire upon build up of relatively low pressure in the system. Once firing, air pressure would rapidly build up. For cold weather starts a thermostatically controlled bypass val~e may allow bypassing the aftercooler~ partially to completely~ to deliver air at 650 degrees Rankin to the combustion chambers. Alternatively, an electrically heated element may be installed in or on the charge transmission manifold.
Charge pressure is controlled automatically using state of the art technology from the compressed air industry~ which may include air inlet valve unloading~ or throttling the air intake to the first stage pre-compr~ssor. Throttling entails running the piston of the first stage pre-compressor under negative pressure, resulting directly in power absorption, but this loss of power is considerabl less than in a conventional engine since the engine of this invention~ executed as per preferred embodiment~ has a free air displacement~ for the pre-compressor~ approximately 57~ of an QquiYalent ~ormal engine~ see sum~ary of ~nticipated ef~lcie~cles~
Fig. 71. While the drawlngs di-~close an ascendlng meehanism ror the reciprocatiDg head which lifts the said h~*d fro~ it~ bottom position to the "idle" position~ which position ~ust barely clears the top dead center positio~ for the power piston~ it i5 understood that the ascendi~g mechanism may be "spr~ng loaded" so that it may po~itively ascend the ~aid head to the "idle" position and eontinue to exert a spring caused upward bia~ on said head in order to as~end ~aid head still further to the "full power" position~ should the "po~r ~ t~
determinator" be posltion~d in sald "full power" posltion. To avoid lcnocking du~ to the possibly very hiKh temper~tures and pressures which may be achieved which certain very high char~e density ratios, a small chamber may be provided preferably in the cylinder block or alternatively in the crown of the power piston or reciprocating head, ~aid small chamber communicating with the main combustion chamber via a restricted passa~e, said small chamDer being provided with the ignitor~ the above being similar to the Xicardo chamber in diesel engines provided for sim~lar purposes.
Io Modifications to the novel three cycle process disclosed May include the following: the charge admission may be carried out earlier during the upstroke of the power piston, with the charge admission terminating well before the piston has reached its top position~ with partial final compression taking place in the combustion chamber.
Cooling Coils 23~ 24~ may be made from formed and resistance welded sheets, similar to the evaporator coils in modern refrigerators especially coil 23, being sub~ected to much lower pressures.
The inter and after coolers are preferably equipped with moisture separators, malnly to prevent free~ing problems in cold weather. The presence of condensed out moisture in extremely fine dispersed form is ~n advantage in combustion, since itsacts like water-in~ection, the advantages of which are disclosed, therefore the moisture separators should have an over ride, eliMinating their function in mild weather.
In addition to the two constant charge pressure control methods disclosed, the blow-of~ method may be employed where~y excess pressure above the set point is blown off and returned to the air inlet of the pre-compressor. The control methods may employ mechanical~ electrical and pneumatic devices~ identical to similar devices commercially available for the control of normal air compressors.
~ `o dampen pulsations and pressure surges, small alr reservoirs may advantageously be employed in series with both ~ 7~0 interco~ler ~d a~tercooler. Needless to say that the second s~age pre-co~lpressor ~nay be omitted entirely, loslng some efficiency, but gainin~ sir.lplicity~
The second stage pre-co~npressor 20, 21, may readily be made d~uble acting, with self-acting inlet and outlet valves for said double acting unit incorporated in a thicker first stage pre-compres-sor head 19.
The inlet valve bias spring~ 33 and 5G, being a stacked, helical flat ribbon spring, may be replaced by axially acting flat s~3ir~11y wound coil springs~ latter spring type occupying extrernely little space, as opposed to helically ~ound coil springs, thereby reducing the dead space or "clearance volume" for thc pre-compressor cylinders.
To prevent backward rotation o~ the engine due to residual charge pressure after the englne ls shut off, a check valve may be installed in the discharge from the pre-compressors.
Figure 30 illustrates a second aiternative inlet valve cartridge 171 for the first stage pre-compress~ ~ with the first embodiment shown in Figure 6. Inlet v~lve body and disc guide 172, comprises a thin-walled cylinder~ provlded with a rimmed flange on one end~ for retaining purposes and with integral radia~ oriented gulde ~nd retaining webs inside the other far end. The integral webs guide the valve disc, provide a reaction seat for the valve disc bias spring and retain the valve seat body ln place. Coaxially disposed within the inlet valve body and disc guide 172, is the inlet valve seat body 175~ defining a coaxlal arrangement of an annular valve seat and a closing piece for said body 172. 0-rlngs and a snap ring provide sealing and assembly means. The auxiliary view shows an alternative construction for this cartridge. Valve disc 17~ is biased in the closed position by sp~rally wou~d axially acting valve dlsc bias spring 173 which reacts agalnst the said radially oriented webs- For clarity all valve cartridgeSdisclosed are shown with the valves open, to illustrate air passage.
The nu~1ber of alternative arrangements for the power determinator mec~lanism is great. The bssic externally threaded sleeve ~ 37 5~
item 16 in the drawings, may, as alternatives~ either rotate, to move up or down, ln a static internally threaded ~nnular l~ember, which may be the casting of the cylinder head itself, or~
may be prevented from rotation as per preferred embodimsnts of this invention, with up or down ad~ustments affected by a rotating annular internally threaded ring~ said ring being prevented from up or down motion. Said baslc e~ternally threaded sleeve, if to be rotated to affect ad~ustment, may be actuated to rotate back and forth by any of the known methods of rota~y power transmission, o including worm gear and worm~spur gear and pinion, splined bevel gear and pinion~ various types of chalns; segmental partial rotation using multiple start threads on said externally threaded sleeve, may be sufficient to obtain desirad results and may include linear actuators such as hydraullc cyllnders, air cyllnders, or electric line~r actuators and may include position feed back devices.
Similarly~ said annular internally threaded ring~ may be rotatably actuated by identical moans. Alternatively, the said basic exter-nllly threaded sleeve may be replaced by any of a host of known devices capable of positive upper travel limiting of said recipro-zo cating cylinder head, including wedges, linear or segmental rotatableannular type, annular ramps, latter two being extremely compact high capacity devices, very suitable for this service; hydraulic cylinders etc. Simllarly, the lctuatlng means for the valvlng means and the reclprocating ~iead may employ a ho~t of alternative mechanical or gas pressurized actuators.
The actuating means for the reciprocating cylinder head a mechanical or ~as spring may consist of a completely spring and/or c~arge pressure biased means, eliminating the mechanical actuating means disclosed. ~he operating mode will be as follows:
As soon as tne pressure in the cornbustion chamber has 3Q been reduced sufficiently by the opening of the exhaust valve, spring and~or cha-rge pressure bias will de cend the reciprocating cylinder head to a fixed hottom position in the power cylinder.
This is ne~.rly identical to the spring and/or charge pressure bias descending action for Versions II and IV7 in latter versions the 5~
ascending roli er must permit descending action to commence. '~he p~wer piston will driv~ out the ~xhaust gasses, and approach the reciprocating cyli.nder head within a pre-determined distance. At this instance the exhaust valve clOSe5~ the charge admission valve opens and the inrushing high pressure charge will prevent interfer-ence between the power piston and the reciprocating cylinder head.
Cutouts in the crown of the power piston will prevent interference between sa~d crown and said reciprocating cylinder head during engine cranking, although the said crown will hit the reciprocating IO cylinder head during such low speed cranking, without consequence except noise. The said inrushing high pressure charge will drive the now ascending reciprocating cylinder head up against the "power determinator"~ while the charge admission valve is open. This is identical to the action of the reciprocating cylinder head in Versions I through IV. The remainder of the cycle is identical to the Versions with mechanical ascending action. It shou1d be reiterated that no meaningful "compression" in the combustion chamber takes place; the "back-up" volume of the pre-compressed charge is large enough to prevent meaningful pressure fluxuations. Version V, therefore zO represents a version with a biased~ free moving reclprocating cylinder head.
Figure 31~ or alternative to Figure 28~ illustrates an alternative "power determinator", executed as an internally threaded rctating power d~t~rmlnator sleeve 176 or~ alternatively~ as an externally threaded rotatlng power determlnator sleeve 177. Both said sleeves are pro~ided with a ball thrust bearing race, 178 carried integrally and external gear teeth 179. Latter gear teeth 179 may engage a common worm sha-t ! not shown~ on an axis parallal to the power s~laft of the engine~ sald worm shaft being rotatably carried by the ststic cylinder head 180~ but being axially restrainedj 3~ or may engage a common axial y actuated rack, not shown, parallel to said powe~ shaft, or may engage a common rotatably actuated drive pinion 181~ shown in ~ ure 327 latter figure being a plan view of sleeves 17~. 4ny of tha known common methods o~ power transmission~
includin~ chaîn, may be employed to rotate and synchronlze sleeves 176 and 177. ~leeve 176, 177 allow a lower proflle for the engine and a lighter, shorter reciprocating cylinder head 182, reducing unbalanced forces. The descending reactlon of the reciprocating head helps to cancel the ascending reaction of the power piston~
The sscending acceleration of the reciprocating head helps to cancel the ascending deceleration of the power pistons during the second half of the upstroke of the power pistonl The final deceleration of the reciprocating head adds to the final deceleration reac~on of the power pistons during the final portion of the upstroke; another reason why the mass of the reciprocating head should be kept low.
Internal teeth on sleeve 176 engage threads machined on cylindrical extensions of the cyllnder wall 183. For this version, the support bearing 101 for the camshaft 59~ the supports for the rocker shaft 71, and the co ~on cam follower housing 159 are integrated into one camshaft support casting 18~, coaxially splgotted to the static cylinder head 180. Alternative externally threaded rotating power determinator sleeve 177, engages a static lnternally threaded ring 185, retained in static cylinder head 180 by an oversize precision ground shap ring type retaining ring 1~6. Descending bias ls provided by the pressure of the charge in thin walled steel snorkel tube 107 pressed lnto the light alloy castlng for the reciprocating cylinder head 1~, said snorkel tube communicating with charge admi~ion valve etc. as prevlously disclosed. Charge transmission manifold 1~ telescopes air tight over the end of snorkel tube 107 and is precision supported and coaxially aligned with said tube 1~7 by means of spigotted support 1~9. Said tube 1~7 reciprocates inside the telescoping airtight end of manifold 1~8. Additional descending bias on reciFrocating cylinder haad 182 is provided by leaf spring 190, actlng on the head actuating arms 15~. Ignition device may be carried ~y reciprocating cylinder head 182~ as disclosed previously or may be installed in static cylinder head 180. The descending hydraulic cushioning is elimlnated. The descending motion is smoothly decelerated at a uniform rate by the profile of ascending cam 73; hen^a decending hydraullc cushioning ls not absolutely re4uired. I'he bottom limit of descending travel of reciprocating cylinder head 18~ is determined by the minor base circle of cam 173.
Ascending motion of head 182 is hydraulically cushioned by lubrica~
ting ~il tr~pped below race 178.
All figures show the power pistons 3 in the top dead center position, show the reciprocating head in the "ldle" position and show the power determinator in the "idle" positlon, except Figure 17, which shows the power detcrminator only ln the "full power"~ upper limit~ position. The deep expansion of the preferred embodiment lo results in relatively cool exhaust gasses, helping to prevent premature ignition of the high pressure charge. "Valve overlap" is not required, and the exhaust valve is fully closed before the charge admlssion valve is opened. Backfiring may be further prcvented by a permeable barrier of gauze, as was used in miners safety lamps~
installed in the transmission manifold.
The present invention may be equipped with Burt-McCollum type sleeve valves acting as exhaust valves. In Figure 9~ exhaust sleeve valve 9, valve spring 12, exhaust sleeve valve rocker 13, push rod 60 and cam follower 61 are eliminated. Sleeve valve 9 ls zO replaced by a rull length Burt-McCollum type sleeve valve, recipro-catably disposed in the cylinders and co-axially surrounding the power pistons, which reciprocate completely within the full length sleeve valve. Latter sleeve valve is provided with narrow slit exhaust ports, dlsposed 360 degrees, matchlng exhaust passages 11.
Said latter sleeve valve in addition is provided with an extension leg on the bottom end, equipped with a roller, said roller engaging a slotted groove, machined into a full annular radial web provided on the side of one crankweb, of cr~akshaft 2, Figure 2. Said slotted groove is profiled to reciprocate said sleeve valve in timed relation with the position of said powsr plston, so that the said narrow slit exhaust ports align with the said exhaust passages 11, durlng the "exhaust stroke" of khis invçntion. Upon commencement of the high ~res ure ~;~`.argLng CyC'I e, the sald ~arrow slit exhaust ports are rapidly ascendiIlg to a position above the compression piston rings in the reciproc~ting head wlth said head in the "full power" position.

~ ~9 r~0 The charge admission valve 15 may take many alternative forms, including a poppet type pressure biased valve~ as shown in the drawings, of mushroom-shaped configuration including a head portion and a stem portion; a poppet head spool body type con-figuration; a spool type pressure biased plug valve. Since the camshaft rotates at the same speed as the "pGwer shaft" (in case of a crankshaft or a single lobe radial cam power shaft)~ the ascending~ descending, exhaust and charge admission cams may be integrated in the "power shaft", these functions may be operated by pushrods and rocker arms. The invention is also advantageous if a double lobe or single lobe radial cam power shaft is used.
In a previously mentioned invention by the inventor, named, "A Three C~cle Engine With Varying Combustion Chamber Volume";
the high pressure charging cycle is carried out with the piston stationary in the top dead center position in case of double lobe or single lobe radial power cam shafts. Maintaining the piston stationary is ideal for said charging cycle, but it wastes motion since the power shaft continues to rotate through approximately 28 degrees. The above named invention includes the above process for crankshaft driven versions, but the ad~ustable cylinder head does not penetrate into the swept volume of the power cylinder and the said charging cycle is carried out with the power piston generally in the top dead center position. The present invention distinctly divides the upstroke of the power piston into two parts, the larger initial part, used for positive exhaust expulsion~ and the smaller final part both for said charging cycle and for commencement of ignition. The present invention, therefore~ is a distinct improvement over the said previous invention as follows:
No wasted motion of the power pistons, reduction of the combustion chamber to very small volume for positive exhaust expulsion, for crankshaft driven versions, completion of said charging cycle well before top dead center is received, commencement of ignition before the top dead center position of the power pistons, a total of four distinct benefitsO

9 ~;15 V
It ~hould be understood that a great number of alternatiYe arrange~ents may be arrived at ~y alternative combinations using the various exha~st valva mean~, charge ad~ission valvs mea~s, recipro-cating cylinder head actuati~g means~ ignition mean~ power shaft ~e~ns, charge pre-compress~on means, power determinator ~eans~ being the upward travel limit~r means for the rec1proeating cylinder head~
power determinator drive or actuatio~ ~eans, dlsclo~ed.
The reciprocated cylinder head ~ay be oil cooled~ this bei~g identic~l to conventional pistons which are cooled by the lubrleating oil of the e~gine. The rapid ascending action ~ould contlnuously throw back excess oll. Oil consumption past the reciprocati~g cylinder head will be avoided due to 8 conti~uous upward pressure with~n the combustlon chamber.
The reciprocating cylinder head disclosed may be ad~a~-tageously used ~ith four cycle operatlng mode. In this case~ the r~ciprocating motion is limited to the rang~ from "idle'l position, whereby said head ~ust clears the power piston~ to "full power"
position, latter po~ition determined by the intended gsometric compresslon ratios under ~ull power. The said head is spring biased ln downward direction and the extremely s~all combu~tion chamber volume achieved at the ends Or the e~haust stroke greatly enha~ces greater exhaust expulsion, and enhances charging during the sub~equent intake ~troke due to the extremely small "clearance volumel' Or the combustto~ chamber, improvlng the ~olumetric a~ficiency of the intake cycle. The i'Dow~ d~termi~ator" of the three cycle Versions will be referred to as the uDpç3~travel l~iter for four cycle verslons hence~orth. It is operatively connected to an "act~ating ~eansl' whtch operates the head upper tra~el llmlter in con~unction with~
and in respons~ to, the power d~m2nd placed on the engine. The "actuating means~l includes a computing devic~ which computes the exact ~inal co~pression volume re~uired i~ response ~o a range of rariabl~ inputs provided by sensors including ruel quality~ air density~ air temperature~ throttle position, air mass flow rate, which usually employs th~ Jackson rlap type flo~ rate sensor, ig~ition switch, start~r _ tg~
6.1 V

button~ eng~ne temperature~ engine speed and detonation d~teetor.
E~gines provided with electronically controlled ruel ln~ection are usually already provided with the sald sensors to determiue above conditions and R computer to control ~uel in~ection9 and duplication of ~e~ors and computing device therefore may be avoided~ The rinal co~pression volume" deter~ined by the co~puter will be such that the fresh charge is compre~sed to ma~imum permissible denslty~ depending on the quality Or the fuel used, under all "throttle" settings, giving much ~mproved expansion ratios under reduced throttle and greatly improviDg the e~*iciency Or the eng~ne. The output signal o~ the co~puter is ampliried and sent to the sald "actuating means ~hich responds accordingly. These s~stems are commercially available.
~ igur~ 33 illustrates a typical e~ecution of the spring biased rec~procating cyli~der head as installed in a four cycle engine. By i~stalli~g the-novel reciprocating head Or this invention on ~ rour cycle double lobe radial cam driven engine~ with a powerstroke appro2i~ately twice the intake stroke, as illustrated in Figur~ 44, the exp~nsion ratio is further increased7 resultlng in rurther greatly improved thermal erficiency. The following list su~marizes the advantages ~nd improvements made by the novel reciprocating cylinder head as applied to four cycle engines at full and reduced power outputs.
See summary of improvement~ on Page 63 and Page 64. ---In ~lgures 33, 34, cglinder block 190 is provided withcr~nkshart and pi~tons in the conventional manner. The cyli~ders ar~ extended ab~ve the top dead center position o~ the pistons; sald extensions are provided with lateral openings, intake opening 191 and exhaust op~ning 192. ~ reciprocating cylinder head 193 is re~iprocably disposed in ~a~d cylinder extension. Reciprocating cylinder head 193 comprises an in~erted piston-llke structure7 gen~rally mnshroom-shaped, lncluding a head portion and a smallsr cylindrical head extension 19~. A ledge formed by the head portion at tha bottom end o~ head e~tenslon 194 is seatable against the end of a~ aDnular~ coaxial7 externally threaded ring, head upper travel 975~
~ummary of Impro~ements - Reciprocating Cyll~der head used in conventlon~l four stroke crankshaft and radlcal camshaft driven engines. Typical engines - 100 HP - at full output;
Gonventi~nal Equipped wlth novel cylinder head Deep ~xpanslon Crankshaft Equipped Radial Camshaft ~quipped (Fig.44 ~nergy Input 463 HP 463 HP 342 HP
Theor. therm. eff. 48% 48% 65~
Theor. output 222 HP 222 HP 222 HB
Losses 122 HP 122 HP 122 HP
~ IO Net power output100 HP 100 HP 100 HP
^~ ~fficiency 22% 22~ 29 Improvement ~ __ 32 F~el required .9436 .9436 .697 lbs/min Air required at327,639 32?~639 242,014 15:1 ratio c.l.m. c.i.m. c.i.m.
Volumetric eff. 65~ 75h 75~' ~isplacement req~ 504,060436~852 322~685 c.l.m.
~ngine displacement Z o req'd at 4000 rpm 252 c.i. 218 c.i. 322 c.l.
(2000 intake strokes Bore c~nd stroke 4.3 x 4.3" 4.1" x 4.1" 5.125 x 3.875 x 1.94 (4 cylinders) Size improvement ---- 13%
This improvement b~lances the extra complexity of the novel head.

At 50~ ~nergy Input; (Refer to Flgure 1 ) Conventional Equipped with novol cylinder head Crankshaft ~quipped Deep E~pan~ion R~dial Camshaft Equipped (f/G 44) ~nergy input 231.5 HP 231.5 HP 171 HP
Theor. therm. eff. 53.5~ 65~, 77.5'J
Tl _ 538~T4 - 783 V3 = 5 T4 _ 1041 V3 = 5 T4 = 1041 T9 = ~388,T12 = 1751 T9 = 4500 T12 =1751 T9 = 4500 T13 =1318 5:1 expansion- 10:1 expansion 20:1 expansion Improvement --- 21% '45,0 llhevretical output 124 HP 150 HP 133 HP

At 50 HP Output ~nergy Input ~95 HP 159 HP 133 HP
Theor. therm. eff. 57% 70% ~l~'o ..
'l'heor. output111 HP 111 HP 107.5 HP
Losses (assumed61 HP 61 HP * 57.5 HP
Net power output50 HP 50 ~P 50 HP
Z~ ~fficiency 26~ 31-5~ 37~7 Improvement --- 21~ 451~, * An estimated 3.S llP reduction in losses due to r~duced friction and pumping losses.

~4 ~ 3~ ~
li~iter 195, said extension 194 beinK reciprocatable in said lirniter 195. ~ead upper travel limiter 195 is pr~vented from rota-tion by keys~ sp:Lines or the like or by fixing pin 196~ which is carried by reciprocating cylinder head 193 and is slideably engagin~ limi ter 195. The external thread of limiter 195 engages a matching internal thread of travel limiter actuating sleeve 197.
Said sleeve 197 comprises a cylindrical internally threaded sleeve coaxially disposed around head extension 194, provided with a full annular coaxial bearing raceway in its upper edge and provided with l drive teeth 198 an its outside cylindrical surface. Said sleeve 197 is rotatably carried by said cylinder extensions, by~axially restrained by a thrust ball complement, or the like, and an upper - thrust race 199. Xotation, either way, within limits, of sleeve 197, will axially displace limiter 195, within limits. Drive teeth 198 match identical drive teeth on the adjacent actuating sleeves 197 for ad~acent cylinders; a final drive pinion or worm, or any other means of rotary power transmission, engages one actuating sieeve 197 to drive all actuating sleeves 197 in the engine.
Actuating sleeves 197 and travel limiters 19~ are alternately Z~ threaded left hand and right hand. Alternatively, actuating sleeves 197 may be driven and synchronized by any other rotary means of power transmission; or may be equipped with a single steep coarse pitch thread, or multiple coarse pitch th~ead or multiple start thread and be rotated through a partial arc by a linear power device, such as a hydraulic cyllnder~ or the like. Reciprocating cylinder head 193 is provided with an oversized precision finished snap ring, head bottom travel stop ring ~00; said stop ring ~00 being reciprocably disposed in cu~hion sleeve ~01; said sleeve 2Ql being of S-shaped cross section, including an inward facing lower flange, a central cylindrical body and an outward facing upper flange~
Said upper flange is trapped between upper thrust race 199 and static cylinder head ~0~, said head being provided with a bore to reciproca-tably accom~odar~e head extens~on 194; and a number of counter bores to accotmmo~ate stop ring 200 reciprocatably; to accommodate cushion sleeve ~01 and upper thrust race 199 solidly and to accornmodate drive teet~l 1'3~ ~t~ operatively with clearance. A spigotted mating~
surface betweerl static cylinder head 20~ and the cylinder block ensules required concen-tricity of all related parts~ as shown. ~he said lower flange of cushion sleeve 201 is reciprocata~ly and coaxial-ly disposed around head extension 194 and forms a seating ledge for stop ring 200, thus providing a fixed and positive limit for the dswnward position of reciprocating cylinder head 193. Oil trapped above said seating ledge is ejected through pre-determined oriflces o by do~lward movement of said head 193 and cushions the downward travel to stop noise and prevent wear and damage; this oil is continuously replenished by the engine's oil pump. Similarly oil trapped below travel limiter 195 cushions the rapid ascending motion of head 193~ ~Iead 193 is prevented from rotating by a vertical slot cut in the upper portion of head extenslon 19~, said slot accommo-d.-lting and bearing against the side surfacé of cam followers 203 ànd ~4~ eciprocating cylinder head 193 is contlnuously biased ln the downward direction by head bias springs 205 bearing on spring seat ~06, which is ~arrie~ by the extreme top end of head extension 19~
said springs 205 reacting against the inside surface of the cylinder head cover 207.
The actlon of the reciprocating cylinder head 193 used :in a four cycle engine ls as follows:
Ignltion of the charge in the combustion chamber will find the head in the top posltion; seating solidly against upper travel limiter 195. As soon as the exhaust valve opens, the head bias springs 205 will drlve head 193 to the bottom position, which just clears the piston in the top dead center position. A
clear~.lc~e cutout in the top of the pi~ton crown cle~rs the s~111 slightly open exhaust valve The extrer~ely small "lnitial"
combustlon cnamber volume7 with the piston in the top dead center position, has severa; major advantages. It positively expels a maxlmur;l of 3xhaust gasO It g~eatly lmproves the volumetric efficiency of the ill-take stroke following well known gas laws. This great 7~D~
improvernent in volumetric efficiency ~lows an estimated 13 reduction in engine dlsp~acement for identical maxlmum power output~
l`his 13~ reduction in turn allows less "total" wasted motion durin~
part throt~le operation~ based on the following reasoning. During part throttle operatisn~ the total displaced mass, volume, and motion o~ the entlre power train9 pistons~ rods, power shaft, ls far greater than necessary to take in the required air. 'I'hus by reducin~
the total mass, displaced volume and motion of the entire power train, less total wasted motion results. ~aid greatly improved volumetric 1 efficiency thereby has three important benefits for efficiency.
Finally~ upon commencement of the compre~sion stroke~ the increasing pressure in the combustion chamber will return the reciprocating head 193 to the position determinsd by head upper travel limiter 195.
It should be understood that the head bias springs 205 may be eliminated~ a snap ring lnstalled to axially fix head upper travel limiter 195 to head extension 194 and thereby eliminate the limited free reciprocating motion of head 193. There still remains the crucially important benefit of greatly improved expansion r~tio during part throttle operation~ where most usage comes ln, due to zo constantly high and even compressed charge density.
The aspiration system includes co~non poppet type valves, intake valve ~0~ exhaust valve ~09, each provided with a valve sprlng~ valve washer and valve keepers and carIied by reciprocating cyllnder head 193. Intake valve port ~10 and exhaust valve port ~ each branch laterally to align with intake opening 191 and exhaust open~ng 19~ in the cylinder block. For the spring biased reciprocating cylinder head~ the respective openings in the reciprocating cylinder head and the cylinder block align perfectly in the b~ttom position for the reciprocating cylinder head, with the exhaust openlng in the cylindrical surface of the reciprocating 3 ~ cylinder head slightly elongated downwardly and vertically to ensure adequat- flow area U~Qn opening of the exhaust valve. ~'or the unbiased reciprocfAt~ng cvlirder head, both intake and exhaust openines in ths cylirdr cal outside surface of said reciprocating 75~) c~linder head are slightly e]ongated vertically to ensure full flow ~rea dur1rl~ most of the Uppel' positlons of aid reciprocating cylirld~r head~ said upper positions represerlting higher power outputs.
ilhe lateral alig~nent of said openings is sealed by spring loaded auxiliary sealing members in the cylindrical outside surface of the reciprocating cylinder head~ as shown in FiKure 37, intake port seal bars 212 and exhaust port seal bars 213. Oil consumption is preven-ted by an auxiliary oil control ring and an annular oil pressure relief groove with spill orificos, as shown in Figure 33. The novel ~o valve control systerrl of this invention is employed for this version, as well as I`or all versions disclosed. Said valve control system allows precision constant and independent v~lve timing regardless of the positinn of the reciprocating cylinder head. Intake valve rocker 214 and exhaust valve rocker 215 are carried on a cornmon rocker shaf' 216 by reciprocating cylinder head 193. Rocker roller 217~ carried between bifurcated arms on said rockers~ engage a flat "vertical" surface on intake cam follower 203 and exhaust cam follower 204. Sald follower~ are "horizontally" and reciprocatably carried by ~static cylinder head 202~ are hydraulic to eliminate z O valve tappet noise, and are engaging and intake cam lobe and an exhaust cam lobe on a cornmon single camshaft 218~ carried rotatably~
parall~l to the axis of the power shaft~ by the static c~linder head 2~'2, Ca~nsh-lft 21~ is operatively connected to the power shaft and runs at one half the englne speed. Cam followers 203 and 204 are located closely together on a cor~non "horizontal" plane an~ penetrate the wall ~j~ head extension 194 via a suitable elongated vertical opening in said head extension.
The ignitor may penetrate the combustion chambe wall from the outside~ or may be carried by the reciproc~ting head as shown in r`igure 34. The special spark plug 219~ is provided with 3 0 an external -thread to threadably engago rigid high tension rod 220~
sealing out ~oist~re and oil. Rod 220 is reciprocatably sealed and disposed in nigh tension telescopi~g joint 221 which is supported by cy3inder ~!eed cover 207~ A slideable rnale an~ female electric~l ~ 75~
c~ndu~o~ arrangemeJlt inside ~oint 221 allows electrical continuity.
l`~e vottorn lower right hand half of ~igure 33 shows how t~e reciprocating cylinder head 193 may be dispvsed in an enlar~ed coaxial counterbore in the extension for the cylinders. Ihis arrange-ment h.ls an advantage in cases where closely ad~acent cylinders are not important, such as in a slngle or twin cylinder engine. The arrangement allows larger valves. Ferrous valve seat inserts 202 interfere with the compression springs for the reciprocating cylin-der head 193 and limit the size of the valves. This normally O encountered problem is overcome by the arrangement shown in Figure 35.
Figures 35, 36 and 37 illustrate an internal spring biased version of the version illustrated by Figures 33 and 34. rO provide larger valves than normally attainable wlth ~`errous valve seat inserts the compression rings are raised to form a small crescent-shaped bulge inside the intake and exhaust ports ~10 and ~11, said bulge clearly shown in ~ligures 35 and 37. Raising the compression rings raises the required location for the intake and exhaust openings slightly, a small penalty~ for the benefits obtain0d by larger valves. ~y taperin~ the outside diameter of the ferrous valve seat inserts, two 7~ i~llportant benefits are obtained. More ferrous metal is provided at the actual seating surface and secondly~ more light alloy is provide~
towards the top inward end of the valve seat insert, giving greater s~rength fQr the light alloy and giving better heat conductlon away fronl the inserts. rl`his novel arrangement Or raised compression rings and tapered valve seat inserts therefore has import~nt benefits.
~eciproc.lting cylinder head 223 is provided with a s~liallsr cylindri-c(,1 head extenslon 22~. l`he seating ledge thus formed accommodates a coaxial Z-shaped steel ring, seating ring 225. A special oversi2e snapring~ lockrlng 226~ retalnQ sA1d seating ring 225, with lockring 226 positively prevented from dislodging by a sleeve type filler ring safetJ- ring 227. A squars w~re coil spring, head bias spring 228, is coaxially disposed around head extension 224 to urge the head in "downw~rd" direction~ A counterbore in the cylinder block forms a secltin~ ]e:ge for the outward facing flange of seating ring ~2 9'7~i~
thus providing a posil;ive fixed bottom travel limit for -t~le reci~)r~c~.(,inL~ cylinder head. Coaxially disposed around srir 1n~ 2 is ~he nead upper travel limiter 229~ an externally threaded steel sle~ve with a tall thin-walled coaxial cylindrical extension, said ex~;ension being provided with an internal facing spline on the extrerne top end. Said spline matches an external s~line on a coaxial downward cylindrical extension on cylinder head cover 230, thus preventing rotation of travel limiter 229, yet allowing s~me to be adjusted vertically within limits. Said coaxial downward lo cylindrical extension also provides the top seat for spring 220.
Said cylindrical extension on cover 230 internally matches and reciprocatably supports the outside diameter of head extension 224.
Spigotted construction for static cylinder head 231 and cover 230 ensure concentric support for the reclprocating head. A keyway and key 232, slidably di~posed in a vertical slot in head extension 2 prevent rot~tion of the reciprocating cylinder head. Upper travel limiter actuator 233, an internally threaded cylindrical sleeve~
rotata~ly carried in a coaxial counterbore ln the cylinder block is no~ provided with internal threads over a limited distance near t}le bottom end~ allowing seating ring 225 to move up inside actuator 233 a ;hort distance~ thus accommodating the limited reciprocating travel required for head 223. Remaining details are identical in principle to similar details disclosed for Figures 33 and 34. All versions are provided with a staklc oil return tube 234 supported by llecld cover ~30 and communicating wlth a high capacity oil suction purnp to promote high capacity oil coolin~ of the reciprocating cylinder heads.
I~ote ~hat Figure 35 combines a cross section taken on the longitudinal cen"er plane of the engine, the LH and bottom half of the view, with a Cl~oSS section taken on the transverse center plane of the engine ?
the upper P~ corner of the view Figure 36 illustrates drive pinion 235, engaging the drive teeth cn upper travel limiter act~n2tor 233~
~`igures 30 and 39 i:Llus-trate the snorkel inlake tu;~e elJ,llipped i'!rSl OJl ~Jf the rec~pr~c~t~rlg cylinder head illustrated in 7o ~ 750 Fig~res 35, 36 and 37. Intake opening 191 is eliminated from the c~lincler block, as well &S intake port seal bars 212, ~igure 37.
Instead~ the inta~ce port 210 communicates wlth the intake manifold 238 of the engine by way of a vertical thin-w~lled snorkel tube, in~ke snorkel tube 236. The intake port 210 is provided with an integrally cast elbow to support the bottom end of said tube 236.
Similarly the cylinder head cover 237 also is provided with a down-ward facing int~gral tubular elbow, to reciprocatably support the top end of snorkel tube 236. Alternatively~ snorkel tube 236 may lo be static and reciprocate with said elbow on said intake port 210.
Annular seal rings around the snorkel tube seal in manifold vacuum.
Another alternative construction detail shown is the head lower travel limiter arrangement, which is provided by an external integral ledge on the casting for the reciprocating cylinder head. Note that reciprocating cylinder head 239 is provided with a cyllndrical head extensi~n 2ItO~ which i~ largely "cut away" to provide room for snorkel tube 236~ oil return tubes 234 and the valve springs for the intake and exhaust valve. At the top end head extension 240 is C-shaped and bears vertically and slidably against matching vertical zO surfaces on cylinder head cover ~37~ to form an anti-rotation means for the reciprocating cylinder head 239. The ignitor is ;hown located below the valve rockers, requlring a goose-neck s~laped high -ten,ion telescopic ~oint 241. Alternatively, the ignitor may be loclted below and within the elbow for intake port 210, said alter-native detailed in Figure 42. Bias sprlng seal ring 242 seals off the top of the head bias spring 228~ thus sealing in the oil trapped below head upper travel limiter 229~ thus maintaining hydraulic cushioning.
Figure~ 40~ 2 and 43 illustrate the dual snorkel tube eq~lippsd versior~ of the ecipro~ating cylinder head 243. Exhaust 3~ opening 1~ ?nd intak~ opening 1~1 are eliminated from the cylinder block~ ~o ar? seals 212 and 213 shown in Figura 37. Cyiinder block 2~ is provided ~lth t~3 coax~Lal cou~terbores at the top end of the c~lin er ~ores~ r'ec.procating cy- inder head 243 is provided wi~h a smaller c~lindrical head extension 245. A valve rocker carrier ~ 9~S~
rin~ 2L~6~ is coaxlally disposed around the top end of head extension 24~ and provides a coaxial bottom seat for head bias spring 247.
~ocker carrier ring 246 comprises an annular~ shallow cylindrical sleeve, provided with an inward facing flange around the top end, said flange being provided with a short coaxial cylindricàl extension upwardly. A ledge thuq formed provides qaid coaxial bottom seat for sa ld spring 2~7. Rocker carrler ring 2It6 ls provided wlth a pair of dual ears, located oppositely~ facing radially outwardly. The sleeve shaped portion of said carrier rlng 2~6 ls locally cut away between o said dual ears to pivotably accommodate intake valve rocker 2~ and exhaust valve rocker 2~9, now located opposedly instead of ad~acently.
Dual camshafts~ intake camshaft 250~ exhaust camshaft 251 serve said rockers via hydraulic cam followers. This arrangement of said rockers clears the top end of the reclprocating head to allow the use of dual aspiration snorkels. It is also a convenient arrangement for use without aspiration snorkels.
Rocker carrler ring 2~6, ls reciprocably disposed in a coaxial bore in static cylinder head 252 and is prevented from rotation by a key and keyway arrangement or the like in said coaxial zO bore. Said bore is cut away to accommodate the elbows of the valve rockers, and the ears on the rocker carrler ring. A large oversize snap ring 253, secures rocker carrler ring 2~6 to the top end of head extension 245. A couple of roll plns lock rocker carrier rin~
246, to ~lead extenqlon 2~5, preventlng the reclprocatlng cylinder head from rotatlng. The bottom end of rocker carrler rlng 246 is reciprocably disposed lnslde thrust r~ng 254, the arrangement becoming a hydraulic cushien for the descending mo~ion of the reci-procati,lg cyl~nder head, slnce the oil is trapped in the annular space~ ~ead upper travel llmlter 255, an externally threaded short sle~ve, is slida~ly keyed to the reciprocating head, to prevent rota~ion of said limiter 255. Travel limiter actuator 256, an internally thr~aded cylindrical sleeve, coaxially disposed around said limiter ~5~7 in t~readed engagement with sameS ls provided with an inwardl-~ ,facir.g flange around rhs top end, said flange reciprocably meeting head extension 2~5. n arlnular space thus formed becomes the 9~7~C~
hyclraulic cus~lion space previously disclosed.for the descerldirlg travel. Ii~tary drive for travel .Limiter actuator 256 is as previ~usly disclosed for other versions. ~he in-take valve pOI't is l)rovi~ed wi-th an i.nwardly facing elbow with a vertical inlet operling~ in~ake port elbow 257. Similarly~ the exhaust valve port is provided with exhaust port elbow 258~ said elbows arranged adjacently in parallel. A vertical, thin-walled tube intake snorkel ~59, is installed in the vertic 1 inlet opening of intake port elbow 257 and terminates reciprocably at the top end in a cylindrical downward extension at head cover ~61~ said downward extension communic~1ting with the intake manifold of the engine. SiTnilarly~ a double walled~ vertical thin-walled tube exhaust snorkel ~6~, is installed ln the vertical outlet opening of exhaust port el~ow ~5~
and terlninates reciprocably at the top end in a cylindrical downward extension of head cover 261, said latter dow.nward extension comrlluni-catin~ with the exhaust manifold of the engine. The double walled construction avoids burning of the cooling oil for the reciprocating heacl, said head being generously supplied with cooling oil. .~s an alternative to the reciprocative gland provided around the top termination of exhaust snorkel 260~ the i~ner tube of the said double walled exhaust snorkel may contlnue upward a shvrt distance to terminate in a coaxial corrugated diaphragm 262~ carried in a exllaus-t ~iaphra~m housing 263, supported staticah y on said head cover ~6.l. lhis arrarlgement al].ows recipl~ocation for exhaus-t snorkel 260 wi-th gas tight sealing. To aid in heat dispersion the exhaust valve may ~e sodium cooled~ as show.n. The ignitor is carried apnrox-imatel~ coaxialiy oelow the intake snorkel tube 259~ belo~ intake port elbow 2~7. A threaded~ counterbored hole coaxially below the inle~ openin~ for ~ntake port elbow 257 accor~modates the ignitor and a tllreaded s~aled iilsulated rigid high tension conductor 264. ~ slim rig.ici insula-ted coa~lal extenslor of co.nductor 263 r~ns up the center of intake sno kel 259 to terminate in a sealed, reciprocativeS elec--lri^al co~ne~ or ir:. the top o~ the engine.
~ e~ cing ;f the ignitor would sirnply entail removal of the sai( sealed recii,roc~r.i~v~ electrical cnnnector an(l the high tension ~ 7 ~
c.~nc~llctor 263~ us1ng A speciAl elongated tool to reach down into l;he Intake snolkel 259. Twln oil suction tllbes 26~ continuously evLlcuate lar~e quantities o~ cooling oil. ~ advantage of Ihe e{haust snorkel tube i~ extremely rapid heating of the engine oil in cold weather. ~iydraulic cam followers complete this version.
l~igure 4L~ illustrates the radial cam power shaft equipped version of the four cycle engine equipped with any one of the disclosed alternative spring biased reciprocating cylinder headS.
Cylinder block 266 is provided with one or more cylinders radially arran~ed on the transverse plane, to form a first row of cylinders, the cylinders annularly arranged about the long axis; a second or more rows may be arranged behind one another in line. A powershaft 267 is rôtatably supported on the long axis of cylinder b].ock 266.
radial cam disc on the transverse plane of each row of cylinders is rnoullted on powershaft 267; said radial cam disc is provided with an undulating profile on the perlmeter. A forward facing flange on t~le profiled perimeter~ or a flange on both faces of radial cam disc 26~, forrns a means of connecting piston 269 to said radial cam disc ~y r.1eans of main roller 270 and cam follower roller 271. Main zO roller 27~ is rotatably carried on a pin supported by the piston skirts and roller 271 or rollers 271 is or are supported by one or two downward elongated extensions of the piston skirts. Rollers 271 engage the "inward bottom" surface of the ~lange or flanges on the perimeter of the radial cam disc 2~8. Rotation of powershaft 267 will result in reciprocative motion for piston 269. 'rhe profile is desigrled to uniforrnly accelerate and decelerate the pistons over four strokes for each revolution~ to form an intake, compression, power an~ exhaust stroke. The p.ofile~ on the preferred embodiment of t~lis version of the invention~ is designed so that the power strok~ 27? S approximately twice as long as the intake stroke 273, resulting in deep expan~on for the combusting charge~ as previously disclose~, without wasted motion for the intake stroke. The static c~rlincLR.r- he d 26~ accol~nodates ~ny of the disclosed alternative -~ersior -.f t.he reciprocating cylinder headSfor the four cycle version~

~ ~ ~9~7~ 0 or three cycle versions o~ this invention. Similarly, the alternative reciprocating heads disclosed for the four cycle versions may be readily modified by minor interchanging of components to be adopted for the novel three cycle process, or vice versa. Similarly~ all three cycle versions disclosed may be equipped with a single lobe or double lobe radial cam powershaft, to replace the camshaft, said single lobe radial cam powershaft reciprocating the piston over two strokes for every revolution of said shaft. Said double lobed radial cam powershaft reciprocating the piston over four strokes for every revolution of said shaft. In the previously mentioned invention by this inventor named "A Three Cycle Engine With Varying Combustion Chamber Volume"~ high pressure charging is accomplished with the piston stationary in the TDC position momentarily, resulting in approximately 28 degrees of "wasted" motion for the powershaft. By using the reciprocating cylinder head of this invention, the exhaust stroke may be reduced by 28 degrees, since it "occupies" rotational motion far in excess of what is needed to expel the gasses. The said 28 degrees thus gained may be used for high pressure charging allowing a gain of 28 degrees for the power stroke~ resulting in smoother~ longer power pulses~ a distinct advantage. Therefore~ the novel reciprocating cylinder head improvement of this invention applies to radial cam driven engines as well.
The bias springs disclosed, for biasing the reciprocating cylinder head downwardly, may be replaced by a pressurized air or nitrogen diaphragm or cylinder, or may be replaced by a camshaft operated descending action similar to the disclosure for a three cycle version.
The static cylinder head may be cast integrally with the cylinder block, eliminating said head, with a retainer ring provided for the thrust bearing race of the upper travel limiter. The upper travel limiter may be executed in a great ~ariety of alternatives including coaxial wedge type, coaxial ramp type, ball bearing nut type.

9 75~
The hedd b:Las spring may be replaced by a slrnple lever type rocker ~s~embly, engaging a special reciprocating cylinder head de.scending cam lobe on the camshaft and engaging the top end of the cylindrical head extension o~ the reciprocating cylinder head and Illoving said reciprocating cy~nder head downwards into the cylinder during the exhaust stoke to the maximum bottom position.
The reclprocating motion and the bias spring of the reciprocating cyllnder head may be eliminated~ the upper travel limiter may be mounted on the reciprocatlng cylinder head, ~o so that the upper travel limitcr actuator will det~rmine and hold the position of the reciprocating cylinder head rigldly. The result' will be losing the advantage of improved volumetric efficiency during the exhaust and intake stroke, but still maintaining the important benefit of a greatly improved gas expansion ratios at all power outputs of the engine.
The three cycle versions of this invention are disclosed with relatively constant and high charge density. It should be understood that all the advantages disclosed need not be incorporated in the engi~e. ~ressure control for the pre-compressor may be zo eliminated, as well as the adJust~ble upper travel limiter, referred to as the "power determinator for three cycle versions". The recip-rocating cylinder head would stroke through fixed length strokes, topping out against a fixed upper travel limiter. ~ower output would be regulated by throttllng the air lntake to the charge-pre-~ompressor, and the density and pre.ssure of the charge admitted to the combustion chamber would therefore vary, resulting in varying power output. lhe great advantage of the novel three cycle process rem~ining would be the ability to take in a greatly reduced charge without wasted motion~ this being accomplished by sizing the compres-sor aspiration capacity at roughly one-half the normal aspiration 3~ capacity of the power plstons. The reduced charge would be compres-sed to maxirnurn value~ at full power output, resulting in an expansion ratio twice as great as normal four cycle engines. The loss in power by reducing the c~arge to one~half~ would be greatly made up by the doubled expansion ratio. lhe following example illustrates this point.

~t~ferrin~ to ~'igure 1~ and the "~ul~mary of lmprovements" ~n pa~e 6~.
~or the a~ove described thrae cycle engine, at full power output~
de~rees ~ T~t = 1041 de~rees R, 1'~ = 4500 degrees ~ and 1`l3 = 1750 degrees ~ fficlency -: 65%~
~eferring to pa~e 63~ a 100 HP three cycle engine described above ma~ be presumed to have identical losses as a four cycle engine or ~ in this case. The theoretical output would be 1~2 ~P. With a theo~eti~al thermal efficiency of 65~ the required energy input would be 342 ~P. This is a 26~ ~mprovement over the conventional IO four cycle engine discussed on page 63. In addition the volumetric efficiency of the pre-compressor is 75%~ versus 65~ for the intake stroke of a conventional four cycle engine. (In actuality the volumetric efi`lciency difference is much greater, the pre-compressor as disclosed, has a geometrlc compression ratio of 30, while the ratio for the four cycle engine is 5.? Air required is 242~014 c.i.m.
~isplacenlent required for pre-compressor is 322,685 c.i.m.
~isplacement required for power cylinders is 645~370 c.i.m.
Pre-compressor displacement required at 4000 rpm is 81 c.i.
~ngine displacement re~uired at ~000 rpm is 16~ c.i.
Zo Total displacement: 243 c.i.
A convention~l four cycle engine may be modified to achieve a (loubled expaIIsioll ratio. By manipulating the intake valve timing t~le cilarge intake may be reduced to 50~. 'l'he compression ratlo may be doubled ir that case. Referring to page 63 and Figure 1~ tha following results are obtained with the above modification to a conventional engine. Required maximUm outpUt 100 HP. Losses increas~
ed from 122 to 130 HP to extra pumping losses. Theoretical ou~put required is 230 HP. The theoret~cal thermal efficlency will be 65p.
~ner~y inp~lt r~quired 354 ~P. Air required 250~397 c.l.m.
Volu~letric efficiency 65~. (Note: the higher geometric compression 3 ~, r~tio is not taken advantage of~ since the intake v&lve is left open to reduce charge intake ~y 50~.) Gas displacement raquired 3~5~226 c~i.m. for the inta~e~ stroke.

Jjisplacement re(lllirau for ~he r~ower stroke is 770~ 2 c.i.~n.
_ngine displacement required ~t '-~000 r.p.m. is 385 c.i~

~ 5~
This is 53~ more than the original displacement of 252 c.i.
Comparing the displacement of 385 c.i. with the required displace-ment of 243 c.i. for the novel three cycle engine, as per previous example, shows a 37% size reduction for equal theoretical efficien-cies and output in favour of the novel three cycle engine.
Therefore, even without the novel features of constant pressure without cooling or constant density with cooling~ and varying combustion chamber volume, the basic three cycle engine of this invention is a substantial improvement. By providing the novel three cycle engine of this invention with a double acting piston type pre-compressor, and by de-activating the bottom or second side during normal power output, the engine is provided with a built-in super-charger which does not absorb power or waste motion during normal power outputs, yet allows a great power boost during short term extreme power requirements. Another novel advantage of this invention. Illustrated in Figure 48.
Figure ~5 shows the splayed valve version and is self-explanatory after having studied the earlier alternative arrangements.
For Figure ~5~ the alternative splayed valve version~
only key items need be discussed, the function of the remaining components being clear from having studied Figure 40 etc. The exhaust valve port 275 is laterally directed outwardly, to align with lateral exhaust opening 276 in the cylinder block. As in previous alternatives, the height of the exhaust port opening in the cylindrical outside surface of the reciprocating cylinder head 277~ is greater than the exhaust opening 276 in the cylinder block.
~he reason is that these openings must align with the head 277 in the maximum raised position. This is not true for the alternative lateral intake opening 278. ~he complete intake stroke always takes place with the head 277 in the maximum bottom position so that perfect alignment for the important intake stroke may take place.
As stated previously, the improved volumetric efficiency obtained by the novel reciprocating cylinder head, has the result that the V required weight of air for a certain HP output, is taken in by less ~ 9 7 50 displacement~ resulting in a smaller engine for equivalent power output~ ~he second alternative intake is by way of integral intake snorkel tube 279, which also serves as a coaxial mounting means for the head upper travel limiter 281. Static intake snorkel 28C is coaxially supported by the cylinder head cover. The telescoping high tension lead, to energize the ignitor carried in head 277, is carried within snorkel tubes 279, 280. Alternatively the ignition may be installed laterally in the cylinder block. Upper travel limiter actuator 282 is gear driven and trapped axially by a thrust bearing at the top and spacer ring 283. The lower travel stop 284, a thick annular flat ring, bears on the flat upper surface of the cylinder block, and is provided with orificesfor hydraulic cushioning of the ascending stroke of head 277 with the space below actuator 282 being continuously supplied with engine oil. Stop 28~ is retained to head 277 by an oversi~e snap-ring. Bias spring seat 285 also serves as an hydraulic cushion for the descending stroke of head 277, said seat being orificed~ with the space below being supplied with oil. Bias spring 286 urges head 277 downwardly, the descending motion taking place as soon as the spring bias overcomes zo exhaust gas pressure in the combustion chamber. The compression pressure in the combustion chamber ascends head 277, this being identical to all spring biased alternatives. The valve actuating mechanism is identical in principle to previously disclosed alterna-tive version~ except in this version the fulcrum shaft in inward from the valve stem and the "vertical" arm of valve rocker ~7 is do~mwardly directed( with the hydraulic cam follower off-set to clear the valve spring. Cooling oil is evacuated from the side of head 277, just above the cylinder wall swept by the oil control rings by oil suction line 288; the volumenous supply continuously issuing from the large orifices in lower travel stop 28~ should be adequate.
It should be noted that the orifices in the hydraulic cushions are fairly large to allow rapid escape of oil, as required for the rapid action of the head. Also note should be made of the fact that nearly the entire exhaust stroke is availsble for descending and nearly ~he entire compression stroke is available for ascen~in~
Witil tlle total motion, of course~ being fairly small, for the four cycle versions. Note that the integral valve spring seats 289 and the bottom of the valve spring pock~ts 290 may be machined and act as bottom travel limiter. ~o reduce the profile, bias spring 286 may be replaced by a hairpin type torsion spring penetrating the cylinder block and acting on the "unused" sides of head 277, or a number of cornpresslon coil spring~ alternative bias spr1ngs 291 may be installed in pockets in both head 277 and the cylinder wall.
A smdll rocker~ head descending rocker 292 may also be used to descend head 277~ utilizing a special cam lobe, or operating of a widened exhaust valve cam lobe~ if a "soft" valve cam profile is errlployed .
~ `igure 47 illustrates an internally applied head upper travel limi~er, internal head upper travel limiter 2~3~ as externally threaded~ internally splinedJbottom flanged,sleeve. Limiter 293 is reciprocably disposed within and seats against hydraulic cushion sleeve 29~ which is carried by reciprocating cylinder head 295.
Cylinder head cover 296 is provided with a coaxial cylindrical 7~ extension, externally spllned on the end to match limiter 293.
Travel limiter actuator 297~ an internally th~eaded~ externally geared sleeve, is rotatably carried by cover 296 and is axially restrained by tapered roller thrust bearing 298 ~nd actuator support plate 299~ an annular disc~ supported coaxially by the cylinder block. An annular ledge on the outslde dlameter of actuator 297 forms a seat for retalnlng rlng 300~ externally threaded and carried by head 295. Ths space between said annular ledge and ring 300 is kept filled with oil; orifices create an hydraulic cush~on for the ~escending travel of head 295~ ~lternative bias spr-ngs 291 may be advai-ltag00usly employed with this compact low profile version. Late~ral intake opening 278 would be employed with t~is versio-l~ although a smaller intake snorkel tube may be coaxially installed w-thin the head upper travel limiter mechanism, by judicious design ~0 ~ '7~
Figure 4~ illustrates the two stage double-acting pre-compressor 301 of series mounted cross-head variety, using two counter-balanc~r shafts 302. This pre-compressor 301 replaces khe single acting pre-compressor shown in Figure 2 as an alternative~
Since a three cylinder engine has approximately 10% less exposed surface area for the combusting charge than a four cylinder engine, in addition to less frictlon area and lower maintainance costs, these engines will become prominent in compact cars. Due to the strong couple forces~s counter-balancer shafts will almost certainly l~ be used. With counter-balance shafts, a two stage, double acting series mounted pre-compressor as shown in Figure ~8 becomes practical.
By operatlng the counter-~e~ghts of the counter-balance shafts 302 between the crankshaft webs~ a narrower profile may be achieved.
This is shown in Figure 50. With this arrangement, the engine in Figure 2 would have the crankthrows arranged at 180 degrees for even firing pulse spacing. The advantage of a double acting pre-compress-or is that the second half of both the first stage and the second stage may be idling i~ an unloaded condition without imposing weight penalties or wasted motion penalties upon the engine of this Z invention. The first half of both stages would be used normally in the economy mode of operation~ r~sulting in deep expansion without wasted motion as previously explained. In emergencies, the operator would switch over to the power boost mode of operation, whereby the second half Or both stages would kick in, doubling the pre-com-pressor output. In the power boost mode of operation, the "power determinator" (reciprocating head upper travel limiter) would be raised much higher to allow a much larger charge weight to enter the combustion chamber. The benefits of deep expansion would be partially lost but a great boost in power would result. The novel three cycle engine of this invention therefore has the unusual property and advantage of a two mode of operation capability without a wasted energy~ motion~ and weight penalty. Referring to Figure 48 a diagramatic arrangement is shown for the control of the pre-compres-sor. ~ throttle valve 303, in the air intake~ is provided with a ~ 9~
throttle control ~0~, which receives two signals, a pressure signal from pressure sensors 305 and a flow rate signal from flow rate sensor 306. ~he flow rate signal would override the pressure signal, so that the throttle valve 303 would open more immediately upon greatly increased flow rate in the power boost mode of operation.
This would avoid delayed response in emergency, with the signal from the second stage pressure sensor overriding the signal from the first stage. The pressure in the second stage discharge circuit would be constant - the pressure in the first discharge circuit may vary.
Normally~ the pressure signals would control throttle valve 303.
Alternative to throttle valve 303 and throttle valve control 30~, would be unloader devices, unloading the self-acting inlet and dis~
charge valves, which would rasult in cyclic operation of the pre-compressor requiring larger air reservoir capacities. Normally the upper half of the first stage would be active, while the bottom half is de-activated by first stage unloading solenoids 307~ unloading one or more inlet valves. The capacity of the upper half of ~he first stage would be approximately 57~ of the displacement of a normal four cycle engine of equivalent power; this having been previously discussed. The discharge from the first stage enters intercooler 308, or bypasses the intercooler during start-up in cold weather via thermostatically controlled by pass valve 309. A small reservoir 310 is incorporated to dampen pressure fluxuations, from where the air enters the second stage. The upper half of the second stage is normally idling or de-activated by unloading solenoids 301, acting on one or more inlet valves. The bottom half receives air at varying pressures from the first stage discharge reservoir 310~ discharges said air at constant pressure to second stage reservoir 312. In cold weather the discharge is bypassing aftercooler 313 by way of thermostatically controlled by pass valve 3 o 31~. By normally using the top half of the first stage and the bottom half of the second stage~ pressure pulsations are minimized and power i~put is distributed over two~strokes, resulting in smoother engine operation.

~ti ~ 75~
In the de~ls of the two stage double acting pre-compres-sor 301, engine crankshaft 2 is provided with a short stroke crank throw~ pre-compressor crank 315. Pre-compressor connecting rod 316 is provided with a spherical ball-end 317, which is centrally disposed in cross-head piston 318, which is reciprocally and rotationally disposed in cross-head cylinder 319. The novel spherical b 11 construction has several advantages in this applica-tion; rotation of cross-head piston 318, will greatly enhance the longevity of both piston 318 and cylinder 319 and also of the other l spherical components. It will allow the various components to seek better bearing and alignment. First stage piston rod 320 is provided with a spherical half cup on the bottom and an internally threaded top end. Cross-head piston 318 is vertically split on the center plane and is bolted together. Separation is prevented by the assembly being trapped in the cross-head cylinder. Figure 49 illustrates an alternative detail; cross-head piston 321 is not split~ but is provided with an internally threaded counterbore, to accept internal ball seat 322, externally threaded. The pre-compres-sor connecting rod ball end 323, is threadably mounted on the said ZO connecting rod. Figure 51 ill~strates the third alternative cross-head piston construction~ Again, cross-head piston 321 is internally threaded to accept internal ball seat insert support 324 and vertical-ly split ball seat inserts 325. The ball end is integral with the said connecting rod. The outside diameter of ball seat inserts 325 may be slightly tapered insuring that intimate contact is maintained between the vertically split surfaces, a must for knock-free opera-tion. The construction details of Figure 49 and Figure 51 allow all play to be removed by installing annular shims below internal ball seat 322 and ball seat insert support 324, and removing shims as required to take up play due to wear, an important maintenance feature. Returning to Figure 48, first stage cylinder 326, is coaxially spigotted on the engine cylinder block 1, and traps first stage lower valve head 327 in a counterbore. Head 327 is identical in design to head 19 shown in Figure 2, with identical air inlet ~ 5V
and discharge valve cartridges and piston rod gland. The same is true for the first stage upper valve head 328. Second stage lower valve head 329 is identical again, but mintls the rod gland, whlle second stage upper valve head 330 ) may be identical again, in order to standardize on valve cartridges or may be identical to head 26 shown in Figure 2. First stage piston 331 is trap ed between first stage piston rod 320 and second stage piston rod 332 by means of a threaded connecting rod 333. Second stage cylinder 334 is coaxially spi~otted to first stage cylinder 326 and the lo combined cylinders trap the valve heads as shown. Finally~ second stage piston 335 is retained by a threaded headed fastener, as shown~ while second stage upper valve head 330 is spigotted to the top end of the second stage cylinder 334. Intercooler 308 may be installed inside the enlarged coolant jacket for first stage cylinder 326 by having the ends of the cooling coil swaged or other-wise installed in the bottom surface of the wide bottom flange of the second stage cylinder 334, identical in principle to the detàils shown previously. Similarly, the aftercooler may be contained within the cooli~ jacket for the second stage cylinder 33~, by having the Z o ends of the cooling coil swaged or otherwise installed in the bottom surf ce of second stage upper valve head 330. ~oisture from the aftercooler may be siphoned by installing a venturi in the charge admission manifold with a siphoning line leading to said venturi;
moisture from the intercooler may be drained off in the conventional manner or may be injected into the charge admission manifold using an injection pump. It is believed that water in~ection will improve nitrous oxides emission; it is '~nown to improve torque characteris-tics of the engine. The novel counterbalanced two stage double acting series mounted pre-compressor disclosed may be advantageously applied as an air compressor and is therefore included in the scope 3 o of this invention. By mounting a third stage cy~nder on top of the second st~ge cylinder, a three stage unit is arrived at, especially suitable for diesel engine versions of this invention. Reservoirs 308 and 312 are shown diagramatically with several inlets and outlets 8~

~ 9~5~

in actual practice one opening would be used. Very low power outputs and idling may require a drop in charge density since the minimum practical combustion chamber volume attainable might admit too great a charge, throttling would be in order in that case~
Figure 52 illustrates a miniature version of the novel reciprocating cylinder head for four cycle engines o~ this invention.
The miniature version incorporates all the advantages for the full size version, plus some additional advantages. The advantages for the full size versions reiterated are: positive near total exhaust expulsion; very much improved intake conditions; (both due to reduction of the combustion ch~mber volume to practically zero at the end of the exhaust stroke) and on-the.run variable combustion chamber volume to compress the gas charge to maximum permissible values under all or nearly all power output, resulting in much improved expansion ratios. In addition the miniature version has these advantages: the combustion chamber, upon ignition, has a shape much closer to the ideal spherical shape; the depth of the chamber is much greater in relation to its diameter, resulting in much improved combustion within the miniature chamber created by the novel miniature reciprocating cylinder head. In addition~ the on-the-run adjustment can be more precisely regulated because the stroke is much greater than the full size reciprocating cylinder head. Finally, gas sealing is better due to less leakage area; reciprocating mass is less;
manufacturing costs are less; one of the two aspiration valves, or both aspîration valves~ may be located in the static cylinder head.
Figure 52 shows the splayed intake valve carried by the miniature reciprocating cylinder head. The exhaust valve may be carried by it, or, both valves may be located in the static cylinder head and the ignitor alone may be carried by the miniature reciprocating head.
Figure 58 shows how the spark plug may be combined with the intake valve, and this novel concept may be incorporated in assymetrical versions as illustrated in Figure 52. By using a Burt-McCollum sleeve valve for aspiration control~ a full ~ize reciprocating cylinder head may be coaxially deployed inside the said sleeve valve, or a static 9'75V
cylinder he~d may be employed with said sleeve valve, with a minia-ture version of the reclprocating cylinder head employed coaxially within the said static cylinder head, the miniature version may or may not carry the spark plug. Carrying the spark plug in the minia-ture reciprocating cylinder head had the advantage of central igni-tion~ central ignition giving the shortest flame path to all areas within the chamber. The novel miniature reciprocating cylinder head is the closeest approach to the theoretically perfect spherical combustion chamber with central ignition achieved yet, to the best of 1~ knowledge of this inventor. Turning now to the details of Figures 52 to 57. Conventional cylinder block 190 of a four cycle engine~
crankshaft driven or radial power cam shaftdriven~ is provided with a static cylinder head 336, which carries a conventional splayed, or straight up, poppet type exhaust valve 337. Static cylinder head 336 is provided with a bore 338 to reciprocably accommodate mini reciprocating head 339. Said head carries intake valve 3~0 in a conventional port and biased by a conventional spring to the closed position. The intake valve port terminates upwardly and outwardly in one or more openings in the cylindrical outside surface of head 7 339. In the lowest position for head 339~ said openings align radially with one or more intake openings 341~ in static cylinder head 336. Figures 56 and 57 show the concentric intake port arrange-ment, which is an alternative that shown in Figures 52 and 55. It should be noted here that the improved volumetric efficiency of the intake stroke makes the size of the intake valve less critical. In-take openings 341 are not traversed by the compression rings or the oil control rings of mini reciprocating head 339 over its full stroke.
Intake valve rocker 342, is carried by head 339 and engages the "vertical" surface of off-set intake cam follower 343, which is designed to accommodate the considerable vertical travel of head 339.
O Static cylinder head 336 is provided with a "profiled" opening in its top surface to allow straight up withdrawal of the completely assembled head 339~ greatly facilitating maintenance. The said "profiled"
-~b opening still supports the "backside" of head 339 to resist valve J~ 86 ~ 75V
actuation forces; this is clearly shown in Figure 52. Static cylinder head 336 al50 iS provided with a vertical keyway 3~, engaging a matching integral "key" on head 339, thus preventing rotation of head 339. The exhaust valve is actuated by an ad~acent exhaust cam follower 3~5, exhaust valve push rod 3~6 and off-set exhaust valve rocker 3~7. Spark plug 348 is carried by static cylinder head 336 and may serve a rich mixture ~et chamber with the rich mixture jet directed into the bottom of mini~ure combustion chamber formed in bore 338 via a suitable deflecting curved depres-1 sion in the crown of piston 3 or may protrude beyond the bottom edgeof bore 338,as shown in Figure 52. One side mounted camshaft serves both valves. The interior of head 339 is cooled by lube oil which is continuously ejected by openings 3~9. Upper travel limiter 350 engages a ledge formed around the bottom of cylindrical coaxial extension 351. Hy~raulic cushion sleeve 352 traps oil and cushions the ascending movement of he~a~ 339. Sleeve 352 is carried by head 339. Limiter 350 is reciprocatable on extension 351, but is axially keyed to same to prevent rotation of limiter 350. External threads on limiter 350 engage internal threads on upper travel limiter zo actuator 353. Said actuator 353 comprises an internally threaded sleeve~ provided with external gear teeth~ actuator drive teeth 35~
and thrust bearing 355. Actuator 352 is rotatably trapped in coaxially disposed cylinder he.~d cover 356, which is bolted to static head 336.
Drive teeth 35~ are engaged by an upper travel limiter actuator drive mechanisim (not shown, but previously disclosed) which synchronizes all upper travel limiters in the engine, and which ad~usts the position of limiter 350 so that under all, or nearly all, power outputs of the engine, the combustion chamber initial volume is such that maximum permissible gas compression takes place. Head 339 is biased downwardly by head bias spring 357, the descending motion starting as soon as the pressure in the combustion chamber has been relieved sufficiently by opening of the exhaust valve. Ascending motion is accomplished by the compression pressure of the compression stroke.
Descending motion is cushioned and provided with a fixed positive ~ 7~
bottom limit~ by descending cushion sleeve 358. Bottom stop ring 359 is mounted inside extension 351. Oil tr pped below ring 359 provides the said c shion; said oil is ejected through orifices and is replenished continuously, as is the ascending cushion oil, by the engine's oil pump. The space above limiter 350 is oil pressurized and the oil is fed by way of orifices to the cushion spaces. Sleeve 358 is retained by an oversize snapring, in cover 356. Intake valve 340 need not be splayed, as shown in Figure 52. Said valve may be carried coaxially by mini reciprocating head 339. This is illustrated o by Figure 58~ although Figure 58 is not specifically intended to show this.
Turning now to Figure 58, there is shown the novel totally symmetrical~ concentric aspiration and ignition version of the novel miniature reciprocating cylinder head. In the art relating to gas flows and combustion it is known that concentric symmetrical condi-tions for aspiration and ignition lead to the best combustion characteristics~ Concentric s~mmetrical conditions combined with practically zero combustion chamber volume at the end of the exhaust stroke lead to optimized aspiration. Combine optimized aspiration ~o with the closest possible approach to the ldeal spherical com~ustion chamber shape, maximum permissible compression, and central ignition, and all around optimized combustion will result. This is achieved in this version of the invention by combining the intake valve with the spàrk plug~ whereby the said intake valve actually becomes the outer metal body of the spark plug. By reciprocating the novel miniature reciprocating head inside a novel poppet sleeve exhaust valve, per~ectly symmetrical conditions are achieved.
A conventional cylinder block 190 of a four cycle engine, crankshaft driven, or radial power camshaft driven, is provided with a static cylinder head 360 provided with a bore 361, coaxial with ~o the cylinder, and two co~xial counterbores, the said three bores progressively decreasing in size towards the top of the engine.
Mini reciproc~ting head 362, is reciprocably disposed in bore 361.
Reciprocably surrounding the lower portion of head 362 is reciproca--ting poppet sleeve exhaust valv~ 363. Statically surrounding and 9~

supporting the sleeve portion of valve 363 is static exhaust port housing 36~ coaxially disposed and trapped in the lower counterbore of static head 360. ~xhaust port housing 364 is provided with a large coaxial exhaust valve seat~ a coaxial exhaust port 365, and tangential or radial exhaust passages 366, which communicate radially with a flat exhaust gallery 367 in static cylinder head 360. Exhaust gallery 367 is connected with adjacent exhaust galleries so that an exceptionally large escape area is created for the exhaust gasses, which together with the exceptionally large exhaust valve, contribute JO to very low back pressure during the exhaust expulsion stroke.
Valve 363 is biased to the closed position by exhaust valve spring 368, retained by exhaust valve spring retainer 369, which is mounted on the sleeve of valve 363 by means of dual snaprings~ the bottom snapring being positively trapped to prevent dislodging. Said valve 363 is actuated by two pushrods 370 reciprocably supported in static head 360 and passing through the intake gallery 371 to engage retain-er 369 on the longitudinal centerplane of the engine. The dotted outline of push rod 370 in Figure 58 illustrates the disposition in the casting of the static cylinder head~ rotated 90 degrees from the Z o said longitudinal centerplane~ for clarity. Push rods 370 are engaged on the top surface by exhaust valve rocker 372, a widely splayed or bifurcated arrangement of two horizontal arms, a vertical arm and a torque tube. One of the horizontal arms is provided with a "tappet"
clearance ad~uster to ensure perfectly distributed engagement; see Figure 59. Rocker 372 is engaged by hydraulic exhaust cam follower 373, actuated by a side mounted camshaft, as shown. Figure 61 shows the moving parts of the valve actuation mechanism.
Mini Reciprocating Head 362 is provided with a coaxial valve seat insert, compression rings of self-lubricating variety preferably, coaxial axial intake passages which terminate in radially 3 o oriented openings in the outside cylindrical surface of head 362.
Said openings align with head 362 in the bottom position, with radial-ly converging intake passages, similar to the exhaust passages shown in Figure 60. Said intake passages communicate with intake gallery 371, connected with the air fuel intake for the engin~. Intake valve 374 carries a slender ceramic insulator and electrode inside lts enlarged ste~, and i5 reciprocably carried by head 362. A helical coil intake valve spring 375 biases said valve to the close position, said spring 375 being retained by valve spring retainer 376, said retainer being secured to said valve by a couple of snap rings. Intake valve rocker assembly 377 comprises a left and right hand rocker~ provided with rollers and a common fulcrum pin 378, which is carried by head 362, as shown. Vertical actuating raceways l on intake cam follower fork 378 engage intake valve rockers in timed relation with pistons 3, regardless of the position of head 362.
To ensure perfectly distributed engaging forces on the LH and RX
intake valve rockers, said fork 378 is pivotably, on a horizontal plane~ supported by hydraulic intake cam follower 379. Said fork 379 may be dispensed with and an off-set rocker assembly used as shown in Figure 56~ using an off-set intake valve cam follower, provided with a single extension to support a vertical raceway, Fork 378 is prevented from rotating about the long axis of follower 379 by being trapped in a horizontal slot 380 machined in static head zo 360, see Figure 58.
Head 362 is biased downwardly by head bias spring 381, a hairpin, counterwound helical coil torsion spring, supported on a tube carried by head 360. The free ends of spring 381 engage a hole in spring support pins 382, mushroom-shaped components, pivotably inserted in the open ends of the intake valve rocker fulcrum tube.
The flat end surfaces of pins 382 slidably engage flat machined raceways provided on static cylinder head 360, to prevent rotation of mini reciprocating head 362.
Upper travel limiter 3~3, hydraulic ascending cushioning sleeve 38~, travel limiter actuator, 385, descending cushion sleeve 3 ~ 386~ lower travel stop ring 387, provide the descending and ascending control and are identical in action to similar components disclosed for Figure 52.
The stem of intake valve 374 iS executed as a dismantable ~ l50 sp~rk plug. A slerlder~ shouldered cerarnic core, 388 is retained coaxially within said stem. Core 388 is provided with a central electrode and a coaxial tubular metal sleeve at the top. The bottom end is provided with a short coaxial metal shield, surrounding the bottom tip of the ceramic core. Said metal shield protrudes slightly from the bottom surface of intake valve 374 to form the ground electrode. Just above the top shoulder on core 388~ the i~side of the intake valve stem is internally threaded, with said stem termina-ting at this point. An externally threaded internally shouldered ~0 coaxial sleeve, core retainer 389~ engages said valve stem to retain said core. Retainer 389 is provided with a castelated top edge to allow removal and easy replacement of core 3880 A special tool will grip the top end of the valve stem to prevent rotation during core replacement. A coaxial insulated sleeve is molded inside retainer 389 and is provided with a couple of external o-ring grooves around the top edge. An insulator sleeve 390 is mounted around the top end of core retainer 389 by snapping in place over said o-rings, preventi~g a leakage path for high voltage discharge. Said sleeve 390 reciprocates inside bottom seals in high tension telescopic Z~ joint insulator 391, which supports a static conductor rod 392. An elastic cap provides support and insulation for the lead in wire~
as shown. Said insulator 391 is retained inside descending cushion sleeve 386 by a shoulder. Retaining nut 393 performs several important functions. The snapring securing sleeve 386 to cylinder head cover 394, ls positively locked in place by being coaxially surrounded tightly by nut 393, said nut also retaining insulator 391.
Alternatively~ the ignition function may be deleted from intake valve 374; a rich mixture jet ignition chamber may be provided in the perimeter of exhaust port housing 364, complete with a miniature intake valve, and a static spark plug, with the jet issuing from said chamber deflected by a curved depression in the crown of the piston into the miniature combustion chamber formed below mini reciprocating head 362.

~ 7 5~
For certain crankshaft equipped versions of the novel three cycle engine of this invention it is advantageous to use a double lobed radial cam shaft to drive the pre-compressor. This arrangement gives two pre-compressor strokes for each power piston stroke of the engine so that the discharge of the pre-compressor may be synchronized with the charge admission cycle of the engine, resulting in smoother pressure conditions in the discharge air reservoir. Since the stroke of the pre compressor may be very short to advantage, allowing larger self-acting pre-compressor aspiration valves~ the above arrangement may be very compact.
For four cycle versions of this invention, the reciproca-ting cylinder head may be advantageously actuated to achieve super-charging action. The versions disclosed in Figures 33 and up (except Figures 48-51 are equipped with bias springs, moving the said head downward during the exhaust stroke~ to a fixed bottom limit. The compression pressure ascends said head to seat against the upper travel limiter. By using camshaft actuation the head may be ascended during the intake stroke, thereby enlarging the combustion chamber, increasing the charge intake and improving the volumetric efficiency of the intake stroke. The said volumetric efficiency was already improved by the nearly zero combustion chamber volume on c~ommencement of the intake stroke~ and by this modification is improved even more.
This novel arrangement may be used with crankshaft driven four cycle versions~ or may be especially advantageous with radial cam power shaft equipped versions, since the intake stroke may be further reduced in length as well as in rotational movement of the radial cam power shaft.
Four cycle engines of this invention~ with both full si~e or mini reciprocating head versions~ may be equipped with Burt-McCollum type sleeve valves. Said sleeve valves normally require a fixed head equipped with "piston" rings held stationary in top of the combustion chamber and operating inside said sleeve valvesO By equipping the above said fixed head with a bias spring, upper travel limiter and bottom limit, as per this invention, the efficiency of ~ 1~9 ~50 the engine during reduced power outputs will be greatly improved, while at full power the reciprocatlng action improves the volumetric efficiency of the exhaust and intake stroke. Alternatively~ the bias spring may be omitted.
Four cycle e~gines of this invention may use the novel mini reciprocati~g cylinder head without valves, wherein the small bore in the static head carrying the mini reciprocating cylinder haad may constitute the combustion chamber~ said mini head may or may not carry the spark plug. Said mini head need not be spring biased but l~ may be fixed to the upper travel limiter to move directly up and down with same as on-the-run adjustments are carried out.
The novel mini reciprocating cylinder head of this inven-tion and the novel poppet sleeve valve of this invention, as exem -plified by the engine disclosed in Figure 58, may be arranged in a great number of alternative configurations to effect efficiency improvements in engines, of both radial camshaft and crankshaft driven varieties. ~s disclosed previously, it is known that the efficient combustion shape, during combustion of the charge, is the spherical shape preferably with central ignition. It is known that Zo thin, flat, large area initial combustion chambers give poor combus-tion characteristics. The demise of the Wankel engine was caused in part by the thin pflat large area initial combustion chamber shape. (BY "initial" shape is meant the shape of the chamber at the moment of ignition ) Oversquare engines have better aspiration due to larger valves but have poorly shaped initial combustion chambers.
The shape of the "expansion" chamber is less important as long as a minimum exposed wall area is maintained to prevent heat loss of the charge~ hence the advantage of three cylinder engines which have 10 less exposed wall area~ promising approximately ~0 to 10% better fuel economy than an equivalent 4 cylinder engine. The novel mini reciprocating cylinder head of this invention makes it possible for severely oversquare engines to have a much better initial combustion chamber shape, said chamber being nearly completely within the small bore of the mini reciprocating head with a much smaller height to 975~) diameter ratio, yet also have an on-the-run adjustable geometric compression ratio to achieve maximum permissible compression under all power outputs, while at the same time having a much improved volumetri~ efficiency for the exhaust and intake stroke to due reduction o~ the combustion chamber to extremely small volume. The novel poppet sleeve valve disclosed for the engine in Figure 5~ may advantageously be used in a great number of variations to improve aspiratcn.
Figures 62 to 67 illustrate the great versatality of the lo novel mini reciprocating cylinder head concept and the novel recip-rocating poppet sleeve valve concept of this invention. Referring to FigurQ 62 there is shown a four cycle engine, with power piston 395 reciprocably disposed in cylinder block 396, said piston connected to a power shaft carried in said cylinder block to convert the reciprocating motion of said piston to rotary motion of said pow~r shaft. Static cylinder head 397 is coaxially spigotted in cylinder block 396~ and is provided with coaxial annular cylindrical spaces and an outward facing conical valve seat on the bottom edge to accommodate poppet sleeve exhaust valve 398, said valve being urged Zo to the closed position by exhaust valve spring 399~ a coaxially disposed helical coil compression spring, carried in an annular coaxial space in said cylinder block 396. Said poppet sleeve exhaust valve 398 comprises a cylindrical sleeve with an inward facing flange on the bottom edge, said flange forming the valve head, said flange provided with a coaxial full annular upward facing valve face around the inner edge. An outward directed flange around the top edge provides an engaging seat for said valve spring. A
coaxial fully a~nular space formed above said valve head comprises exhaust port 400~ which communicates radially outwardly by means of exhaust openings 401 in said cylindrical sleevé, said openings align-ing with radially outwardly directed exhaust passages 402 in c~ylinder block 396. Exhaust valve push rods ~03 engage with an exhaust valve actuating mechanism as shown in Figures 59 and 61. Static cylinder head 397 is provided with a coaxial bore ~04 to reciprocably accom-9~

9 ~ ~ ~
modate mini reciprocating cylinder haad ~05. Said head 405, coaxiallyand reciprocally carries an intak~ valve~ complete with integral coaxial ignition means, an intake valve actuating mechanism, a head bias spring urging said head 405 downwardly, a lower travel stop~
and upper travel limiter; identically to mini reciprocating cylinder head 362 in Figure 58 and is identical in aspiration ~eans and operating action.
Figure 63 is alternative to Figure 62 and shows mini reciprocating cylinder head 406 provided with an "external" recipro-lo cative poppet sleeve intake valve 407~ said valve 407~ complete with its bias spring and actuating mechanism being completely carried b~J
said head ~06 and reciprocating with same within poppet sleev~
exhaust valve ~08 being reciprocally carried by static cylinder head 409. The actuating mechanism and aspiration ducting for said exhaust valve 408 is identical to that shown in Figures 58~ 59~ 60~ 61. The actuating mechanism for said intake valve ~07 is identical in princi.
ple to that shown in Figures 58~ 61. Coaxial adapter 410, is carried and solidly mounted on said head ~06, and carries the intake valve rocker mechanism as shown in Figure 61. Coaxial static adaptor 411 similarly is solidly mounted in said static cylinder head 409.
~ushrods engage both poppet sleeve valve as shown. Coaxial recipro-cating snorkel aspiration means communicates with the air and fuel inlet means of the engine. Coaxial reciprocating ignition means is provided.
Figure 6~ shows a second alternative to Figure 62. Cylin-der block 412 is provided with reciprocative poppet sleeve exhaust valve 413, reciprocatably and coaxially carried in the cylinder bores and acting downwardly. Power pistons 414 are reciprocably disposed within said poppet sleeve exhaust valves. Said exhaust valve 413 is provided with an inward facing coaxial fully annular flange around ~o the top edge. Said inward facing flange is provided with an upward facing conical valve face on the inner edge. Said cylinder block 412 is provided with a spigotted coaxial static cylinder head 415, for each cylinder, said cylinder head 415 coaxially and reciprocally carrying poppet sleeve intake valve ~16. Said i~take valve 416 is Ll ~ 5V
actuated by an actuating mechanism which is identical to the exhaust valve actuating mechanism shown in Figures 59 and 61. Said poppet sleeve exhaust valve is urged to the upward closing position by a spring and may be actuated by a push-pull rod and rocker mechanism as shown in Figure 69. It should be noted that the actuating mechanisms for said intake valve ~16 and said exhaust valve ~13 are statically mounted and are not carried by the mini reciprocating cylinder head. The preferred mechanism is shown in Figure 69~ using one alongside head mounted cam shaft. Mini reciprocating head ~17 t only carries the reciprocative ignition means, the bottom travel stop limit, the upper travel limiter and is spring biased downwardly as usual; said head 417 is reciprocatively and coaxially disposed within said intake valve 416.
Figure 65 shows the third alternative arrangement of the engine shown in Flgure 62. The p~ppet sleeve exhaust valve means is identical to that shown in Figure 64. Cylinder block ~18 is provided with a cylinder bore extension upward to reciprocably carry poppet sleeve intake valve ~19. Said intake valve ~19 comprises a cylindrical sleeve provided with a coaxial~ fully annular, inward zo facing flange on the bottom edge. Said flange is provided with a conical downward facing valve seat to match the upward facing valve face on the poppet sleeve exhaust valve. This makes said intake valve a part of the fully annular coaxial exhaust port, as shown.
Said flange on said intake valve is also provided with a coaxial, fully annularg upward facing conical valve face, which matches a downward facing coaxial fully annular valve seat provided on the bottom outward edge of the coaxial static cylinder head 420. Said intake valve is provided with an inward facing or outward facing flange on the top edge to engage a coaxial valve spring, urging said intake valve upwardly to the close~ positio~. A coaxial annular intake port communicates with the engine's air and fuel inlet means by way of upward directed intake passages, ~Ihich branch laterally radially outward as shown. The valve actuating mechanism is as shown in principle in Figure 69. The actuating sequence is as follows~ _ ..

~ 7~0 The exhaust valve opens downwardly and stays in an open position.
The intake valve moves downwardly on commencement of the intak~
stroke and sèats onto the exhaust valve, holding the exhaust valve in a downward position, said exhaust valve now being spring biased upwardly. Upon commencement of the compression stroke, both said valves move in unison upwardly closing all co~munication. Said static head 420 coaxially and reciprocally carries a mini recipro-cating cylinder head identical to that shown in Figure 64.
Figure 66 shows the first of two alternative reciprocating 1 cylinder heads ~or the three cycle engines of this invention, using the novel reciprocating poppet sleeve valves of this ir.vention.
Cylinder block 421 is provided with upwardly extended cylinder bores.
The lower portion of said cylinder bores reciprocally and coaxially carry poppet sleeve exhaust valve ~22~ which is disposed around the power piston. Said exhaust valve is identical to the exhaust valve shown in Figure 65. The upper portion of the cylinder bore recipro-cally and coaxially carries the reciprocating cylinder head 423, and coaxially disposed charge admission valve ~24, said valve ~2~ reci-procally surrounding the bottom portion of said head 423. Charge z O admission valve 424 comprises a concentric arrangement of two cylin drical sleeves inter-connected by an annular lateral web~ with the outer sleeve comprising the main structural element and extending downwardly to be provided with an inward facing coaxial fully annular flange. Said flange is provided with a downward facing coaxial annular conical valve seat on the outward bottom edge to match and engage the valve face on the said exhaust valve. Said flange is also provided with an upward facing coaxial annular conical valve face on the inward upper edge~ to match, and be seatable against~ a coaxial annular valve seat on the bottom outward edge of said reci-procating cylinder head. A coaxial bias spring, carried by said head 423, urges said charge admission valve 424 in upward direction to the closed position. Exhaust valve 422 is operationally carried by the reciprocating cylinder head 423 by means of one or two push-pull rods 425~ exhaust valve rocker 426 and is urged in up~ard ~ 75 ~
direction to seat against said charge admission valve ~24 by way of exhaust valve spring ~27, schematically shown in Figure 68.
Therefore, exhaust valve ~22 reciprocates in unison with head ~23 yet is timed in precise synchronization with the position of the power piston by wa~J of exhaust cam follower ~28~ all as previously explained in the disclosure and as shown in Figure 68. Charge admission valve ~24 is engaged by vertical push rods with the actuating mechanism also carried by the reciprocating cylinder head ~23, with the actuation identical in principle to that shown for the exhaust valve in Figure 68, and as previously disclosed for alterna-tive versions. Reciprocative actuation of head ~23 is by way of any of the alternative methods previously disclosed, being charge bias, mechanical spring or gas spring bias, or fully desmodromic cam actuation. Similarly high pressure charge admission and ignition means are by way of previously disclosed alternative means. Note that the charge pressure biases said charge admission valve neutrally.
The valve action is identical as disclosed for Figure 65 and is as follows. The exhaust valve opens just before the power piston reaches ~DC position, reducing the pressure in the combustion chamber to zo atmospheric. The reciprocating head, complete with all that is carried by same~ including the exhaust valve, moves downward. The exhaust valve remains unseated. (Note: the optional auxiliary exhaust d~G
portsVactivated with the said head in its bottom position.) The reci-procating cylinder head ~23 meets the power piston closely at the ~5 deg. B.T.D.C. position at which point the exhaust valve closes slightly and at which point the charge admission valve opens, by moving downwardly to seat onto the exhaust valve. The slight travel required by the extremely large charge admission valve~ the rapid valve action and the strong inward deflection of the high pressure charge prevents any loss out of the exhaust valve during the extremely short interval at which both valves are slightly open. Head ~23 moves upward ahead of the power piston and seats against the upper travel limiter. At ten degrees B.~.D.C. the charge admission valve closes with ignition commencing at five degrees B.r.D.C. It should be {~

understood that the timing of these events, expressed in exact degrees, iIl this disclosure~ is for illustrative purposes only.
The illustrated embodiments are designed using the said timing, but other timing may be chosen.
Figure 67 is alternative to the engine shown in Figure 66 and is generally self explanatory after having studied Figure 66 and previous disclosure for the novel three cycle concept. Again in Figure 67, both valves are novel poppet sleeve valves, and both are carried on the reciprocating cylinder head and move reciproca-tatively in unison with said head. Similarly, the valve actuatingmechanisms are carried by said head and actuation is as previously disclosed. A plan view of the preferred actuating mechanism, using dual bifurcated rockers operated by opposed cam followers is shown in Figure 70. Note that the push rods for charge admission valve ~24 pass through the valve spring retainer ring for the exhaust valve ~29~ Also note that the sleeve portion for the poppet sleeve exhaust valve ~29 is perforated with exhaust openings and that the fully annular "exhaust port" is formed between the cylindrical walls of the said valves. Note that all high pressure charge escaping past the sealing rings for the charge admission valve is directed by way of a return opening 430 to the intake for the pre-compressor, thus avoiding energy loss, shown in Figure 66.
The novel reciprocating cylinder head reduces the volume of the combustion chamber to practically zero, which makes a compound expansion engine possible. Normally the exhaust cannot be expelled positively by the piston 100~ since the upper combustion chamber volume is approximately one-fifth to one-eighth of the fully expanded volume. With the novel reciprocating head, both full size and mini versions, this problem is eliminated and the exhaust gasses can be expelled under back pressure, nearly 100~. With the compound expansion engine as per this invention, the exhaust gasses are driven out of the combustion chamber while still under 100 lbs. to 20 lbs.
pressure, resulting in approximately 8~ power loss. The expelled gasses are led to an insulated chamberg from where they are admitted i . ,.

~ 750 to the intake port of a large bore low pressure insulated cylinder, with a piston connected to the engine's crankshaft in the usual manner~ to be fur-ther expanded to near tmospheric pressure, resulting in a calculated 15 to 16~ power gain. The net gain is calculated at 8,h. This novel concept is included in the scope of this invention.
The objects of the invention may be summarized as follows:
1. To provide a ba~ic three cycle engine in which the charge is pre-compressed to varying densities by simply throttling the air l intake to the pre-compressor and in which the pre-compressed charge is admitted before the piston reaches the TDC position, using a novel reciprocating cylinder head~ with fixed initial combustion chamber volume.
2. To provide an improved version of said engine by cooling the charge to engine temperature, thereby achieving greater charge density and consequently higher expansion ratio, said version still havlg a fixed initial combustion chamber volume.
3. To provide an improved version of said engine by pre-compressing the charge to constant pressures, and provide said engine with a Zo varying initial combustion chamber volume to vary power output~
resulting in improved expansion ratios at all power outputs.
4. To provide an improved version of said engine in item 3, and cooling the charge to constant temperature resulting in constant pressure and density~ and in greater density, resulting in improved expansion ratios at all power outputs.
5. To provide an improved version of the engines of item 1, 2, 3~
and ~ by reducing the pre-compressor displacement substantially, in relation to engine power cylinder displacement, resulting in greatly improved expansion ratios for the engines of item 1, 2, 3 and ~.
6. To provide the engine of item 5 with a double acting pre-compres-sor so that normally the engine would utilize the output of one sideof said compressor, resulting in great efficiency at normal power outputs and wherein both sides of the double-acting pre-compressor are used for emergency situatio~s, the nearly doubled charge output ., _ '75~

resulting in a great power boost ror short durations~ the effect being the same as a supercharger.
7. To provide the engines of item 1, 2, 3, 4~ and 5, 6, in either crankshaft driven versions, or radial cam powershaft driven versions.
8. To provide a four cycle engine with improved volumetric efficienc~J
for the exhaust and intake stroke using the novel reciprocating cylinder head and having a fixed initial combustion chamber volume.
9. To provide an improved version of the engine of item 8~ by providing a varying initial combustion chamber volume, the volume variation being in direct relation with the air mass being taken in, with compensations made to suit temperature and humidity, the final result being a maximum permissible compression ratio at all power outputs, giving greatly improved expansion ratios.

10. To provide an engine per item 9~ without the improvement of item 8.

11. To provide the engines of item 7, 8 and 9, 10 in crankshaft driven versions or radial cam powershaft driven versions.

12. To provide the radial cam powershaft driven version of item 11~ with an improved expansion ratio by greatly reducing 2 ~ the intake stroke in relation to the exhaust stroke.

13. To provide a novel reciprocating cylinder head for all above versions, in alternative arrangements.

14. To provide a novel valve actuation means which allows said novel reciprocating cylinder head to travel within limits without affecting the valve timing; in alternative arrangementsO

15. To provide alternative aspiration methods for above engines;
with alternative actuating means.

16. To provide alternative actuation means for said reciprocating cylinder head.

17. To provide alternative ignitor locations and ignitor energizing 3~ conductor means. ~

18. To provide alternative travel limiter means for said recipro-cating cylinder head.

~ 9~7~ 0

19. To provide said reciprocating cylinder heads in cornpact low profile.

20. To provide said improvements in item l to 18 in practical form not requiring new technology or difficult maintenance.

21. To provide a preferred embodiment in the form of engine intended for a sub-compact car.

22. To provide novel manufacturing details for the improvement yet also suitable for conventional use.

23. To provide said novel reciprocating head, for four cycle engines said head modified by elimination of the free stroking cyclic descending action so that said head follows the upper travel limiter as it is adjusted up or down to vary the geometric compression ratio of said engine, resulting in an on-the-run variable geometric compression ratio engine.

24. To provide a novel miniature version of said reciprocating cylinder head, maintaining the benefits of the full size version~
the benefits being an improved exhaust stroke~ an improved intake stroke~ an improved compression stroke under reduced power outputs~
an improved expansion stroke during reduced power outputs, and improved combustion characteristics by concentrating the compressed charge in a chamber with greater height in relation to its diameter, thereby approaching the ideal spherical shape closer~ the last benefit being especially important in oversquare engines which have normally excellent aspiration due to larger valves but poor combus-tion due to a large diameter thin flat initial combustion chamber.

25. To provide said miniature version in alternative configurations:
a.- adjustable geometric volume to improve the compression and expansion strokes only; b. biased downwardly with fixed upper position volume and lower position volume to improve the exhaust and intake strokes only; c.- combining the features of item (a and (b above; d~- to provide items a~ b, c, with the ignitor;
e.- to provide a, b, c, with the intake valve; f.- to provide a, b, c, with the exhaust valve.

~ 50

26. To provide a novel poppet sleeve valving means, improving aspiration by virtue of larger flow area for the gasses, as well as provide means for true concentric flow paths.

27. To provide a compound expansion engine using a rocker actuated reciprocating cylinder head OI` miniaturè reciprocating cylinder head.

28. To provide an improved double acting multiple stage air compres-sor as an outfall from above developments~ in the form of a balance shaft counter-balanced series mounted unit. Normally these compres-sors are arranged in V-shape or L-shape for balance purposes ~O requiring two connecting rods and two cross heads and being of large envelope size. By series mounting, a more compact simple arrange.
ment is prov.~ded.
While the inventive concepts have been illustrated by preferred embodiments, it should be understood that innumerable alternative arrangements and recombinations can be made within the inventive concepts disclosed. As such the invention is not intended to be limited~ but be granted the full scope of the claims.

102-b

Claims (64)

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

1. A piston type internal combustion engine based on the novel three cycle process defining the process within the combustion chamber, said process comprising three distinct and positive cycles, the cycles being:
the pressure charging cycle, carried out during the final portion of the upstroke of the power piston with the charge pre-compressed by external charge pre-compressing means, the combustion cycle, carried out during the subsequent downstroke of the power piston and the positive exhaust expulsion cycle, carried out during the initial and greater portion of the subsequent upstroke of the power piston, said process completed and repeated every two strokes of said power piston, said engine comprising a cylinder block having one or more cylinders, a power piston, reciprocatably disposed, in each of said cylinders, a power shaft rotatably supported in said cylinder block, a connecting means for said power pistons to convert their reciprocating motion to rotational motion of said power shaft, a reciprocating cylinder head or heads, with one of each reciprocatably, within limits, disposed in each said cylinder and defining a piston shaped component disposed in an inverted position in said cylinder, to become opposed to said power piston and to thereby form said combustion chamber in each said cylinder, a head upper travel limiter means defining a positive means to limit the ascending travel of said reciprocating cylinder head to a fixed upper position, said limiter being seatable against said reciprocating cylinder head to resist combustion pressures, a reciprocating cylinder head actuating means for each said reciprocating cylinder head comprising a descending means and an ascending means said descending means defining a means to descend each said reciprocating cylinder head into its respective said cylinder during the greater initial portion of each of said upstrokes of said power piston to approach said power piston closely, without interference, intermediate the ends of saidupstroke, and to thereby reduce the geometric volume of the combustion chamber to small value for purposes of positive exhaust expulsion, said ascending means defining means to subsequently ascend said reciprocating cylinder head, without interference with said power piston, with the commence-ment of the ascending motion being in timed relation with the position of said power piston in said cylinder, and with said pressure charging cycle carried out during said ascending motion returning said reciprocating cylinder head to seat against said upper travel limiter means, an exhaust valving means, defining a valving means, for each said combustion chamber to allow expulsion of exhaust gasses, said valving means opening communication between said combustion chamber and the atmosphere during the greater initial portion of each of said upstrokes of said power pistons, said valving means closing said communication before the termination of said upstroke, a charge admission valving means defining a valving means for each said combustion chamber to admit a pre-compressed charge, said valving means opening communication between said combustion chamber and a charge pre-compressing means during the final portion of each said upstroke of said power piston, and closing said communication near the termination of said upstroke, a valve actuating means, defining a means to actuate each said exhaust valving means and each said charge admission valving means in timed relation with the position of said power piston or pistons, said charge pre-compressing means, defining a means to compress the fresh charge, said charge pre-compressing means being operatively driven by said power shaft, a fuel supply means, defining a means to add fuel to said charge, an ignition means.

2. The engine according to Claim 1 wherein the said pre-compressed charge is cooled before being admitted to said combustion chamber.

3. The engine according to Claim 1 wherein said pre-compressed charge is held at relatively constant pressure during the greater range of power outputs and wherein said head upper travel limiter comprises a power determinator defining an on-the-run, adjustable means to vary the initial volume of said combustion chamber, said initial volume determining the weight of the charge to be admitted, and to thereby vary the power output of the engine..

4. The engine according to Claim 3 wherein said pre-compressed charge is cooled after pre-compression, without a drop in pressure.

5. The engine according to Claim 1 wherein said pre-compressing means has a geometric displacement considerably less than the total geometric displacement of said power pistons.

6. The engine according to Claim 2 wherein said pre-compressing means has a geometric displacement considerably less than the total geometric displacement of said power pistons.

7. The engine according to Claim 3 wherein said pre-compressing means has a geometric displacement considerably less than the total geometric displacement of said power pistons.

8. The engine according to Claim 4 wherein said pre-compressing means has a geometric displacement considerably less than the total geometric displacement of said power pistons.

9. The engine according to Claim 1 wherein said pre-compressing means is double acting, with one side of said pre-compres-sing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficienct mode of operation during normal power output, with the ability to greatly increase its power --output at reduced efficiency for short term high power demand situations.

10. The engine according to Claim 2 wherein said pre-compressing means is double acting,f with one side of said pre-compressing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficient mode of operation during normal power output, with the ability to greatly increase its power output at reduced efficiency for short term high power demand situations.

11. The engine according to Claim 3 wherein said pre-compressing means is double acting, with one side of said pre-com-pressing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficient mode of operation during normal power output, with the ability to greatly increase its power output at reduced efficiency for short term high power demand situations.

12. The engine according to Claim 4 wherein said pre-compressing means is double acting, with one side of said pre-compressing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficient mode of operation during normal power output, with the ability to greatly increase its power output at reduced efficiency for short term high power demand situations.

13. The engine according to Claim 5 wherein said pre-compressing means is double acting, with one side of said pre-compressing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficient mode of operation during normal power output, with the ability to greatly increase its power output at reduced efficiency for short term high power demand situations.

14. The engine according to Claim 6 wherein said pre-compressing means is double acting, with one side of said pre-compressing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficient mode of operation during normal power output, with the ability to greatly increase its power output at reduced efficiency for short term high power demand situations.

15. The engine according to Claim 7 wherein said pre-compressing means is double acting, with one side of said pre-compressing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficient mode of operation during normal power output, with the ability to greatly increase its power output at reduced efficiency for short term high power demand situations.

16. The engine according to Claim 8 wherein said pre-compressing means is double acting, with one side of said sre-compressing means in active use during the normal power output range of said engine, during which the second side is fully unloaded, and with the said second side of said double acting pre-compressing means activated when extremely high power demand is required, whereby an engine is provided with an efficient mode of operation during normal power output, with the ability to greatly increase its power output at reduced efficiency for short term high power demand situations.

17. The engine according to Claim 1 wherein said power shaft comprises a crankshaft.

18. The engine according to Claim 1 wherein said power shaft comprises a shaft provided with radially profiled cam or cams to engage with said connecting means for said power pistons.

19. The engine according to Claim 1 wherein said exhaust valve means comprises a reciprocating sleeve valve means comprising an exhaust sleeve valve, defining a thin-walled cylindrical sleeve, reciprocatably disposed, coaxial with each said cylinder, in a first enlarged portion of bore in said cylinder, said sleeve surrounding said reciprocating cylinder head, said head reciprocating within said sleeve, said sleeve having an inside diameter slightly larger than said power pistons, said sleeve provided with an annular valve face on the bottom edge and coaxial with said cylinder, said sleeve provided with a fully annular, coaxial flange on the outside diameter, intermediate the ends of said sleeve, said flange forming a v ve spring seat; said flange reciprocatably disposed in a second enlarged portion of said bore in said cylinder an exhaust torus, defining a torus shaped duct, coaxial with said cylinder, surrounding the upper portion of said cylinder, an exhaust port, defining a fully annular, coaxial, narrow slotted opening in the top end of said cylinder, said port communica-ting radially with said exhaust torus by way of exhaust passages, said port provided with a coaxial, fully annular valve seat, facing upwardly, with said valve face on the bottom edge of said exhaust sleeve valve, seatable against said annular valve seat; to thereby close communication between said combustion chamber and said exhaust torus;
an exhaust sleeve valve spring, defining a coaxial, helically wound axially acting coil spring, surrounding the upper portion of said sleeve and bearing downwardly on said valve spring seat, biasing said exhaust sleeve valve to the closed position.

20. The engine according to Claim 1 wherein said exhaust valve means comprises a Burt and McCollum type sleeve valve means comprising said cylinder block, with each cylinder bore for said power pistons larger than the outside diameter of said power pistons to accommodate a full length coaxial Burt McCollum type sleeve valve, each said cylinder bore provided with radially oriented exhaust port or ports communicating with said combustion chamber and the atmosphere, said power pistons coaxially and reciprocatably disposed within said sleeve valve, said Burt McCollum type sleeve valve, operatively connected with said crankshaft to execute a reciprocating or a recipro-rotary, orbital type motion witllin each said cylinder bore, completing said motion every round of said cr kshaft, said sleeve valve provided with exhaust openings extending through the cylindrical wall of said sleeve valve, said exhaust openings aligning with said exhaust ports to establish communication between said combustion chamber and the atmosphere, during said exhaust cycle and closing said communica-tion upon commencement of said high pressure charging cycle, said valve actuating means to actuate said sleeve valve in timed relation with the said power piston.

21. The engine according to Claim 1 wherein said exhaust valve means comprises a poppet type exhaust valve means comprising said cylinder provided with exhaust opening or openings communicating with said bore in said cylinder and the atmosphere, said reciprocating cylinder head provided with an exhaust port or ports communicating with said combustion chamber and with said exhaust opening or openings, said exhaust port or ports each provided with a valve seat, a poppet type exhaust valve or valves each defining a mushroom-shaped valve including a stem portion and a head portion, said stem portion reciprocatably carried in said reciprocating cylinder head and extending through said exhaust port, said head portion carried at the bottom end of said stem and seatable against said valve seat to close communication of said exhaust port with said combustion chamber, a spring means acting on each said exhaust valve and urging said valve in direction to the closed position.

22. The engine according to Claim 1 wherein said charge admission valve means comprises said reciprocating cylinder head provided with a charge admission port or ports each connecting with said combustion chamber at a valve seat, said port communicating with said charge pre-compressing means by means of a reciprocative pressure tight connection means, a charge admission valve or valves each defining a mushroom shaped valve, including a head portion and a cylindrical body portion, said head portion seatable against said valve seat to close communi-cation of said charge admission port with said combustion chamber, said cylindrical body portion reciprocably carried in said recipro-cating cylinder head and extending through said charge admission port, a spring means acting on each said charge admission valve or valves and urging each said valve or valves in direction to close said valve or valves.

23. The engine according to Claim 1 wherein said charge admission valve means comprises said reciprocating cylinder head provided with a charge admission port or ports each defining a blind cylindrical bore, the open end of which connecting with said combustion chamber at a valve seat, the closed end of said bore provided with a coaxial valve guide, said charge admission port communicating with said charge precompressing means by means of a radially disposed opening in the side wall of said blind cylindrical bore, and a reciprocative, pressure tight connection means, a charge admission valve or valves, each defining a mushroom shaped valve including a valve stem, a valve head and a cylindrical valve head extension, said valve head seatable against said valve seat to close communication of said charge admission port with said combustion chamber, said valve stem reciprocably carried in said coaxial valve guide, and extending through said charge admission port said cylindrical valve head extension defining a cylindrical skirt, coaxially carried on the inside of said valve head by means of a coaxially pinched waist, said cylindrical skirt reciprocative in said blind cylindrical bore, said coaxially pinched waist forming an annular torus-shaped space within said charge admission port, said space communicating with said charge are compressing means by means of said radially disposed opening, said coaxially pinched waist exposing equal areas above and below said annular torus-shaped space the charge pressure, thereby providing neutral bias, due to charge pressure on said charge admission valve, a spring means acting on each said charge admission valve or valves and urging each said valve in direction to close said valve or valves.

24. The engine according to Claim 23 wherein said pinched waist exposes unequal areas above and below said annular torus-shaped space to charge pressure, with the said area above being larger than the said area below said annular torus-shaped space, thereby provid-ing positive bias, due to charge pressure, on said charge admission valve, said positive bias urging said valve to the closed position.

25. The engine according to Claim 1 wherein said charge admission valve means is carried in said reciprocating cylinder head means, and wherein said communication between said combustion chamber and said charge pre compressing means includes a telescoping reciprocative, pressure tight snorkel type connection means, comprising said reciprocating cylinder head provided with a snorkel defining a cylindrical duct, with the axis parallel with the axis of said cylinder or cylinders, said cylindrical duct communicating inwardly with said charge admission valve means and being open outwardly, a static cylindrical duct, rigidly supported on said cylinderblock and arranged coaxially in line with the outward open end of said snorkel and reciprocatively connected with said snorkel by means of a telescoping pressure tight joint, said static cylindrical duct communicating outwardly with said charge pre compres-sing means.

26. The engine according to Claim 19 wherein said valve actuating means includes an exhaust sleeve valve rocker means, compris ng a bifurcated, tuning fork shaped rocker, pivoting about an axis which is normal or square to the long axis of said cylinder, or cylinders, said axis for said rocker lying intermediate the points of actuation force application and actuation force reaction, with the bifurcated ends of said rocker straddling said exhaust sleeve valve said bifurcated ends terminating in crosswise, in line, inward facing pins, each rotatably disposed in a valve trunnion block, with each said block slidably engaging said valve spring seat on the bottom surface, on the centerplane of said cylinder and with the outward stem end of said rocker provided with engaging means for actuating said rocker in timed relation with the position of said power piston or power pistons.

27. The engine according to Claim 20 wherein said valve actuating means comprises said sleeve valve, provided with a down-wardly extended vertical leg on the front or back bottom edge, said leg carrying an inward facing roller on an axis parallel to the long axis of said engine, an exhaust sleeve valve cam, defining an annular web, carried coaxially and radially by said powershaft on a plane which is inside of said vertical leg, said annular web provided with a profiled slot or groove in the outside face to engage and accommodate said inward facing roller, said slot or groove profiled to reciprocate said sleeve valve in timed relation with the position of said piston.

28. The engine according to Claim 21 wherein said valve actuating means includes an exhaust valve actuating means comprising a cam follower, defining an elongated component including a head portion and a stem portion, said stem portion reciprocably carried in a cam follower guide, on an axis which is normal to, or at an acute angle to, the long axis of said cylinder, a said guide mounted on, or carried by, said cylinder block near the outward end of said reciprocating cylinder head, said head portion facing in the direction of said long axis of said cylinder and provided inwardly with a flat actuating raceway, said raceway forming a flat surface parallel with said long axis of said cylinder, an exhaust valve rocker, defining two arms, joined to form an L-shaped or a T-shaped rocker lever and provided with a pivoting fulcrum near the junction of said arms, said fulcrum carried by said reciprocating cylinder head, with the first arm arranged upwardly and near vertically and carrying a first engaging surface at the upward end, said first engaging surface engaging said flat actuating raceway on the inward said elongated flat surface, and with the second arm arranged near horizontally to terminate in a second engaging surface, said second engaging surface engaging said poppet type exhaust valve or valves, directly or indirectly, an actuating means, actuating said cam follower in timed relation with the position of said power piston, whereby an arrangement is provided which will permit said reciprocating cylinder head to reciprocate within limits without affecting the timing of said exhaust valve.

29. The engine according to Claim 22 wherein said valve actuating means includes a charge admission valve actuating means comprising a cam follower, defining an elongated component, including a head portion and a stem portion, said stem portion reciprocably carried in a cam follower guide, on an axis which is normal to, or at an acute angle to, the long axis of said cylinder, said guide mounted on or carried by, said static cylinder head near the outward and of said reciprocating cylinder head, said head por-tion facing in the direction of said long axis of said cylinder and provided inwardly with an elongated flat actuating raceway, said raceway forming an elongated flat surface parallel with said long axis of said cylinder, a charge admission valve rocker, defining two arms, joined to form an L-shaped or a T-shaped rocker lever and provided with a pivoting fulcrum at the junction of said arms, said fulcrum carried by said reciprocating cylinder head with the first arm arranged upwardly and near vertically and carrying a first engaging surface at the upward end, said first engaging surface engaging said flat actuating raceway on the inward said flat surface , and with the second arm arranged near horizontally to terminate in a second engaging surface, said second engaging surface engaging said charge admission valve or valves directly or indirectly, an actuating means, actuating said cam follower in timed relation with the position of said power piston, whereby an arrangement is provided which will permit said reciprocating cylinder head to reciprocate within limits without affecting the timing of said charge admission valve.

30. The engine according to Claim 1 wherein said recipro-cating cylinder head actuating means comprises a desmodromic actuating means, defining a cam shaft rotatably supported by said static cylinder head and operatively connected with said powershaft, and rotating in timed relation with the position of said power piston, said cam shaft provided with a descending cam and an ascending cam, said ascending cam.
a reciprocating cylinder head connecting means, defining a means operatively connecting said reciprocating cylinder head with said descending cam and said ascending cam and actuating said reci-procating cylinder head in timed relation with the position of said power piston.

31. The engine according to Claim 30 wherein each said reciprocating cylinder head connecting means comprises a reciprocating cylinder head rocker assembly comprising an L-shaped arrangement of two rocker arms, each provided with a roller at its free end, said arms attached to a common torque tube, said torque tube pivotably supported by said static cylinder head on an axis which is parallel to said camshaft, said two rocker arms straddling said camshaft so that said roller on the first of said two rocker arms engages said descending cam and so that said rollers on the second of said two rocker arms engages said ascending cam, said rocker assembly further comprising one or two cantilevered head actuating arms, attached to said common torque tube and termina-ting at the centerplane of said reciprocating cylinder head, one or two head connecting links, pivotably attached to both the termination of said cantilevered head actuating arms and to the said reciprocating cylinder head.

32. The engine according to Claim 1 wherein said recipro-cating cylinder head actuating means comprises a camshaft, rotatably supported by said static cylinder head and operatively connected with said powershaft, and rotating in timed relation with the position of said power piston, said camshaft provided with an ascending cam a reciprocating cylinder head rocker assembly comprising a torque tube, pivotably supported by said static cylinder head on an axis which is parallel to said camshaft, said torque tube provided with a cantilevered ascending arm, on the free end of which is mounted a roller, said roller engaging said ascending cam, said torque tube further provided with one or two cantilevered head actuating arms which terminate at the centerplane of said reciproca-ting cylinder head, one or two head connecting links pivotably attached to the termination of said cantilevered head actuating arms and to the said reciprocating cylinder head said static cylinder head provided with a charge trans-mission torus, defining a C-shaped or full annular torus-shaped duct, coaxial with said bore and pressurized by said high pressure charge, said torus communicating radially inwardly with said bore, by means of a number of ports, said reciprocating cylinder head provided with an upward coaxial cylimdrical head extension, smaller in diameter than the head portion of said reciprocating cylinder head, thereby forming an annular space around said head extension within said bore, said annular space communicating with above said ports, said annular space being closed above by a coaxial annular element, rigidly carried by said static cylinder head, with said head extension reciprocative in said coaxial annular element, whereby said high pressure charge acting in said annular space biases said reciprocating cylinder head in direction to descend into said cylinderduring the initial portion of said upstroke of said power pistons, when the combustion pressure in the combustion chamber has been relieved by the opening of said exhaust valve means, until stopped by travel bottom limit means, and whereby said recip-rocating cylinder head commences ascending upon being acted on by said cantilevered ascending arm.

33. The engine according to Claim 1 wherein said recipro-cating cylinder head actuating means comprises a camshaft, rotatably supportedby said static cylinder head and operatively connected with said powershaft, and rotating in timed relation with the position of said power piston, said camshaft provided with an ascending cam a reciprocating cylinder head rocker assembly comprising a torque tube, pivotably supported by said static cylinder head on an axis which is parallel to said camshaft, said torque tube provi-ded with a cantilevered ascending arm, on the free end of which is mounted a roller, said roller engaging said ascending cam, said torque tube further provided with one or two cantilevered head actuating arms which terminate at the centerplane of said reciprocating cylinder head, one or two head connecting links pivotably attached to the termination of said cantilevered head actuating arms and to the said reciprocating cylinder head, a spring means, acting on said reciprocating cylinder head and urging said head in direction to descend into said cylinder during the initial portion of said upstroke of said power pistons when the combustion pressure in the combustion chamber has been relieved by the opening of said exhaust valve means, until stopped by travel bottom limit means, and whereby said reciprocating cylinder head commences ascending upon being acted on by said cantilevered ascending arm.

34. The engine according to Claim 3 wherein said recipro-cating cylinder head actuating means comprises said reciprocating cylinder head, free to travel within a fixed bottom limit and an adjustable upper limit, said upper limit determined by the position of said power determinator, said static cylinder head provided with a charge trans-mission torus, defining a C-shaped or full annular torus-shaped duct, coaxial with said bore, and pressurized by said high pressure charge, said torus communicating radially inwardly with said bore, by means of a number of ports, said reciprocating cylinder head, provided with an upward coaxial cylindrical head extension, smaller in diameter than the head portion of said reciprocating cylinder head, thereby forming an annular space around said head extension within said bore, said annular space communicating with above said ports, said annular space being closed above by a coaxial annular element, rigidly carried by said static cylinder head, with said head extension reciprocative in said coaxial annular element whereby said high pressure charge acting in said annular space biases said reciprocating cylinder head in direction to descend into said cylinder when the combustion pressure in the combustion chamber has been relieved by the opening of said exhaust valve means, during the initial portion of said upstroke of said power pistons, until stopped by travel bottom limit means, and whereby said reciprocating cylinder head commences ascending upon being acted on by said cantilevered ascending arm, whereby said high pressure charge acting in said annular space biases said reciprocating cylinder head in direction to descend into said cylinder during the initial portion of said upstroke of said power piston when the combustion pressure in the combustion chamber has been relieved by the opening of said exhaust valve means, and whereby said reciprocating cylinder head commences ascending upon opening of said charge admission valve, said opening resulting in strong charge pressure in said combustion chamber urging said reciprocating cylinder head in direction to ascend.

35. The engine according to Claim 3 wherein said reciprocating cylinder head actuating means comprises said reciprocating cylinder head, free to travel within a fixed bottom limit and an adjustable upper limit, said upper limit determined by the position of said power determinator, a spring means, acting on said reciprocating cylinder head and urging said head in direction to descend into said cylinder during the initial portion of said upstroke of said power pistons when the combustion pressure in the combustion chamber has been relieved by the opening of said exhaust valve means until stopped by travel bottom limit means, whereby said reciprocating cylinder head commences ascending upon opening of said charge admission valve, said opening resulting in strong charge pressure in said combustion chamber urging said reciprocating cylinder head in direction to ascend.

36. The engine according to Claim 1 and further including control means to control the pressure of said pre-compressed charge to constant value.

37. The engine according to Claim 36 wherein said control means includes unloading means for intake valves of said charge pre-compressor.

38. The engine according to Claim 36 wherein said control means includes throttling means for the air intake of said charge pre-compressor

39. The engine according to Claim 36 wherein said control means includes blow-off means for the pre-compressed charge.

40. The engine according to Claim 1 and further including a thermostatically controlled cooler for the said pre-compressed charge.

41. The engine according to Claim 40 and further includ-ing a second stage charge pre-compressor, including an after cooler for the said second stage charge pre-compressor.

42. The engine according to Claim 1 wherein said charge pre-compressor is integrated in said cylinder block and includes a cooler.

43. The engine according to Claim 42 and further including a second stage charge pre-compressor integrated in said cylinder block including an after cooler.

44. The engine according to Claim 42 wherein said cooler is integrated is the cylinder block of said engine and is disposed inside the coolant jacket of said cylinder block.

45. The engine according to Claim 43 wherein said after cooler is integrated in the cylinder block of said engine and is disposed inside the coolant jacket of said cylinder block.

46. The engine according to Claim 43 wherein said second stage charge pre-compressor is mounted on top of the first stage of said charge pre-compressor, with second stage piston being operatively connected series with the piston of said first stage.

47. The engine according to Claim 46 wherein said second stage charge pre-compressor is executed in a cast housing which is separate from the cast housing for the said first stage, and wherein the first stage pre-compressor head comprises a thick, flat, cylindrical disc, incorporating the self-acting inlet valves and self-acting outlet valves for said first stage, said first stage pre-compressor head being sandwiched between and disposed in counter bores in said cast housings to thereby align said housings coaxially.

48. The engine according to Claim 1 wherein the charge pre-compresing means includes self-acting air inlet valves and outlet valves, executed as compact cylindrical cartridges.

49. The engine according to Claim 48 wherein said self-acting air inlet valves and outlet valves include an integrated combined inlet and discharge valve cartridge comprising a cylindrical valve body, which incorporates an annular air inlet slot close to the perimeter and a coaxial, central air outlet hole, with coaxial seats arranged on the bottom and on both sides of said air inlet slot and an upward facing coaxial outlet seat arranged on an annular inward facing flange carried by a coaxial cylindrical extension around the bottom end of said air outlet hole, a flat annular inlet valve defining a thin flat circular disc with a relatively large coaxial hole in the center, and disposed over said annular air inlet slot, an inlet valve spring, biasing said flat annular inlet valve in the closed position, an inlet valve spring seat, coaxially disposed around the bottom end of said coaxial cylindrical extension and providing a reaction surface for the said inlet valve spring, a discharge valve disc, defining a disc, coaxially disposed in said coaxial air outlet hole, and seatable on the upward face of said upward facing coaxial outlet seat, a discharge valve disc bias spring, coaxially disposed in said central air outlet hole, and biasing said discharge valve disc in the closed, downward position, a discharge valve guide, defining a number of laterally disposed webs inside said air outlet hole, guiding the outside edge of said discharge valve disc to maintain a coaxial position and providing a seating surface for the reaction end of said discharge valve bias spring.

50. The engine according to Claim 48 wherein said self acting air inlet valve cartridge comprises a cylindrically shaped inlet valve body comprising a coaxial arrangement of two cylinders; a first outer hollow cylinder provided with a rimmed flange on the outer and closed end, for retaining purposes, and provided with a first annular coaxial valve seat on the other end; said first hollow cylinder being provided with radially oriented openings in the cylindrical outside surface, with said openings penetrating into the hollow interior of said first hollow cylinder; a second inner solid and much smaller cylinder, disposed coaxially within the hollow cylindrical interior of said first cylinder, said second cylinder provided with a smaller coaxial cylindrical extension outwardly, said extension forming a guiding and retaining means for the valve disc, said second cylinder terminating outwardly in a second annular coaxial valve seat, which is flush with said first annular coaxial valve seat, with the said first and said second valve seats defining an annular slotted opening which communicates inwardly with the said hollow interior;
an inlet valve disc, defining a thin, flat disc with a hole in the center, said valve disc being reciprocatably and coaxially disposed about said cylindrical extension, said hole in said valve matching the outside diameter of said cylindrical extension with clearance for reciprocative purposes, said valve disc being seatable on said annular coaxial valve seats, an inlet valve bias spring, defining a helically wound axially acting flat ribbon spring, biasing said inlet valve disc in the closed position; or alternatively defining a spirally wound axially acting wire spring;
an inlet valve bias spring seat, defining a flat annular ring, disposed coaxially about the extreme outward end of said cylindrical extension and retained on said end by a snap ring.

51. The engine according to Claim 48 wherein said self-acting air inlet valve cartridge comprises an inlet valve body and disc guide defining a thin-walled open ended cylinder, provided with a rimmed flange on one end for retaining purposes and provided with radially or laterally oriented transverse webs inside the other end, said webs providing a means for guiding the valve disc and for seating the valve disc bias spring;
said open ended cylinder being perforated with holes in the cylindrical outside surface for purposes of allowing air passage, an inlet valve seat body, defining a thin walled cylinder closed on one end and with the other end forming an annular coaxial valve seat, said thin walled cylinder being provided with radial annular outward facing flanges on both ends for purposes of coaxial assembly within said inlet valve body and disc guide, said thin walled cylinder being perforated with holes in the cylindrical outside surface for purposes of allowing air passage; said inlet valve seat body being coaxially assembled within said inlet valve body and disc guide and securely sealed and retained within said inlet valve body;
an inlet valve disc, defining an annular flat disc, disposed within said inlet valve body and disc guide and seatable on said annular coaxial valve seat;
an inlet valve bias spring, defining a spirally wound axially acting wire spring, biasing said inlet valve disc in the closed position, whereby an engine is provided having a self acting, one way air inlet check valve, in compact readily serviced form.

52. The engine according to Claim 48 wherein said self acting air outlet valve cartridge comprises an outlet valve body, defining an open ended thin-walled cylindrical body, provided with a radially oriented, outward racing annular flanged rim on the first end, provided for retaining purposes and inward facing annular flange on the second end, said inward facing flange provided with annular valve seat on the inner edge, said valve seat facing the interior of said outlet valve body, a bottom closing plug and valve disc guide unit, including a thick cylindrical disc, disposed in said first end of said outlet valve body and closing said first end, and further including valve disc guide webs defining radially oriented, axially disposed webs, disposed within said outlet valve body for purposes of reciprocatably guiding the outlet valve disc onto the said valve seat, an outlet valve disc, defining a thin disc, reciprocably, within limits, disposed within said outlet valve body and seatable on said annular valve seat, a valve disc bias spring, defining a helically wound wire spring, biasing said outlet valve disc in the closed position, where an engine is provided with air outlet valve cartridges in compact readily serviced form.

53. The engine according to Claim 46 wherein the said second stage piston is operatively connected to the top of said first stage piston by means of a cylindrical piston rod which passes through the cylinder head of the said first stage pre-compressor, said piston being sealed in said cylinder head by means of a rod gland, comprising a number of independent seal rings, stacked one above the other, and coaxially and reciprocatably disposed around said piston rod, with each said seal ring defining an annular ring, transversely split through one side, said seal rings being disposed in a counter bored, thread hole coaxially arranged on the axis of said cylinder head, a gland retainer nut, defining an externally threaded thin walled cylinder with an inward facing flange on one end, said flange bearing on, and retaining said independent seal rings within said counterbored threaded hole.

54. The engine according to Claim 53 wherein said independent seal rings are provided with self lubricating plastic annular seal ring inserts, bearing and sealing on said piston rod, and wherein said independent seal rings are each further provided with a C-shaped spring wire, seal ring bias spring coaxially arranged around said independent seal ring and biasing the gripping or clamp-ing action of said seal rings in the direction of the long axis of said piston rod, whereby an engine is provided with a self lubricating, spring loaded pre-compressor piston rod gland.

55. The engine according to Claim 44 wherein both ends of said cooler are semi-permanently swaged into the bottom surface of the cylinder head for the said integrated charge pre-compressor and wherein the upper surface of the said cylinder block is provided with a coaxial annular slotted opening around said integrated charge pre-compressor, said annular slotted opening allowing said cooler to enter the coolant jacket for said integrated charge pre-compressor while the said cylinder head is lowered onto the cylinder of said integrated charge pre-compressor, whereby an engine is provided with facitated assembly and maintenance procedure.

56. The engine according to Claim 47 wherein both ends of said after cooler are semi-permanently swaged into the bottom surface of the cylinder head for the said second stage charge pre-compressor and wherein the upper surface of the said cast housing is provided with a coaxial annular slotted opening, said annular slotted opening allowing the said cooler to enter the coolant jacket for said second stage charge pre-compressor while the said cylinder head is lowered onto the cylinder of said second stage charge pre-compressor, whereby an engine is provided with facilitated assembly and maintenance procedure.

57. The engine according to Claim 11 wherein said cylinder block comprises three cylinders arranged in line, with the front cylinder acting as the cylinder for a piston type charge pre-compres-sing means, and with the rearward two cylinders each disposing one of said power pistons.

58. The engine according to Claim 57 wherein the said charge pre-compressing means includes a piston type first stage charge pre-compressor, utilizing the said front cylinder and further includes a piston type second stage charge pre-compressor, mounted on top of said first stage charge pre-compressor with the piston of said second stage charge pre-compressor operatively connected to the piston of said first stage charge pre-compressor by means of a straight t acting coaxially arranged piston, passing through the head of said first stage charge pre-compressor.

59. The engine according to Claim 3 wherein said power determinator means comprises said reciprocating head executed to form a mushroom-shape, including a head portion and a stem portion said head portion facing downward and being reciprocatably disposed in said bore in said static cylinder head, said stem portion forming a hollow cylindrical extension of said head portion, directed upwardly and smaller in diameter than said head portion to thereby form an annular ledge around the bottom end of said stem portion, a power determinator sleeve, defining an open ended hollow cylinder, externally threaded, coaxially and reciprocatably disposed around said stem portion with the bottom edge of said sleeve seatable against said annular ledge, said sleeve free to reciprocate within limits in said static cylinder, said sleeve prevented from rotating by slidable means which engages said static cylinder head, a power determinator adjustor defining an internally threaded annular ring or sleeve coaxially disposed around said power determinator sleeve, said internal thread matching and engaging said external thread on said power determinator sleeve, said adjustor rotatably carried in said static cylinder head and restrained from axial movement within said static cylinder head, a reversible engaging means for said power determinator adjustor, defining a means to engage and rotate said adjustor within limits in either direction to thereby raise or lower said power determinator sleeve within limits.

60. The engine according to Claim 3 wherein said power determinator means comprises said cylinder block with each power cylinder provided with coaxial, cylindrical, cylinder wall extensions, upwardly extending and externally threaded, said reciprocating head executed to form a mushroom shape including a head portion and a stem portion, said head portion facing downward and being reciprocatably disposed in said bore in said static cylinder head, said stem portion forming a hollow cylindrical extension of said head portion, directed upwardly and smaller in diameter than said head portion to thereby form an annular ledge around the bottom end of said stern portion, a power determinator sleeve, defining an open-ended hollow cylinder, internally threaded to match the said external thread on said cylinder wall extensions, said sleeve coaxially disposed around each said cylinder wall extension with said threads mutually engaging said sleeve further provided with an annular, internally directed flanged rim located directly above said internal thread, with the bottom face of said flanged rim seatable against said annular ledge, said sleeve provided with engaging means for rotating said sleeve in both directions thereby providing an adjustable positive upper travel limiter for said reciprocating cylinder head.

61. The engine according to Claim 3 wherein said power determinator means comprises said cylinder block, with each power cylinder provided with coaxial, cylindrical cylinder wall extensions, upwardly extended and further provided with a second cylindrical extension, coaxial with, and surrounding said cylinder wall extensions, said second cylindrical extension provided with internal thread means, said reciprocating cylinder head, executed to form a mushroom shape, including a head portion and a stem portion, said head portion facing downward and being reciprocatably disposed in said bore in said static cylinder head, said stem portion forming a hollow cylindrical extension of said head portion, directed upwardly and smaller in diameter than said head portion to thereby form an annular ledge around the bottom end of said stem portion, a power determinator sleeve, defining an open ended hollow cylinder, externally threaded to match said internal thread means, said sleeve coaxially disposed around each said cylinder wall extension with said threads mutually engaging, said sleeve further provided with an annular, internally directed flanged rim located directly above said internal thread, with the bottom face of said flanged rim seatable against said annular ledge, said sleeve provided with engaging means for rotating said sleeve in both directions thereby providing an adjustable positive upper travel limiter for said reciprocating cylinder head.

62. The engine according to Claim 3 wherein said power determinator actuating means comprises said power determinator means, provided with screw thread means, the rotation of which in either direction, raises or lowers the seatable work surface of said power determinator means, said screw thread means including a coaxial worm gear rotating means, a worm shaft, defining a shaft rotatably carried by said static cylinder head and restrained from axial movement, said worm shaft provided with a worm thread engaging said worm gear rotating means, said worm shaft connected to operating means which operates said worm shaft in appropriate direction in response to power output demand placed on said engine.

63. The engine according to Claim 3 wherein said power determinator actuating means comprises said power determinator means, provided with screw thread means, the rotation of which in either direction, raises or lowers the seatable working surface of said power determinator means, said screw thread means including a coaxial gear rotating means, a gear pinion shaft, defining a shaft rotatably carried in said static cylinder head and provided with a gear pinion engaging said coaxial gear rotating means, said gear pinion shaft connected to operating means which operates said gear pinion shaft in appropri-ate direction in response to power output demand placed on said engine.

64. The engine according to Claim 3 wherein said power determinator actuating means comprises said power determinator means, provided with screw thread means, the rotation of which in either direction, raises or lowers the seatable working surface of said power determinator means, said screw thread means including a coaxial gear rotating means, a gear rack, defining a straight elongated element provided with gear teeth on an elongated surface, said gear rack reciprocably carried in said static cylinder head, with said gear teeth engaging said coaxial gear rotating means, said gear rack connected to operating means which linearly operates said gear rack in appropriate direction in response to power output demand placed on said engine.