CA1155768A - Cam operated engine - Google Patents

Abstract

A CAM OPERATED ENGINE
Abstract of the Disclosure A cam operated internal combustion engine of piston type positive displacement variety, having novel piston-to-cam connecting means. The pistons are cam operated to optimize the aspiration, combustion and expansion process. Executed in axial and radial cam versions, with alternatively a two cycle, four cycle or novel three cycle mode of operation. The arrangements provide advantages in manufacturing and construction, as well as improved thermal efficiencies.

Description

1 ~5576~
A C~ ~PERATED ENGINE
~ ._ . .

Field Or the In~ention ~ hi~ in~ention relates to plston typ~ ca~ op~rated internal combustio~l engl~es ha~ing impro~ed plston-to-cam eo~ne¢ting mePn~, and fmpro~ed deslgn restures~

Back~ound Or the,~n~ention .
It is known in the art relating to design of machlnery that often optimum ef~ie~ency results ir each ma~or component i8 desig~ed to carry out one speelrlc runction. The multitude of func-tions earrled out by the piston and combustlon chamber in con~ention-0 al plston type internal combu~tlo~ englnes dsmands comprDmlses whlchs~everely limit the srflclency Or each of the cyclcs whieh make up the o~er~ll process~ Rererence i8 made to our co-pending Canadian appllcatio~ no~ 778-226-~; flled 81-~5-25; ~ntltled - ~Three Cycle ~ngine with Yarying Combustion Chamber Volume~ror a deqcriptlon o~
the novel three cycle proces~ engine, wherein the charge ~reparation proce~ses are separated from the combustion expansion and exhaust expulsion pro¢e~es ~nd optimi~ed, said three cycle process compris-ing three d~ ~tinct cycle~ within thc combu~tion chamber, the cyclçs being~ the high pres~ure charging cycle with the pi~ton generally 3 o ~ear the top position of it~ strol~e, imm~diately ~ollo~ed by the combu~tion and e~psn~io~ cycle, carrying the piston downward, iollowed by the po~itive exhaust expul~ion cycle, carried out during 1 ~5576~
the greater portion o~ the ~ubsequent upstroke o~ the piston; the high pressure charge admitted under constant density regardless Or power output and pre-compressed by a separste charge pre-compressor;
the power output being varied as require.d by adjusting the initial pre-combustion volume of the combustion chamber, on the run. The above novel process may advantageously utili~e cam operated engines, since a cam may retain the piston stationa~y ln the top positioQ
while high pres~ure charging and combustion takes place. In order to enhance the mechanical arrangement of cam operated versions of the above invention, the present invention provides impro~ed detail embodiment3, specifically in the pi~ton to c~m connecting means.
ReferenCe is also made to our co-pending C&n~.dian applica-tion no. 3957~3;. ~ile~ 82-02~-08~ entitled _ n-~n ~nternal Combustion Engine With Improved Expansion Ratio'~ for ~ description of an inter-nal combustion engine and B miniature reciprocating cylinder head and novel poppet sle~e valves; for use in said engine, to improve the aspiration cycles and e~pa~ion ratios. Said novel min~ r~cipro-cating ¢ylinder head defines a miniature cylinder bore, axially in line with the main cy~inder bore, and reciprocP1ly carrying a piston Z shaped component r facing downwardly, compri~ing said mini rec.iproca-ting cylinder head. Said head i8 ~lexibly biased downwardly to reduce the combu~tion chamber to extremely small volume during aspiration, ~reatly ennancing aspiration, with the charge pre~sure in the combustion chamber æubsequently drlving said head upwardly to seat against an on-the-run Q~ justable upp.er travel limiter, there-by ef~ectively varyin~ the combustion chamber volume. 'The ~ariation in combustion chamber volume maintalns the charge o~ maximum permis-si~le density, regardles~ of the mass of the ch~rge admittedt refiulting in improved thermal efficiencies due to improved expansion 3 o ratios at reduced charge intakes.
Said no~el poppet sleeve valves comprl~e valves shaped as cylindrical slee~es, ior reciprocative guidance, with inward or outward directed seatable rlanges, compri~ing the valve head.

1 ~55768 This conqtruction~ allow3 coaxi~l dispos~l Or qeveral val~es and/or ~bove ~ald mlni reciprocat~ng cylinder head, for improYed a~piration, stratlfied c~arging and/or sy~metr~cal combustion.
The present in~ention ad~antageously u3es above improve-ments in novel improv~ embodiments, although the de~irable proper-tie~ o~ sbove de~gn~ ~re retained. Specifically the actuating mean~ ror a ~alve carrie~ by ssid minl reciprocating cylinder head i8 impro~e~ ln the present invention.

~mmarY Or the Lnventlon I The present lnvention provide~ engine arrsngement3 u~ing a ¢oaxlP~ or radial cam to operate the pistons, with novel plston to cam connecting me~ns, Bi~ing lower engine profile, gr~atly reduced ~iston ~rlction ~nd wesr due to elimination Or practic lly all qlde thru~t, lower manuracturing cost and impro~ed lon~evity~ Contrary to cran~shart operated englnes, oam operation depends on the wedge princlple, the ~edge bein~ a roller dri~en bet~een the inclined surrace of the cam and a ~ertlc~lu reaction surface~ ~he present in~ention provideR a novel thrust radius arm to take all torque reactions, reducing manuracturing cost~, impro~ing longe~ity and O practlcally ellminating Irlotion duo to torque reaction. ~he u~ual flanged construction Or the cam, with the main cam rol~er riding on to~ Or the ~lange and a s~aller cam rollower roller disposed below the fla~ge, i8 eli~lnated and replacod by a ~i~pler to manuiacture, moro rug~ ca~, wlth alternative flc~m followin~" mean~ or piston return mean~ pro~lded, with the ilmportsnt ~ide bene~ita Or lo~ered engine pro~ile ~nd~ in some ca~es~ automatic, or external}y ad~u~-table, cam roller play take-up.
The engine arrangoment~ of the ~resent invention utili~e the no~el miniature re¢lpro¢atlng cylinder head a~ outlined pre~ious-..` ~ ~L
3 ~ ly~ ~ith a novel, si~pli~led actuati~g mean~ fQr the charge ad~ls~ionval~e carried bx said ~iniature head~ ~y utlli~ing three coa~lal ~a~ ~e~, two con¢entric inlet val~es and ono co~centric exhaust val~e, strongly Ytr~tiri~d, ~oa~ har8e admlsslon may be achie~ed, where_ 1 i557~3 by a coaxi~l blanket of pure air may surround the centr~l charge trapped in the actual miniature combustion chamber; it is believed that the coaxial blanket oi pure air will ~low heat losses to the cylinder walls and improve emission by providing excess air, yet allow strong combustion. ~hese and other ~eatures and advantages Or the invention will be .r.ore fully understood from the iollowing description of preferred embodi~ents taken together with the accompanying drawings.

_ the DrawinB~
0 In the drawin&ss Figure 1 i8 a cross section on the longitudinal center plane of a four cylinder a~ial cam operated engine iormed according to the invention, this particular emDodiment being of no~el three cycle variety. By suitable alteration of piston cam and valve cam profiles, this engine may operate as a two cycle or a four cycle engine Q19 0 }
Figure 2 is a cros~ section taken on plane A-A in Figure 1 and show~ the plan view of the axial cam, novel cam rollers and no~el cantilevered thrust radius arms;
~o Eigure 3 i8 identical to Figure 2, except being partial in extent, showing a novel alternative bifurcated thrust radius arm;
Figure 4 is a partial cross section taken on plane C-C in Figure 1, and ~how~ the annular torus shaped exh~ust collector duct, the cylinder head bolts, the miniature bores for the novel miniature reciprocating cylinder head, and the ignitor location, operating in a curved cavity provided ln the top oi the piston and reaching beyond the lower ed~e of the miniature bore ior the said headj.
Pigure 5 is a partial cros~ section taken on plane B in Figure 1 and shows the lar~e cylinder bores, annularly and symmetri-3 o cally arranged around the long axi8 of the en~ine, the upper main shaft bearing, and a cros~ section through a piston. The piston, not having to take side thrust reactions, is exe¢uted lighter than usualj Figure 6 is a partial cross section taken on plane D in Figure 1 and shows the bores ~or the novel mini reciprocating cylinder head, the bores for the hydraulic cam ~ollowers for the poppet type e~haust valves, and one of the angular contact ball bearings ~or the novel comhined valve cam and charge pre-compressor reciprocstor~
Figure 7 is a partial cross section taken on plane E in Figure 1 and shows the bores~the novel ,nini rec,iprocating cylinder head, and the novel com~ined valve cam an~ charge pre-compressor ~ reciprocator;
Figure 8 is a partlal cross se¢tion taken on planes F and G in Fi~ure 1 and shows the channels cast in the ~lat pan-cake 3tyle cylinder heads for the pre-compressor ~irst stage and the cartridge type self-acting air inlet and air discharge valves. Also shown are the coaxial upper travel limiters for the mini reciprocating cylinder heads;
Figure 9 is a partial cross section taken on plane H in Figure 1 and ~hows the channel~ cast in the ~lat pan-cake style cylinder heads for the pre-co~pres&or second sta~e with ~nor~el charge admission tubes ~180 shown. ~lso 3hown i8 the intercooler coil within the ¢oalant jacket oi the pre-compressor;
Pigure 10 is a partial cros~ section taken on plane I in Figure 1, and ~hows the cnsnnels cast in the ~lat pan-cake style cylinder head ror the pre-compressor second stag~; shown i~ the inlet to the a~ter cooler coils and the outlet ~rom same di~charging into a coaxial annular torus shapod duct, distributing the cooled, pre-compress;ed extremely high d~nsity charge to thc snorkel tubes whieh fe~d the miniatur~ reciprocating cyl~nder heAds; ruel inJection i~to the lnlet openings Or the snorkel tube~ is preferred at thl~
3 ~ point; ~ith the fuel being ~n~ected of~-center, ~tratified charging Or the ministure combustio~ chamber ma~ be achieved, with the rich ~ixture being transmitted ~irtually undiluted to the vicinity of the spark plug tip by way of the by-pas~ port~ in the miniature 1 15576~
reciprocating cylinder head;
ligure 11 is a partial tranY~er~e oross section on the longitudinsl centerplsne Or the engine shown in Figur~ 1, sho~ing slternative cylindricsl s~isl csm roller~;
~ igure 1~ i~ the same a~ Figure 11, except the axial cam rollers sre spherlcsl ~or better llne contact under deflected condltions cau~ed by hes~y losding;
~ igure 13 i8 the ~amc ae Figure 11, e~c~pt the ~mall i~ard cam followcr roller i9 eli~inated, the ~ain rol~er boing lo trapped between t~o a~a~ ~rorilc~, ~lth an orr-set bi~urcatcd plston con~ecting link ~traddling thc csntile~crod thru3t radiw ar~ end;
~ igure l~ i8 thc sa~e a8 ~igure 11, except the sm~ll inward cam rol~ower rollcr i8 r~placed b~ a bottom carrie~ ca~
follower roller,. earr~ed~-on a sm~ -downward extension on the Cantile~Rred thrust radius arm end;
~ lgure 15 i8 the same a9 Figuro 11, except the rollors aro spheri¢al and the cantile~erod thr w t radius arm i8 ropLaced b~ a birurcated thru~t radiw ~r~, ~lth the blfurcatod pi8~0n ;~ connecting llnk straddll~g t~e ends Or sald radius arm;
Pigure 16 i8 ~ side ~ie~ of the co~ponents sho n in ~igur~ 15, ~ho~lng the do~ leg shaped bifuroato~ thr w t radiuJ arm.
A plan view or this arr~ngement i8 shown in FigUre 3~
Fi~ure 17 is a s¢hematic ~ie~ on a ~lat plane of the pro~lles o~ the axial po~er c m o~ the engine sho~n in ~igure L.
~ro~iles sho~n apply to t~o eycle and novel three ¢y¢lo ~erslons~
haYing two piston s trokes per reYolution;
~ i~ure 18 is a sche~atic ~io~ on ~ ~lat plane Or the profile o~ the axial power ca~ o~ the engine ~hown in Pigure 1 _~0 exeoutod to operate on the four cycl~ proces~. 3he s~llow intake stroke ~ay be natura~ly aspirated or ~oosted by a pi~ton typo or rot~ry turl3o super-charger. The profile gi~es ~our pi~ton stro~ce~
per re~rolution;

Fi~ure. l9 i8 a cross section of an axial piston enBine taken on the ~ongitudinal centerpls~e simil~r to the engine shown in rigure 1, except with monolithic double acting pi~tons carrying one mutual cam roller trapped between opposin~ axial profiles on th~ a~ial power cam;
~ i&ure 20 la a cross section taken transversel~ acro~
the a~i~l power cam shown in ~igure 19, and neglects the rise and fall of thc prorile; shown i8 the critical ~id~ection Or the mono-llthic pistons;
¦O Piaurc 21 i8 a cro~s sectio~ taken on the longitudinal oenter~la~o oi an a~ial pistQn engine, su¢h 98 ~hown in FiOures 1 and 19, showing an ~lternative cy~inder head employing conventional poppet valves;
Figure 22 ls a plan view, partial in extent, of an alter-native cylinder head to the cylinder head shown in Figure 21, again employing convent~onal poppet valves;
Figure 23 i8 a cros~ section taken on plane J-J in Fl~ure 22, showing the stacked ~ounting of roller eguipped cam fQllowers;
~0 Flgure ~4 i8 a transverse cross section Or the single row,radial cyllnder~radial cam version o~ the inventlon, sho~ing the radi~lly deployed power pistons etc. and the ~xially driven and axi~lly mounted signl~ stage charge pre-compres~or with inte~rated after ¢ooler;
Figure 25 i~ a plan-vicw of the engine shown in Figurc 24 and shows the layout of the drive chain for actuation oi the mini reciprocatin~- cylinder head upper tra~el limiter and al80 showing the loaation Or the charge trQnsmission tubes;
Figure 26 i~ a cross seation oi the engine ~ho~n in 30 Figure 24, taken laterally acro~s the horizontal centerplane-or the engine, sho~ing fi~ a~ternati~e pi8 ton return m~hn~, allowlng an extremely co~aot and rugged radial cam;

1 ~ 5576~
Figure 27 1~ an identical view a~ ~hown ln Figure 26,.
and shows two more alternativc ~ pistonreturn means, Flgure 28 is a side ~le~ o~ the mechanism shown in Pigure 27;
Figure 29 is a lateral cross aection Or the thrust radius arm return rollerY shown in Figure 27;
Figure 30 i8 a cross sectlon taken on the longitudinal centerplane Or ~ two cylinder in-line radial power cam operated ~ersion of the invontion.t e~pl~y~ng a radial cam operated doubling I~ acting two stage ¢hsrge pre-compressor with integral inter and~after ooQlers;
Figure 31 shows the prin¢iplo of novel double acting motion converting mechanism used to operatc the double acting chargo pre-compressor shown in Figure 30. One revolution Or rotary motio~ i9 converted to rour po~itive rcc~pro¢ating strokes;
Fi~ure 3~ show~ a transver~e cross section Or the double actln~ two staBe charge ~re-compre~or shown in Figure 30, employ-ing the motion converting mcchanism sho~n in Figure 31;
Figure 33 shows a trans~erse cross section Or a cyllnder

2 o head which may be used with all version~ Or thc in~ention;
Figure 34 shows a cro~s ~ection t~ken on-plane ~-N in Fig~re 33;
Figur~ 35 show5 an alternative valve arrangement Or the cyllnder head Qhown i~ ~igure 33, employing three coa~ial val~es, in order to achieve highly stratiried charge Rdmis~ion;
Figuro 36 ~hows an- alternat~ve cylinder head to the cylinder hc~d sho~n in Pigure 33;
Figure ~7 shows a trans~erse cro~s ~ection of a novel radlal cam operated ~our cylinder e~pansion engine, intended e~

3 ~ the second stage o~ compound ga~ e~pansion ~ersions oi this invention;
Flgure 3~ i9 a 3ection ta~en on plsne P-P in Pigure 37;

1 ~ 557~8 Figure 39 is a cross section taken on the longitudinal centerplane o~ a rotor valve e~uipped axiPl power ca~ operated axial piston engine version of the invention, and shows a novel axial cam operated~coaxial axial piston~second stage of a compound ga~ expansion version of the invention;
Figure 40 i9 a transverse cross section of the engine shown in Pigure 39 showing a ~plann ~iew o~ the rotor ~alve controllin~ the aspiratlon of the second stage piston.

escri~tion of the Illustrated~ Embodiments Reierring rirst to ~igure 1, there i~ ~ho~n a ~our cylin~er axial piston, axial power cam operated internal combu3tion engine Or novel three cy¢le variety with ~ariable combustion chamber volume and constant ma~imum charge density. Rererence again i9 ~ade to our co-pendlng Canadian application no~ 37B-226-3; filed 81-05-25; entitled-~Three Cycle Engine with Yarying Combustion Chamber VolumeH as stated i~ the ~Background o~ the Invention", page 1.
In the no~el three cycle process the charge i9 pre-compres-sed and i~ admitted into the combu~tion chamber, ready ior imme~iate combustion, as soon as ~he charge admission valve has closed. High ;~ pres~re charging takes place with the piston in the top positlon, in thi~ ~ersion~ The amount of charge admitted is determined by the Yolu~e of the co~bustion ohamber durlng charge admission, and ~aid ~olume is ad~usted on-the-run to ~y t~e power output as required.
The cooled charge, at approximately 550 to 650 degrees Rankin, aids in reducing nitrous o~ides, while at the s~me time, being constantly extremely dense, allowing deep expanslon~ greatly improving the thermal e~fi~ien~ of the engi~e. The les~ charge is admitted in the novel three cy¢le proces~, the greater the thermal effi¢iency or expan~ion ratio, since the ratio between initial volume a~d final 3~ vol~me of the co~bu~tion chamber increases. AS oppo~ed to conven-tional engines, this engine therefore improves in e~ficiency as power i8 reduced. In addition, C0~8tant volume combustion ~ay be achie~ed; the plston mHy be retained stationary t~ll combustion is 1 ~ 55768 co~pleted by virtue o~ the power cam profile, ~urther impro~lng efficiency~ lhe improved thermal er~iciency Or thls engine ~llows reduced air consumption; the charge pre-compre~sor may be con3iderably smaller in di3plaoement than the displacenent of the power cyl~nder~. This fact, together with the potentially much better volumetric efficiency of the pre-compressor, as compared with a conventional power piston and cylinder, results in con3iderably le~s power consumption for the compression runction. The pre-com-pressor, bein~ double acting, m~y haYe one side continuously unloaded.
o During emergencie~, ~hen extra power is required, the second side o~
both stage~ may be activated simply by de-activatin~ the unloading de~ices, the initial combustlon chamber volume being increased to allow a doubllng Or the high density charge inta~e. The result will be a substanti~l boost in power, albeit at reduced efficiency.
~dditional advantages o~ the no~el three cycle process ~res potentlally less oil consumption due to elimination Or negative press~ure in the combu~tion chamber. ~rdinary en8ines have a ~ixed ~troke length and a fixed a~piration capacity.
The novel three cycle constant charge density process uses a z ~ separate charge pre-compre~sor allowing dirierent aspiration capaoities or geom~tric displacement for the pre-compressor and combu tion sections of this engine. The basic concept behind the no~el thre~ cycls proaess ~ith varying combu~tion chamber ~olume is to pre-condition the charge to optimum constant dénsity and constant temperature and to deliver ~arying amounts Or this pre-conditioned ch~rge to a ~arying volume combuation chamber to vary power output.
~he engine thereforo may be divided into:
1. ~ ch~rge pre-cgnditioning ~ection, compri~in~ of a charge pre-compres~or, coolers, ~el~-acting valves etc.
2. The engine's aspiration section, being the val~e gear etc. for the combu~tion section.
3~ The combustion section, devoted exclusively to co~bustion, expansion and exhau~tion. 4. The power train section, 1 ~557~
~ility to select pre-¢ompressor capacity independently rrom combustion chamber capacity allows custom tailorlng oi the ch~racteri~tics of the engine. For ~uel er~i¢iency the capa-cities would be chosen to achieve deep expanslon in the neighbour-hood of 20 to 1 or better, at rull ~orm~l power output. Reducing power output will increase expansion ratios, improving efiiciency.
The preferrcd embodiments have two stage compression to 355 psia at 650 degree R gi~ing a ch~e den~ity equi~alent to a 20:1 CR
diesel, which would have a theoretical compression temperature Or 1837 deg. R at 1004 psia compression pressure. An 8:1 CR ordinary gasoline engine would have a 1262 deg. R compression temperature.
Theoretical efficiencies ba~ed on an air cycle, would be 57~ for the ordlnary 8sl CR g soline engine 71~ for the 20:1 GR diesel or 67~ ior a 15~1 CR a~esel 67.,5~ for the three, cycle engine version of this invention.
~eak temperatures would bes 5000 deg. R ~or the ordinary 8:1 CR engine 5575 deg. R for the 20sl CR diesel or 5371 for the 15sl CR-diesel 4388 deg. R for the three cycle engine.
hi~ would result in substantially lower nitrous oxides-emission ~or the three cycle en~ine.
Exhau~t temperatures would bes 2132 deg. R for the ordina~y 8:1 CR engine 1632 deg. R for the 20tl CR diesel or 1770 deg. R for a 15sl CR diesel 1285 deg. R ror the three cycle engine.
This would ~low cooler exhaust ~al~es and reduce muffling reguire-ments substantially, both big bonuseq.
~t 50~ charge i~take, the theoretic~l thermal ef~iciency of the three cycle engine would be 76~.
It is belieYed that in actuPl practi¢e, the improvements of the three cycle engine would hold true proportionally. ~asting 579 deg. ~ in the inter and a~ter-coolers of the three cycle engine has resulted in ~ubstantial impro~ements in fuel efficiency, nitrous oxides 1 ~1S576P~
emiss,lons and e~haust valve and mufiling requirements, with sub-stantially increasing ef~iciency at reduced power outputs. The two cycle and four cycle ver~ions would gain benefits due to maximum compressed charge density at all, or nearly all power outputs.
Since the engines of this invention ~ay be advantageously used as variable output expansion engines with any high pressure ~as source, such as steam or Stirling type hot ~as, or even plain compressed air, these expan3ion engines are included in the scope of this invention. By mer~ly pressurizing the charge admisqion ducting r/ ~ Of the engines of thi~ invention, these engines may be used with any high pressure ~as source, with the power output determined by gas pressure and initial combustion chamber volume. Improvements of this invention practically eliminate power piston side thrust, promising less, wear and friction~ Additional advantage~ of the present embodimentR will be ~etter understood ~rom the following descriptions.
In the drawings, numeral 1 generally indicates an axial piston axial cam operated spark ignition internal combustion engine having an annularly arranged, generally symmetrical cylinder bloc~ 2.
Dhe cylinder block includes four integrally cast cylinders 3 arranged in parallel, annularly and symmetrically around the long ~xis of the englne. ~he main sha~t 4 is rotatably supported on the long axis of the en~ine by a large high capacity angular contact ball bearing 5 on the bottom end, and by a cylindricPl roller bearing 6 at the top end; latter bearing rolls directly on the hardened and ground top end of the main shaft. Ball bearing 5 i8 mounted in the bottom casing 7, which also supports the thrust radius arms, to be disclosed shortly. Bottom casing 7 is precision spigotted coaxially to cylinder block 2. Similarly, cylinder head 8, is coaxially 3 D spigotted to the top end of cylinder block 2, while pre-compressor casings are further coaxially spi~otted to the cylinder head and to one another. Integrally cast with main shaft 4 i~ axial power cam 9.
Said cam 9 comprise~ an L-shaped annular ring, helically undulating 1 ~557~
to rollow the a~lal prorlle deslgned for the englne, ~nd mounted to maln æha~t 4 by ~ay of an inw~rdly directed flange. ~Hin roller lO, is conically tspered to minimize ~ke~lng and provided wlth a spherically radiu~ed thrust surface, bearin~ against a matching surface formed on an outward ~ertlcal lip on the perimeter of a~ial power cam 9. Figure l clearly indicates the intended apex and center for the surfsces of main roller lO.

I O
~ ain roller pin ll is cantilevered radially inwardly from the end of tangentially oriented thrust radius armSl2~ which are pivotably mounted on thrust radius arm pinsl3r latter pin being supported in bottom casing 7, on a plane parallel to main roller pin ll; the axis of pin l~ is located halfway between the extreme top and bottom positions of main roller pin ll, so that the arc de~cribed by the centerline of pin ll tra -verses the centerline of the cylinder twice during each up or down-stroke. This is clearly shown in Fi&ures 16 and 17~ This results i~ in a minimum arcin~ o~ piston link 14, thereby practically eliminat-ing all pi~ton ~ide thrust; an advantage. Piston link 14 i8 bifurcated and straddles main roller lO to center the loadin~.
Just inward of piston link 14, the main roller pin ll carries a sm~ll cam follower roller 15, which is trapped below an out~ard flan~e on the vertical leg of the L-shaped axi~l power cam 9. The cam profiles are de~igned to accommodate the slight arcing o~ the thrust radiu~ Prms 12; the proYile also being designed to accelerate and decelerate the power pistons h~rmonicslly or pQrabo~ically.No~el -thru~t radius arms elimlnste the u~ual thrust raceways or other o torque thrust reaction means and take the great thrusts encountered with a mlnlmum Or rriction and wear; they are a distinct and lmportant impro~ement over conventional p~ctice. Shlms between roller 15 and l~nk 14 el~minate "vertical~ play for the a3sembled 1 i557~8 cam connecting means. Pi~ton link 14 connects to power piston 16 by means of a conventional piston pin 17. Power pistons 16, not having to react strong side thrusts, may be made very light, an i~portant advantage. ~xial power cam 9 reciprocates power pistons 16, twice for every revolution. ~istons on opposite ~ides of the engine cancel out unbalanced forces, but set up a strong couple about the center of mas-q of the engine. However, the lopsided con-rlguration of axial power cam 9 set3 up a strong opposing couple, and therefore may be designed to cancel the piston couple, arriving / at an lnherently bal~nced engine, an important advantage.* While normally, axial piston layouts are provided with as~ many cylinders as possible, the o~je¢t of this invention is utmost iuel efriciency and the displacement versus surfa¢e ar~a situation there~ore dictates a8 few cyllnders as possible. The four cylinders of this emboaiment provide four power impulses per shaft revolution~ identical to an eight cylinder conventlonal engine; another advantage of the novel three cycle process. The external envelope size of this embodiment complete is 27~ long x 12~ diameter ~or an equivalent displacement of 228 cubic inches, indicating the compact outline, an important benerit in today'3 smaller automobiles~ Coaxial cylinder head 8 19 ~rovidea conventional poppet type exhaust valve~ 18, axially oriented and located inwardly on the radial centerplane of each cylinder. E~hsNst v lve ports communicate with an annular torus shaped exhaust collector duct l9 cast integrally in the cylinder head.
Thi~ is clearly ~hown in Figure 4~ Exhaust valves are convention-ally spring biased and are actuated by hydraulic inverted bucket type cam followers 20, reciprocably di~po~ed in bore~ provlded; in the ca~ting ~or the cylinder head. Each cam ~ollower 20 is provided with a cylindrical tower, spherically radiused at the top sur~ace.
3 o Th¢ ~pherical radius on the top sur~a¢e matches an annular~radiused ~roove, e~haust valve cam 21 located in the botto~ outward edge of combined valve cam drum 22, a cylindrical drum, open at the top and coaxlally carried ln the cylinder head~ Exhaust va~e ¢am 21 1~55768 compriseQ an annular, radiused groo~e, with an axially disposed pro~ile to axially actuate cam follower 20. ~he spherically radiused tower on top o~ cam follower 20 is sli~htly off-~et irom the axial centerline o~ said cam ~ollower. This allows cam ~ollower 20 to rotate slightly in its bore, so that the spherical surface will seek the center of the radiu~ed OE oove co~pri~ing exhaust valve cam 21.
Alternatively, the cylindrical tower on top oi cam follower 20 may hold a hardened ~teel ball in a spherical socket, again slightly orr-8et. ~hi~ ~ould allow rollin~ contact between exhaust valve Io cam 21 and said steel ball and would allow economic~l replacement.
~lternatively, cam rollo~er 20 may be equipped with a roller aarried by the now bi~urcated tower, ~aid roller engaein-g exhaust ~alve aam 21.
Combine~ valve cam drum 22 is provided with a downwardly e~tendin~ coaxial 3hait 23, ~lidably en~aging the top end of main shart 4 by way oi matching splines. ~ couple o~ opposing annular contact high capacity ball bearings 24, radially and axial}y support combined valve ¢am drum 22, while ~pigotted engagemRnt with the main s~art 4, e~ures accurate coaxial allgnment~ Bearing retaining i~ plate 25 i8 secuFed to the cylinder head ca~ting by moans of a number of countersunk ~achine screws. ~earing retaining nut 26 lo~ks bAll bearing~ 24 to shaft 23.
Outward irom the exhau3t valves, on the same radial plane, a smalL bore i8 pro~ided in the cyllnder hesd ca~ting, ~ald smal~L
bore being approximately one-halr the diameter of the cylinders 3.
Said sm~11 bore, reciprocating cylinder head bore 27, is continuous, strai~ht through the cylinder head. A wide, vertical slot, guide slo~ ~8, located on the radial ¢enterplane of each cylinder i~
machine~ in the ca~ti~g of the cylinder hesd and establishe~
o commu~icatio~ between the cylindrical coaxial cavity for the combined valve cam drum 22 and bore 27.
~ ini reciprocating cyli~der head 29 comprl~es a double wal-ed light alloy cylinder, reciprocally disposed in bore 27 and extending beyond the top end of said bore 27 a small distance, to terminate inside upper travel limiter 39. Said head 29 is provided with conventional piston rings on the bottom end to seal in combust-tion pressures. Coaxially disposed within the inner bore of head 29 and carried by same, is charge admission valve 30. Said valve 30 comprises a conically shaped head portion, seatable against an annular valve seat provided on the inside bottom edge of said head 29, to close communication between the combustion chamber and the charge admission port, an annular space formed directly above said conically shaped head portion. Valve 30 further comprises an integ-gral spool, reciprocally disposed in said inner bore of head 29 and carrying sealing means in the form of miniature piston rings of self lubricating material. Said spool is connected to said conical head portion by way of a pinched waist portion. Extending upwardly from said spool is a coaxial stem, provided with a groove for a conical valve keeper. A spool type spring retainer retains valve bias spring 31 and is reciprocally disposed in the inner bore of head 29, accurately centering and guiding the end of the valve stem.
A heavy duty snap ring and an annular spring seat 32 provide a reaction seat for valve bias spring 31. Charge pressure within said charge admission port will neutrally bias charge admission valve 30 due to equally exposed areas. Positive upward biasing by charge pressure may be achieved by enlarging the spool diameter relative to the inside diameter of the charge admission valve seat. Reference may be made to out co-pending Canadian application no. 378-226-3;
filed 81-05025; entitled - "Three Cycle Engine With Varying Combustion Chamber Volume" for a further description of above novel charge admission valve. A small hardened cap 33 provides an engaging surface. Carried by said head 29 at an acute 45 degree upward angle is charge admission valve actuator 34, being recipro-cally disposed in a low friction bushing. Said bushing is installed in a swelled, outwardly extending boss, protruding from the outside cylindrical surface of head 29. Said outwardly extending boss is 1 ~5576g slidably enga~in~ guide slot 28, thereby ~reventing rotation of head 29. ~ctuator 34 may prererably be rectangular or square in cross section, although a cylindrical shape is shown. The top end o~ actuator 34 is provided with a vertical cylindrically ~haped engaging surface, said surface being parallel to the axis of head 29 and engs~ing the outside cy1indrical surface of combined val~e cam drum 22. Said cylindrical valve cam surface i9 prouided with a radially disposed actuating lobe for actuating said charge admission cam follower, said lobe equa~ling in width the hei~ht of said cylindrical valve cam suriace. The result is that the charge adm-is-sion valve will remain in po~itively timed relationship with the power piston regardles~ o~ the vertical position of said head 29, withln the limits of the reciprocating travel of said head 29. A
blfurcated end on actuator 34 carries a small roller to en~age the hardened cap 33. The si~ple novel actuatin~ mechanis~ ~or charge admission valve 30, as disclosed, repre~ents one~of the objects of the present invention, namely to provide a ~impIe valve actuation means which maintains accurate valve timin~ regardless of the relative position of head 29~ A sealed plug, 3~ seals of~ the valve bia~ spring ~pace~ Head 29 i~ provided with a number of bypass ports 36 in the thick cylindrical wall,-said ports 36 termin-atin~ downward in slotted openings, communicating with the charge admission valYe port and terminati~ upward in slotted openings communicating with the interior bore head 29, above plug 35.
The upper interior bore of head 29 is provided ~ith a thin wel~ed ~errous cyLindrical insert to provide wear resistance as a sealing surface for seal rings carried by a static charge admission ~norkel tube 37, which communicates wi-th the discharge from the aftercooler to be disclosed later.
Th¢ out~ide cylindrical surface of head 29 is pro~ided with an inte~ral,or added on, annular cylindrical ledge~tra~el limit ledge 38~ The reciprocatin~ cyLinder head bore 27, terminate~

in an enlarged counterbore in the top end of cylinder head ~.

1 1557~
This enlarged counterbore rotatably accommodates upper travel limiter sleeve 39, an internally threaded cylindrical sleeve, with an annular external Ledge, the bottom outside corner of which is provided with wor:n gear teeth, and on top o~ which ledge annular thrust ball bearing 4V is seated. Threadably engagin& the inside of sleeve ~9 is upper travel limiter ring 41, which is reciprocally disposed coaxially around the upper portion of head 29, above ledge 38. Rin8 41 is prevented from rotation by a key and keyway~
~leeve 39 i~ actuated to rotate in either direction by travel l~ limiter drive shaft 42, a worm teeth equipped sha~t, rotatably carried b~ cylinder head 8 and pre~ented from axial io~ and aft displacement by small thrust bearings, not s~own. Statically installed in the bottom Or the counterbore in cylinder head 8~
coaxially around head 29, and below ledge 38, is a hardened steel, precision OE ound, thick flat ring, seating ring 43. Rotation of shaft 42 in either direction will raise or lower ring 41, thereby adjusting the upward travel limit o~ head 29, with ledge 38 beinB
driven against ring 41 by combustion chamber pressure, upon opening oi charge aamis&ion valve 3~. Ad~ustment of the upper travel limiter O thereio~e effectively adjusts the initial volume of the combustion chamber. Said initial volume determines the charge weight admitted with the charge being at constant extremely high density, but relatively cool in temperature. The char&e weight determines the power output. ~herefore power output is adjusted by adjusting the combustion chamber volume. The ~mall diame~r of bore 27 allows a less sensitive adjustment ran~e. power piston 16 is held stationary during the charging process, and is located with extremely small clearance betwee~ the crown of the piston and the roof o~ the combustion chamber ~ormed by cylinder head ~. Virtually the 3 0 complete charge will be contained within bore 27. A curved cavity in the crown o~ the piston extending below the bottom edge of bore 27 acco~moaates the tip o~ the spark plug. See Figure 4.

1 155768~s soon as valve ~ is closed ignition is coi~menced and combustion takes place under 60nstant volume, with no piston ~ovement as yet, or sli~ht ~ovement if desired. The actual combustion chamber there-fore is formed within bore 27, and this chamber will have a very ~avourable diameter to height ratio since the entire charge i9 pac~d in a small diameter bore. Cylinders ~ therefore act as gas expansion cyLinders. AS soon as power piston 16 has reached the bottom po~ition exhaust valve 18 is opened, the pressure drops to atmospheric and mini reciprocating cylinder head 29 moves downward due to the strong bias exerted by the charge in snorkel tube 37.
" ~
In th~5down position~the final combustion chamber volume is practi-cally zero and very efricient expulsion of exhaust gasses takes place. The ascending and descending movement of head 29 is cushioned by a continuous supply of engine lube oil to the spaces aoove and below ledge 38. ~ence the importance of seatin~ ring 4~, it traps oil above it. me degree of hydraulic cushioning is deter-mined by orifices. Full den~ity of the charge is not required for start-up, although a small reserve tank may be employed.
Turning now to a description of the charge pre-co~pressor.
0 Combined valve cam drum 22 is provided with an integral internal, axially directed annular raceway, on the bottom inYlde ed~er and with 8 ~atching but o~posing cylindrical raceway, upper raceway 44, which closely fits inside drum 22, and i~ retained by a preci~ion ground, tran~versely split annular rin~, retain~ing ring 45, which ~its closely in a ~roove in the inside surface of drum 22. Threaded ~asteners secure the assembly a~ shown. Said opposing raceways are axially profiled to form four crests and four valleys symmetrically spaced. Pre-compressor piston rod 46 comprises an integrated coaxial assemDly of a bottom guide rod, coaxially and reciprocably O dispo~ed in a coaxial bore in drum 22, and a cylindrically shaped reciprocator drum 47~ Said drum 47 is cross bored to carry four cantilevered reciprocator shsfts 48, radially and symmetrically di~posed, and rotata~ly carrying on eliptically shaped roller, reciproc~tor roller 49, on eac~ end. Said roller 49 is trapped between the opposing pro~iles of the reciprocator rsceways. The inside diameter of reciprocator drum 47 i9 provided with internal splines, axially disposed~matching and en~aging external splines provided on a coaxial cylindrical extension o~ the first stage compressor cylinder 50. Rotation of combined valve cam drum 2 will reciprocate the re,~iprocator drum 47 over four strokes for every revolution. Efficient air compressor design calls for a large bore short stroke layout with a minimum of clearance space ¦o or ~dead volume~ The arrangement allows excellent aspiration capacity and low pi~ton speeds. This design requirement is taken advanta~e of to reduce engine length, provide room for a good number Or cartridge type self-acting valves in the heads, and to provide one compressor stroke f~r each cylinder stroke per revolu-tion, synchronizing press,ure pulsations with charge admission~
First stage compres~or cylinder 50 i~ an integrated casting and includes the fir~t stage lower cylinder head 51 and rour downward directed Dore~ at the perimeter to spi~ot coaxially over the protru-dlng top ends of upper travel limiter sleeves 39 and to trap thrust o b~ll bearings 40~ Referring brierly to Figure 8, will reveal the flow of air in and out of the bottom side- of the first stage com, press,or~ Air inlet duct 52 communicates with the air inlet channel for both sides of the first 4 ta~e compressor. The air discharge channels ~or both sid~s of the first stage compressor combine and are funneled upward by way of a channel provided in the second stage compressor cylinder casting 53. Said channel terminates against a i~atching channel ca~t in the second stage upper cyllnder head 54, fr~m where the fir~t stage di~charge air is directed into the inlet end of the intercooler coil 55. Said coil 55 is co~l~lly 0 disposed wi~hin the integrated coolant jac~et of second stage compres~or cylinder casting 53 and has the inlet and outlet end permanently swaged or otherwise installed in the bottom face of second stsge upper cylinder head 54. Casting 53 is provided with 1 ~55768 annular coaxial openin~s in the top sur~ace to allow the lowering into, and the raising out of, the coolant jsckets of both inter-cooler coil 55 and aftercooler coil 56. Both ends of said arter-cooler coil 56 are ~lso permanently installed in the bottom face of second stage upper cylinder head 54. The integrated pre-compressor and cooLing coil assembly as disclosed and illustrated makes for a neat package ~ree irom exterior plumbing, greatly racilitating manu-fa¢ture and ~aintenance and enhancing dependable operation, The first stage compressor upper head and the second stage lower head l sre integrated into the second stage compressor cylinder casting, as are the coolant jac~ets for the coolers. The discharge from inter-cooler coil 55 is ch~nneled to the inlet valves for both sides Or the second stage compressor. ~he discharge fro~ both sides Qi the seoond stage compressor i9 channeled to the inlet of the aftercooler coil 56 while the outlet of the aftercooler coil 56 terminates i~ a torus shaped coaxially disposed duct cast in second stage upper cylinder head 54. Flgure 10 clearly illustrRtes this arrange~ent.
~aid torus shaped duct actQ as an air receiver dampening pul~ation~.
Four electronically controlled fuel injectors conveniently located 2~ in the seCond stage upper cylinder head 54 inject fuel into the top ends of charge admission ~norkel tube~ 37. ~y directing the fuel injection off center, a ~tratified charge admission ~ay be e~fecte~;
bypas~ ports 36 will transmit the richer portion Or the charge to the viclnity of the spark plug tip. This invention there~ore allows ~tratified c~arging without addition~l valvin~ etc.
Pirst sta~e lower cylinder head 51 is pro~ided with piston rod guide bu~hing 57, threadably ~pigotted for exact concentriclty, ~aid bushing 57 also serves to retain piston rod seals 58. ~irst ~tage piston 59 is coaxially mounted on pre-compressor piston rod 46 and retained by spacer sleeve 60_ Additional piston rod seals are installed in the ~econd stage compressor cylinder cast-ing 53 to seal and separate the stages; ~igure 9 shows these seals.
Second stage piston 61 is retained on the top end Or said piston ,., 1 i55768 rod 46 by means of a rlush threaded ~astener~ Self actin~ inlet valve cartridges are shown as numeral 62, while self acting discharge valve cartridges are 63. The bottom side Or the ~irst stage compre~-sor may be continuously unloaded by means of solenoids and small rods acting on the self acting inlet valves, said rods entering the rirst stage bottom cy~inder head laterally and mounted between the upper travel li~iter housings. Similarly the top side of the-~econd stage compressor may be continuously unloaded~ For normal operation, in the economy mode, the top ~ide Or the rirst stage and the bottom side Or the second stage, would be operative with the output approximately equal to one-half the normal aspiration capacity o~ the power cylinders~ ~his would result in deep expan-sion, or twice the expansion ratio o~ an equivalent rour c~cle engine. However, since ths char~e i~ ~ar denqer, due to two 3tage compression and cooling, the initial combustion chamber volume would be that much smaller again, resulting in a further increase in the expansion ratio. ~he cooled charge results in low nitrous oxides emissions while the great e~ansion ratio results in high thermal ef~iciency, rurther aided by constant volume combw tion, stratiried charging ir desired, and good combustion chamber shape.
Since the cylinders fire on every downstroke, the number of po~er impulses of this very compact embodiment of the inven~-ion equals that o~ Qn eight cyhinder normal engine~ Cooling the charge achieves high density without the great mechanical ~orce required by an equivalent ~our cycle -engine to achieve equivalent density~
By activating the unloaded side3 of the pre-compressor and by a ~imult neous lncresse in the initial combustion chamber volume to ac~ommodate the doubled output, a great boost ln power may be-achieved, ~or e~ergency situations albeit at lower fuel ef~icien~y.
30 The ~tarting torque required ~or this engine is low, since the englne will fire wlth low pressures prevailing - t~ action is s~milar to the compression re~ief system used on normal engines.

The deep expansion results in low exhaust noise; muf~ling - -1 iS57~

requirements will be reduced considerably. Reduced power outputs in this embodiment will result in even greater expansion ratlo~;with the charge maintained at constant high density, the thermal eificien-cy will increase~ Diesel versions wouqd not take in more air than required for combustion, resultin~ in much greater expan~ion ratios than in normal diesels, at reduced power outputs, thereby improving e~ficiency; ~low plu~ ignition aid would be req~ired. This inven-tion has lower pumping loæses, working against a lower vacuum~
The pre-compressor output ~ay be regulated by intake valve unloading /o or air intske throttling; since the activated pre-compressor capacity is one-half the nor~al aspiration capacity of the power cylinders, far less pumping losse~ will be encountered~ Since the cylinders fire in sequence, a slnoo~h power flow will result with ~our firinO stro~es per revolution. ~ith no negative pressure~
encountered in the combu~tion chambers-, oil consumption will be less, and will stay lower as the engine wears. The engine will not req~ire new untried techno~ogies, With every component fully predictable in perfor~ance.
The ideal requirements ~or ~ree force ~alhnce are a j~ downward acceleration ior the power pi~ton on one side of the engine counterbslanced by an equal upward acceleration on the other side;
together settin~ up a couple, and ha~ing this couple counterbal-anced by an opposing couple set up by the great dyna.~ic unbalance of the axial power cam. Thi~ situation, ideal from a free rorce b~lance ~iewpoint, seta up inerti~ torque reactions (instantaneous torque on the power c~mshaft due to inertia of accelerated or decelerated ~asses) with pistons 1 and 3, on opposinO sides of the en~ine, being accelerated in step~ ~eferring to Figure 17, it may De noted that s1m~1taneously, pistons 2 and 4 are being decelerated 3 ~ at the identical rate at which pi~tons 1 and 3 ~re being accelerated~ The deceleratinO torque react~on is equal and opposed to the acceleratin~ torque reaction; therefore, the single lobed ~ersion o~ Fi~ure 1 with four power cylinders, a~pea~s virtually 1 ~557~8 ideal ~rom a free force balance end inertia torque reaction view point, which ~eans tnat the wei&ht of the reciprocating mass i~ not quite as critical, allowin~ sturdy substantial main roller construc-tion; the power pistons not bein~ subjected to side thrust allow extremely light construction, thus saving more weight for the ~ain rollers. bhile the prior art of axial piston en~ines is not endowed with ~any examples of successful piston-to-cam connecting means, it 1Y believed that the present invention ~akes possible an extremely rugged power cam and ru~ged ~ain roller, yet light but stiff, piston ¦ O connection and torque reaction i~eans in the ~orm of a bifurcated piston link and a bifurcated, or cantilevered, but particularly bifurcated~thrust radius arm assembly. In addition, the spherically radiu~ed rollers allow for manu~acturing tolerances, load and ther~al deflections, malntaining good line contact. Strai~ht line contact rollers would require sli~htly stiffer construction.
Figure 2 is a cross section taken on ~lane A-A in Figure 1 and clearly shows the compact arrangement of the cantilever thrust radius ~ri~ 12, with the line of force ~ssing through the middle o~
thru~t radius arm pin 13. Clearly shown are the bottom extension~
z ~ s~irts of the cy~inder walls, said skirts clearing all ~orking components, and required to sta~lize the power pistons 16 while in the ~ottom position. Llghter thrust radius arms ma~- be provided by the bi~urcated design shown in Figure 3. Figure~ 1~ and 16 ~urther illustrate this embodi~ent. Spherical rollers uill elimin-ate the thrust collar required on the axial power ca~, but will result in skewin~ line contact~ However, their big advantage wil}
be maintenance of line contact de~pite load deflections By Pllow-ing slight lateral fLoating action, the rollers will center in the profile groove. Fi~ures 11, 12, 13, 14, show alternative roller 30 confi~uration~ and are self-explanatory.
~ igures 4, 5, 6,7,~,9 and 10 snow various cross sections of the engine shown in Figure 1 and are self-explanatory, arter having consulted the disclosure description for Figure 1. Note l 1557~8 that Fi~ure 6 does not show ~oving pdrts~ ~or cl~rity.
Figures 11~ 12, 13, and 14 show alternative e~Dodiments for main roller 10, cam ~ollower roller 15. Spherical rollers have the important benefit of maintainin~ line contact under deflected conditions due to heavy loading.
~ igures 15 and 16 show an alternative embodiment for thrust radius ar~ 12, being bifurcated, and dog-leg shaped to clear the ri.~ of axial power cam 9. Bif~rcated construction o~ said arm 12 allows lighter weight.
/ ~ Figures 17 and 18 are schematic views showin~ alternative cam profiles~ By suitable alteration of carn proriles, all embodi-ments of this invention may be executed to operate on the two cycle principle or the four cycle principLe and as such these operating modes are included in the scope of this invention.
~ roiile 64 i8 a sy~metrical three cycle pr~file~ Yower piston 16 is retained in the top position while high pressure charge admission is carrie~ out over 60 degrees o~ mainshart rotation; the top position is ~ubsequently maintained over an ~ddi-tional 30 degree of mainshaft rotation while constant volume ;~o combustion is acGompllshed, after which uni~orm acceleration and deceleration carries said power piston 16 down to the bottom position.
In the bottom po~ition the piston is stationary over 90 degree Or ~ainshaft rotation allowing e~haust ga evacuation; subsequently the piston is returned to the top position e~pelling all exhaust gas remnants~ The symmetrical profile results in symmetrical move-ments for power pi~tons on opposite sides of the engine, enhancing free force balancing.
Pro~ile 65 is an a3ymmetrical three cycle proflle, Again power piston 16 is retained in the tOp po~ition over a total of 3 o go degree of main shaft rotation to accomplish high pressure charging and subsequent constant volume combustion. ~he power piston is carried down, but is not retained in the bottom position, or is retained only very briefly r ~nd is ~ubsequently carried up 1 ~55768 to the top position while positive expulsion o~ exhaust gasses take~
place by the upward ,novement of said pi9 ton.
Profile 66 is a symmetric~l two cycle profile; the power piston retained in the top position over 30 degree of main shaft rotation while constant volume combustion ta.~es place, the e~psnsion stroke subsèquently carryin~ the power piston down to the bottom positionr the e~haust valve openin~ before the botto~ position is reachedr a ~ow pressure pressurized charge being admitted by opening the char~e admission valve, scavengin~ being carried out therefore.
1O while the power piston is retained in the bottom position over 30 degree Or main shaft rotation, the subsequent compression stroke carryin~ the power piston to the top pos-ition. Pro~ile 66 m~y be executed to eliminate either or both top and bottom retention of the power piston.
~ rofile 67 in Figure 18 i~ an asy~metrical four cycle profile. Power piston 16 is retaine~ in the top position over 15 degrees of main shaft rotation to achieve constant volumz combus-tion_ Note~ Si~ce the pistons complete f~ur strokes for every revolution of the main shaft, in the iour cycle mode of operation, 15 deBrees of ~ain shaft rotation is equivalent (in piston retention time~ to 30 degrees Or crankshaft rotation for an equivalent cr~nk shaft driven four cycle en~ine~ ~e subsequent expansion stroke carries the piston to the bottom position. ~he subse~uent exh~ust ~troke carrie~ the piston to one of two alternative positions~
The ~total exhaust expulsion" position will carry the piston to an extremely hi~h position, barely clearing the rooi of the combustion chamber, with a deprefision in the crown of the piston accommod~ting t~e stilL slightly open e~hau~t valve~ This is clearly shown in Figure 18~ This extremely high position also has the advantage of 30 an extremely e~icient ~resh charge induction ~troke, follo~ing wel~ known gas laws, since the co~bustion chamber stsrts with prac-tically zero volu~e~ The alternative top po~ition at the end oi the exhaust stroke is equivalent to the ¢ompression top position.

1 1557~8 Subsequently the piston i9 carried to an intermediate po~ition, For fuel efficiency this ~intermediate~ position will be ap~roxi-mately half-~ay down. The greatly reduced charge intake will sub-sequently be compressed to maximum permissible val~e~ With the expansion stroke twice the length of the induction stroke, deep expansion will result, givin~ greatly improved thermal eiiiciency.
Normally, this procedure req~ires a much larger displacement. How-eYer, the substantial improvement in thermal e~ficiency due to deep ~xpansion, allows thi~ version of the invention to be executed with only a moderate increase in displacement, as co~pared to a normal equivalent four cycle engine.
In Figure 17, 6~ represents the constant volume t~ree cycle charging and combustion main shaft rotation an~le. Note:
Conventional four cycle a~tomotiYe engines at 4000 rpm, (2000 power strokes per minuto) require 30 degree i&nition advance maximum, This e~uals ~042% rotational angle~ (720 de OE ees divided by 30 degree~). Con~tant volume charge add~ ..o63~, for a total o~ 0,1Q5%
rotational angl~. Thi~ is indicated as 68 in Figure 17. For &
double lobed cam this distance i3 reduced by one-half. 69 i8 the ~0 constànt volume combustion main shaft rotation ~n~le ior the two cycle mode; 70, 71 i8 the expansion ~ain~haft rotation an~le; 72 i8 the three cycle constant volume exhaust evacuation or two cycle constant volume scavenging main9ha~t rotat~on angle; 73, 74 i8 the three cycle po~itive e%haust ex~ulsion or the two cycle charge compre~sion mode mainshaft rotation angles.
In Figure 18, numeral 75 indicate~ constant volume comhus-tion, 76~presents the expansion cycle, 77 represents the exhaust cycle, 78 represents the induction cycle, 79 represents the compression cycle.
3 o ~t should be understood that for the novel t~ree cycle mode or two cyc~e ~ode of operation, the ~xial power cam may also be pro~iled to execute ~our s~rokes per revolution. Following simple mechan~cal laws, a greater number of strokes means a ~teeper ca~ proiile resultin~ in ~reater side thrust. For the novel three cycle or two cycle ;node of operation 2~0 power impulses ~er ~inute with a ~single lobe" axial power cam requireg 20~ rp~. The four cycle version requires 4~0 piston strokes and 200~ rpm to give 2000 power impulses per minute. There~ore the piston speeds ~or the ~our cycle versions are considerably ~rea~er. The piston travel of the charge pre-com-pressors ~or the novel three cycle version, or the piston travel ~or the char~e scaven~in~ low pressure compre~sors for the two cycle version is considerably less than the extra piston travel required l by the four cycle version because the charge pre-compressors or charge scavenging compressors allow lar~e bore, extremely short stroke layouts.
Providing a double "lobed" axisl power cam for the novel three cycle version or two cycle version, reduces the revolutions to 10~0 r~m for the identical 2~ power i~pulses per ~inute. A~
stated be~ore, the steeper profile in this case would result in a doubling o~ side thrust, or torque reaction thrust, and, of course, a doublin~ in torque output. The profile Yor a ~double lobed~
sxial power cam is shown in Figure 17 in chain dotted outline.
~ The novel thrust radius arms of this invention easily can~ accommo-date the doublin~ o~ torque resctin~ side thrust; they there~ore allo~ less torque multiplication to take place in the iinPl drive o~ the vehicle since the engine itsel~ acts as a torque multiplier.
Compared With a crankshaft driven normal four cycle engine, this inv6ntion msy have an output speed o~ 1000 rpm, versus 4000 rpm for the normal four cycle engine, both at 2~00 po~er im2ulses ~er minute. since vehicles often have an approximately 4 to 1 reduction in the ~inal dr ~ e~ this inyentio~ allowsd this 4 to 1 ~ed~ctio~
to be ellm1nate ana tne maln sha t may r~ve the whee s lrec ly in ~top ~ear~. qIntermediate r~ear~ Interlnediate gears would be 3 o less in number since the engine torque is ~our times as great.
Instead of five or six interlnediate ~ear steps, two or three would suffice.
2a 1 '15576P, Fi~ure 1~ shows a cros~ section t&~en on the longitudinal centerplane o~ an en~ine as sho~n in ~i~ure 1, except executed double actin~ usin~ monolithic power pistons. Symmetrical, identical cylinder DlocKs ~0 are placed bottoln to bottom to form an outwardly opposed piston en~ine assembly; precision dowel pins ensure precision alignment of cylinders. During ~anufacture both cylinder blocks are as~em~led bottom to bottom and finish bored and honed si~ultaneously ensurin~ precision alignment of bores. One piece ~onolithic pistons 81 are double ~ acting, having combustion chambers on both ¦0 ends, and carry a single cam roller ~2 on a cantilevered roller pin 83~ An outwardly extendin~ boss on pistons 81 provides extra support ~or cantilevered roller pins 83; said boss is provided with laterally extendin~ win~s, piston anti-rotation padq 84~ These pads reciprocally en~a~e and are trapped between, axially disposed slideways 85, ~acnined inte~rally in cylinder blocks 80. Cam roller d2 is located sli~htly inward of the lonæ axis of pistons ~1; the thrust reac~ion line will pass through the said long axis, minimiz-ing rotating force~ on pistons ~ his is clearly shown in Figure 20_ An additional, or alternative anti-rotation means for pistons jZ~ 81, are cylindrically ~achined pads on the waist section o~ the pistona, anti-rotation pads 86, bearing directly against the cylin-dricPl outside ~urface of axial power cam 87, ~ust beyond the front and bacK faces of cam roller 82.. Axial power c~ 87 comprises a helically ~windin~n or ~coiling~ thick radial ~lange, with an axially profiled groove in the outside cylindrical surface, said groove has two matching and opposin~ spherically radiused raceways to closely accol~modate spherically radiused cam roller 82~ Said ~roove is deep enou~h to allow the installation of cam roller 8 by holding it sideways~ or nOn the flat~. The ~bottom~ of said 30 &roove l~ay be ~achined to form an accurate cylindrical s~rface~
This cylindrical surface may be used as a reaction surface for an additional alternative anti-rotation ~eans for pistons 81, anti rotPtion yoke 88, provided the axial profile of axial power cam 87 1 1557~8 is not too steep. Yoke ~8 is provided ~ith a cantilevered sha~t~
like e~tension WhiCh enters and is supported by> tne inside di&neter of roller pin d3. The strong couple ~orce set up by the dynamically unbalanced axial power cam will counterbalance the couple ~orce set up by the pistons, on opposed sides o~ the engine~for a single ~lobed~' ca~.
~ he embodiment shown in Figures 19 and ~0 ,~ay be equipped with the cy~inder head, valving and pre-compressors shown in Figure 1 to be executed as a two cycle, the novel three cycle, or ~our l cycle en~ine_ ~s a four cycle engine, the charge ~ay be pre-compres-sed and cooled exactly the same as req~ired for the novel three cycle concept; the dense cool charge would be injected into the combustion chamber, which, due to its large size and downward move-~ent of the power piston, would e~pand the pre-eompressed cooled char~e. ThiS expansion would super cool the inducted charge~ The subsequent compression stroke would re-compress the charge and the temperature of the charge would rise to a certain value which would be much lower than the temperature of a normally conpressed charge.
~he result would be a dense charge at much lower temperature than normally encountered~ ~he process described must not be con~used with normal superchargin~. In normal superch~rging, the inductçd charge may ~e cooled, but i9 at low pressure, a maximum of ~0 p9 ~g, and i~ not e~panded while inducted. The purpose o~ a short, high pressure induction, followed by a ~hort expansion, and a subsequent re-compression would be to gain the benefi~s oi the novel three cycle process ~or a modified iour cycle ,~ode of operation, the benefits being low nitrou~ oxides for~ation and a high expansion ratio, results of a cool high density charge. This modi~ied four cycle process is therefore included in the scope o~ this invention.
30 The said modifie~ ~our cycle process may especially be readily carried out with ca~ driven engines since a short induction and re-compression stroke .nay readily be introduced between the long exhaust stroke ~nd lon~ expansion ~troke. Figure 18 ~akes this clear.

1 ~5768 Figure 21 illus~rates a novel cylinder head ~or axial cam operated piston engines o~ two cycle or four cycle mode Or operation said head intended for the en~ine illustrated in Fi~ure 19 as an alternative~ Intake and exhaust valves are normal poppet valves axisll~ aligned with the cylinders, and convention~lly ported and biased by conventional sprin~ means. L-shaped rocker arms are provided with axially oriented shaft like extensions to rotatahl~
and slidably carry a spherically radiused roller. Intake Yalve rocker arm 90 pivots on a tsngentially oriented fulcrum pin, or ball lo stud, 91 while the radially oriented lower arm i~ provided with regular threaded valve stem engaging ~eans, for ~tappet n clearance adju~tment. SPherically radiuæed rocker sr~ roller 92 engages a spherically radiused groove in combined radial val~e cam 93. A rise in said groove constitutes the inta~ë valve lobe. By sliding slight-ly on the shaft like exten~ion, full line contact i~ maintsined bet~een the roller surface and the cam lobe during valve actuation;
the sideways sliding action oi roller 92 al~o allows said roller to seek the center of the groove ln cam 93. The e~hau~t valve rocker arm 94 i~ provided with a longer axially oriented shaft like ~xten-sion, or i8 raised, tc, engage a second groove in combined radial valve cam 93, said second gFoove comprising the exhau~t valve lobe, ~imilar in prlnciple to the intake valve lobe ~ust described. An nunderh~nd~ arrangement o~ an inverted roc~er ar~ and short push rod arrangement is also shown as an slternative. Combined radi~1 valve c~m 93 is ~ounted directly on ~ain shaft 95 which carrie~ axial power cam 87~
Figures 22 and 23 illustrate an alternative to the cylin-der head ~hown in Figure 21. Conventional poppet type intake ~al~e 96 Qnd exhhu~t valve 108 are axially disposed, convention-30 P' ly spring biased and ~orted, with all lntake portY collecti~elycommunicating with intake toru~ duct 97 and all exhaust port~

communicating with e-~haust toru~3 duct 98, ~oth cast coaxially and 1 ~5576Q~
inte~rally in tne cylinder head. Combined radial valve cam 99 ls mounted directly on main ~haft 95 and is prouided with stacked intake valve and e~haust valve lobes. Inta~e cam follower rocker 100 and exhaust cam follower rocker 101 are stacked, radially in plane with their respective cam lobeq, and are pivotably supported on axially arranged rocker pins 102, which are mounted in the cyllnder head ca ting~ Said follower rockers 100 and 101 are bifurcated and provi-ded with rollers 103, engaging respective ca~s, and spherical cups to engaBe short pushrods 104, which are ball ended. Intake valve rocker 105 and exhaust valve rocker 106 are pivotably supported on a common tan~entially disposed rocker sha~t 107, which i9 supported DetWeen two tower~ cast inte~r~lly with the cylinder head. Each said rocker 105 and 1~6 comprises an integral arrangement of a short t~C
torque~provided with a horizontal arm on one end to engage the end Or the valve ~tem by meanY of a threaded~ adjustable tappet, and provided with a second downwardly directed vertical arm on the other end, said vertical arm endinB in an inwardly directed spherical cup, ~aid cup engaging the outward end Or pushrod 104. ~he arrangement i8 e~tremely compact, low in profile, promising excellent longevity, ~0 and is readily serviced and adjusted~ Application of sxially dis-posed conventional poppet valves to all for~s of axisl power ca~
~xisl pi~on internal Gombustion engines, and act~ated by axially sctin~ c~ directly as shown in h~igure 1, or by rockers as shown in ~igures 21, 22 and 23 i~ included in the scope o~ thi~ invention.
Turning now to the radial power cam driven ~ersions of thi~ invention, ~i~ure 24 iY ~ cross section taken on the transverse longitudinal cross section of a two cylinder, or four, cylinder sin~le row~radial cyl~nder engine, based on t~e novel three cycle mode of operation~ The opposin~ cylinders either one pair, or two 30 pairs, as shown in Figure 25, are integrated in a one piece engine casing 109. Ca~ing 109 also incorporates integrally the support housing for the single stage axially disposed charge pre-compressor, said support housin~ being coaxial with the long axis of the ~sin 3~

1 ~5768 shaft of the engine, ~nd in act~ality comprising of the inte~rated coolant jac~et ~or the charge cooler. The object of this e~bodiment is to provide a flat "pan-ca~e~ engine which may ~e installed low a under the hood of~compact car, lesving suf~icient room above the en8ine to carry the spare tire ~or the vehicle. This is an advan-tage, both as crash protection as well as saving space in the interior of the vehicle~ The output Epeed of this embodiment is one-fourth the output speed of a conventional engine for an equal number of power pulses and substantially less torque multiplication will be required, again saving space. One piece engine casing 109 comprises cylinders llO, power cam case 111, power output case 112 and pre-compressor support case 113, latter case 113 also defining the coolant ~acket for the charge cooler. Casing 109 is provided with two plain main bearings 114 which rotatably support power cam shart 115. ~he ~top" or ~ront~ main bearing is supported coaxially in a removable annular bearing support plate 116 which is precision spigotted into power cam ca~e 111, bein~ retained by screwed counter~unk fasteners. Said plate 116, is transversely split, as is the ~top~ main bearing, to allow installation on radial power 2 0 cam shaft 115, and is ~oined together by two large machine bolts, as shown in Fi~ure 24. Said plate 116 is installed on shaft 115 before latter shaft 115 is inserted in case 111. Holes in appro-priate locations in radial power cam ~haft 115 allow-installation o~ countersun~ ~asteners to retain bearin~ support plate 116.
~s ar~
Said sh~t 115 is an integrated unit o~ a ~ain sha~t 117,~a radial power cam 11~, preferably double lobed and an integrated flywheel and compres~or axial drive ca~ drum 119. ~aid drum 119 contains an undulating groove in the inside cylindrical surface said groove de~ining an axially acting compressor drive cam profile 120, with two rise~ ana two fall~ for a two cylinder engine and with four rises ~nd four falls for a four cylinder engine. ~or a two cylinder engine, two compressor driue rollers 121 or for a ~our cylinder en~ine, ~our compressor drive rollers 121, closely fit pro~ile 120 ....

1 ~55768 and are inserted into pro~ile 120 by ~eans Or a ~loadin~ notch, identical in principle to the ~loadin~ notch~ in conventional deep ~roove oall bearin~s and bein~ located opposite to the ~active surface n at a location on the profile where rollers 121 always bear a~ainst one side of the profile, said ~'bearing~ si~e being the ~active surface~. ComPressor drive rollers 121 are rotatably supported on cantilevered roller shafts 122, which are radially supported symmetrically by compressor reciprocator drum 123~ Said drum 123 comprises an integrated assem~ly of an axial guide shaft O 124, reciprocally and coaxi~lly sup~orted in a coaxial guide bore in ~ain shaft 117, roller support plate 125, and compressor piston rod 126. Coaxial internal splines on said drum 12~ match and slidably ~ate with coaxial external splines provided on a cylindrical bottom extension on botto~ co.~pressor head 127~ Said head 127 also coaxially carries piston rod seals 12~ and piston rod ~uide bushin~
129, latter Dushin~ being precision spi~otted into head 127 and also retaining sçals 128~ Rot&ting l~otion of radial power cam shaft 115 will ~e converted to two or four short axially reciprocating strokes for the charge pre-compressor. The substantial rotating mas~ of the com~re~sor ~xlal drive cam drum 119, to&ether with the substan-tial .~ass of the radial po~er cam 118, constitutes sufficient ~'R2 to eliminate tne need for a separate flywheel. Radial power ca~ 11~
is driven to rotate by the reciprocating ~otion of power pistons 130, by way of main roller 131, main roller pin 132, ~ifurcated piston connect~n~ link 133 and a bifurcsted th~ust radius ar~ 1~4~ Brie~ly referrin~ to Fi~ure 26, said ar~ 134 is pivotably sup~orted in en~ine casin~ 109 Dy L~eans of tnrust arm support pin 135~ Said pin 135, is parpllel with the &XiS of the engine and is located on a plane which i~ nor~sl to the ~xis of the cylinder, said pl~ne 0 located hPlf way between t~e ~ottom and top posLtions of the center of main roller 1~. The arc described by the .~in roller deflects the piston connectin~ lin~ so slightly that ~ractically no piston side t~ust i5 ~enerated and pistons :nay De lighter than nor;~al.

1 ~55768 ~he profile on cam 11~ is compensated to allow for said arc. Radial po~er cam lld is synmetrically ~ouole lo~ea (Plthou~h a sin~le lobed or nultiple lobed ~rofile ma~ ~lso De used) to provide four piston stro~es ~er revolution, power pistons 13~ being unifor;~y accelerated and aecellerated d~rin~ eac~ stroke, resultin~ in a minim~n inertia force. The raaial profile is further desi~ned to retain power pistons 13~ in the to~ ~osition of their stroke forasufficient length of time to allow hi~h pressure charge ad.-nission and complete co~bustion at constant conbustion chamber volume, it being ~nown that ¦0 constant volu,ne combustion gives hi&hest ther:~al efficiency. It is ~nown tnat conventional small four cycle engine~ at 40~0 rpm and at 20~0 firing strokes per minute require a maximu~ of thirty degree i~nition advance for efficiency. Thirty degrees amounts to one-twenty fourth of the rotational angle o~ 720 de&rees required for one power stroke in said conventional engine. The embodiment of this invention shown in Fi~ure 26 rotates at 10~0 rpm ~or 2000 ~irin&
impulses ~er minute~ Constant volu~e combustion, therefore requires one-fourth of ~0 degrees or 7.5 ~eOEees of Inain shaft rotation. The piston retention shown in ~igure 26 is 45 de~rees;
~V this leaves 37.5 de&rees for constant volu~e high pressure char~e admission, which is ~ore than adequate, keeping in mind the high pressure of the char~e~ For comparison, modern two cycle engines of smA11 size ~ay have 90 aegrees of very low pressure scavenging, yet sufficient char~e is inducted to acn~eve a co~bustion pressure which is spproximately 60 to 70~ of a four cycle engine's combustion pressure~ The embodiment shown in ~i~ure 26 would have a charge ad~ission period of 2 x 37.5 = 75 de&rees since the ~ain shaft turns at one-hal~ the speed o~ our comparaole conventional two cycle engine. It is obvious tnat 75 degrees of very hiBh pressure charge ~0 admission co~pares very favourably with ~0 degrees of extremely low ~res~ure char&e scaven&ing~ There is no doubt that the novel three cycle concept ~ay achieve equal or better charging of the combustion ch~mber th n conventionally aspirated four cycle en&ines~ For fuel 3~

1 ~5576~
e~ficiency, the char~e ~re-com~ressor ~o~ld have a displace:~ent considera~ly less than the displace.nent o~ the ~ow~r pistons, so that aeep expansion at ~uide open throttle" may be ac~ieved im~roving the theoretical thermal efficiency substantially comp~ed to a conventional enOine~ Aaaitionally tne constantly hi~h pressure, low temperature extre.~ely hi~h density char~e is admitted ~n a propor-tionally sm~ller initial combustion cha~ber volume as the power is reduced, resulting in substantial improvement of expansion ratios and ther~al efficiencies at reduced power outputs, contrary to con-ventional engines which at compression ratios below 9 to 1 are known to have reduced thermal efficiencies at reduced outputs. ~he cooled char~e would result in lower peak temperatures while, ~inally the top side of the double acting charge pre-compressor ;nay be continu-ously unloaded, Dy means of simple solenoidQ acting on the self actin~ air inlet cartridges carried by the top head, and be activated in case of emergency, practically doubling the charge output and the power output, al~eit at lower efficiencies.
Similarly to the axial power cam version disclosed in Fi~ure 1, the radial power cam version of this engine may combine O the following desirable characteristics: Low nitrous oxides emissions due to low peak te~peratures, hi~h fuel ef~iciency due to extremely high expansion ratios and constant volume combustion with a favour-aDle shape and sur~ace area ~ituation for the combustion chamber, continuously improvin~ t~er~al efficiencies as the power output i8 reduced, built in power reserve for e~ergency situations, low fric-tion due to elimination of piston side thrust, low oil consumption due to elimination of negative pressure in the combustion chamber, high tor~ue low shs~t speed output, eliminPting several gear ratios and potentially eliminatin~ the need for a final reduction in vehicle applications, zero radial loading of the engine's main bearin~s, due to symmetrical loading of the double lobed radial power cam, low ~uffling or no muffling requirement due to nearly complete ex~ansion in the fuel economy mode (the emergency power 1 ~557~
mode would create s~bstantial exhaust noise); easy cranking for start up due to virtually zero compression pressures at start up, (the char~e pre-compres~or discharge5into a relatively large volume cnar~e trans,nission ducting system~, stratified charging ability without additional provisions (by directing the fuel injection of~-center, to ~e disclosed later), per~ect dynamic balance with no extra bPlan~ing means (except ~or a smPll unbalanced couple to be di~closed later), automatic take-up of ~big end bearing play~ (to be disclosed later), compact envelope size, no fle~ing bends as in crankshafts, simple straight power ~low, simple one piece engine casin~, sim~ler machining and assembly, no ~ain bearing caps, vir-tually no seconaary imbalances or connecting rod angularity balance problems readily manufactured and maintained with present technolo-Bies; no exotic materials ~ndevery component fully predictable in désign ba~ed on the present state o~ knowledge and experience in industry~ Extra complexities ba3ical}y involve the charge pre-compressor, charge cooler, charge density and temperature controls, and the more complicated cylinder heads~ Normally, a double lobed radial cam, four cylinder radial engine as shown in Figure 26 sets up ~ourth order inertia torque reaction due to the ~act that all pistons etc. accelerate snd decelerate perfectly in step. In addi-tion, the power i~pulses are in step for three cycle ver~ions, although only two at a time. ~his requires a substantial flywheel to smoothen out~ ~he present engine has substantial IYR2 in the ~orm o~ the per~ectly balanced, radial power cam and the axial pre-compressor drive cam. A closer examination, however, reveals that due to tne out oi step movements and externPl deceleration ~eans, the above is not valid ~or this invention.
a. rn this embodiment, the pistons in the top position remain stationary o~er 22~ degrees, while the side pistons are acceleratedvby the mainshPft setting up positive inertia torque reaction ~or two pistons over 22~ degrees.

1 i 55768 ~, l'he next 3,~- ae~rees of rotation, sees t~e top ~istons acceler-ate by external means, ~ith no inertia torque on t~e ~ain shaft.
Durin~ this ~eriod, side pistons continue acceleration over 11~ de~rees, continuin~ the positive inertia torque reaction o~
period (aJ. After this the side pistons decelerate over 22~
ae~rees ~y external means, settin~ up no inertia torque reac-tions in the main shaft.
c~ The next 33~ de~rees of rotation see the top piston decelerated in step,settin~ up a negative inertia torque reaction for two 1~ pistons over 33~- de~rees. Durin~ this period the side piston continue deceleration Dy external means, over 11~ de~rees, 4ett~ng up no inertia torque reaction in the main shait. After this, the side pistons remain stationary over 2?~ degrees to reach top dead center.
The a~o~e inertia torque reactions are sum~narized as ~ollows;

I~L~a _~e~ n Sha~t Resultants ~
First 22~ + 2 pi~tons - 2 pistons ~ext 11~ ~ 2 pistons Zero Z~ Next 22~ Zero Zero Next 11~ - 2 pistons Zero Next 22~ - 2 piston~ + 2 pistons Fourth order inertia torque ~-eactions are not present.

1 ~ 55788 The retention of the pistons in the top dead center position t~erefore, is not only ueneficial Yor tnree cycle high pressure chargin~ and constant vol~me combustion, but also for oreaKin& up in-ste~ inertia torque reactions, helpin6 to reduce fourth oraer reactions to second or~er reactions. For t~o cylinder in-line en~ines tne aoove resultants also apply; alt~ou~h resultants ShOUld oe expressed in single piston nasses; the doubled piston speeds Drin~in~ the results ~ac~ in line ~ith the above resultants.

~9 1 ~557~8 En~ine characteristics of novel three cycle or t~o cycle engines o~ this invention at equivalent nu.~er and volu.ne of ex~ansions -3 inch stro~e_ araneter 4 cylinaer 4 cylinder rad c.~l. 2 cylinder in-l~ne conventional 4 cyl~in-line flat double lobe single lobe __ double lobe ~0 deR~hase ,180 d~.~hased ~0 deF~. ~hased rp,n 4~0 10~0 2000 4~0 piston strokes 4 x ~ = 4 x 4~0 = 160~0 2 x 8000 2 x 8~00 =
pmin 320~ = 160~0 160~0 power 4 x 2V~ = 40~0 at ~0 de~. 2 x 4Q0~ 2 x 4,00~ =
i~pulses ~0~0 = 80~0 8000 ~er min. at 90 deg at 1~0 deg~

expansions n~ ~enr ~ 1 x ~QOQ ~ x ~Q~ 1 x 8000 1 x ~Ooo invol~ed p.nin ~iston d~ x 3" 4~U0 x 3t' = 80,~0 x 3" 8~00 x 3 spee.d = 2Q~0 fpm = 10~0 f~m = 2000fpm = 2Q00 ~pm fpm total 32000 x 3~' 16000 x 3" = 16000 x 3" 16Q00 x 3"piston = dQ~0 ft/ 4Q~0 ft/.nin = 4000 = 4~00 traveL ~in fpm fpm pre-co.~-pre,ssor --- 40,~ ~ 7/8" ~0 x ~" 16000 x ~"
piston stro~es Note: The sin~le ~obed cam versions would have counterwei~hts at the' fore ana aft end of the .nain shaft to counter~alance the single can lobes, said counterweight also ~nay be sized to counterbalance the piston free ~orce co~ple. ~his would introduce small secondary i.nbalances~ A sin~le lobed, counteroalanced V-4 version will have a ~ de~ree ~o~er i.npulse spacin~ e a conventional V-8; and will have balance,a inertia torque nain shaft forces, with the back and front ~istons in one in-line banK acceleratin~ and the relnainin~
c~Linders decelerating, witn excellent ~ri.nary free force balan~e~

1 1557~8 Returnin~ now tO the description o~ the e.~bodiment; one of the objects of the invention is to provide a rsdial po~er cam of simple robust construction, eli.ninatin~ the usual grooves in the front face, or both faces, ~or purposes oi a cam ~ollower roller, which returns the power pistons to the bottom position. A substan-tially lower en~ine profile also results if said groove or grooves are eliminated~ Calculations indicate that a power piston and rol}er assembly of 1.5 pounds will require a retarding ~orce of 200 pounds at 20~0 firin~ impulses per .~inute, equivalent to 4000 rpm for a /0 conventional small four stroke engine. This retardlng force may be provided by an external spring means scting on the thrust radius arm 134~ The first alternati~e external spring bias means is shown as numeral 136 in Pigure 26, thrust arm compression coil bias spring.
Said spring 136 is seated against a cantilevered extension on the cyLinder heads 137 and are seated on the bottom on bottom spring seat 138, a li~htwei~ht conical seat, pivotably supported by thrust radius arm 134~ To avoid sideways resonance due to lateral movement of coil s~ring 136, at higher engine speeds, an alternati~e emoodi-ment is shown in the lower ~H Corner of Figure 26. Spring 136 is j~ supported on the,bottom by an axially ~uided bottom spring guide 139 which i~ reciproc~lly disposed in a small cylinder rigidly supported above thrust radius arm 134 by a biiurcated integrPlly cast tower laterally projectin~ from the bottom bifurcated cylinder walls.
Note tnat the bottom of the cyLinder w~lls are bifurcated to acco~Ddate the novement of thrust radius arm 134.. A short bail ended rod, soc~eted in both guide 139 and arm 134, completes this alternative.
~he ne~t alternative sprin~ bias means is coil torsion spring 140 coaxially ~ounted on a small rotatable spring support drum 141; said drum 14~ is supoorted on a coaxial shaft~ SPring 140 comprises of a LH wound half and a RH wound half, connected to~ether by an axislly directed ~end in the spring wire, with ~oth outside free ends reacting against and su~ported in lu~s cast integrall~ on 1 15576û
the bottom of a lateral web extendin~ side~ays fro.~n the cylinder heaà 7. A conventional small connectlng rod 142, provided with a split bushed bi~ end, and a ball ended small end, connects torsion sprin~ 14~ with t~rust radius arm 134. A cutout in dru.n 141 acco.n~o-dates the big end of connecting rod 142~ ~eci~rocating .notion of connectin~ rod 142 is converted to rotPry oscillating .~otion of sprin~ support dru~n 141~ A conventional hairpin coil torsion spring .~ay also be e~ployed, and woulà have less inertia but require more space.
¦o The fourth alternatiYe spring bias means is a ~as spring or ~as c~linder spring ~neans. Gas spring cylinder 143 is cast inte~rally ~arallel to the power cylinder, and recipro~ally disposes a ~aall piston 144 o~ sel~-lubricEting material and provided with self lubricating seal rin&s. A ball ended connecting rod 145 connects piston 144 with a spherical socKet in the top o~ thrust radiu~ ar.~ 134~ An AdiPrene (Reg. Trade.~ark of Dupont Inc.) elastomer safety cushion is incorporated in the top of cylinder 143;
normally piston 144 cle&rs said elastomer cushion~ A ball chec~
valve supplies ~ne compression chamber in cylinder 143 with air, but prevents escape o~ trapped air~ l~eat will not build up in cylinder 143, since adiabatic com~ression will be ~ollowed by adia~&tic e~pansion~ An auxiliary hairpin torsion sprin& 146 reciprocates ~ower piston 130 at cran~ing speeds~ Other gas ~pring means s~ch as bellows etc..;~ay ~e used.
The first alternative positive piston return ~eans co~nurises a radial cain means.. A camshaft, which .nay be the valve ca~ sh&ft if the en~ine is equipped with a cylinder head .~ounted camsha~t, or ca~shafts, carries a special ~'deep stroking~ auxiliary radial can 147, wnich is actuated in tiine with the po~er pistons;
said cam 147 en~a&es a roller 148, mounted on the bifurcated enàs o~ a special lar~e heavy duty hydraulic cam follo~er 149, which is reciprocally carried in a special bore adjacent to t~e ~ower cylinder, and wnich is connected to the thrust radius ar~n 134 by 1 ~55768 .neans of a heavy duty ball ended push-rod 15~. ~ngine oil under pressure ~.essurizes the hydra~lic cam follower 149 by wsy of an externally .~ounteà and accessible ball chec~ v~lve~ ~ heavy duty col~ression coil spring is incorporated inside said cam follower 149 to extenà the piston of follower 14~_ It is known, in the art relatin& to auto~otive ~aintenance, that check valves in hydraulic cam follo~ers &re the main cause o~ failure~ By external mounting, ~ervicin~ is ~reatly facilitated.. An adjustaGle elasto.~er cushion 15L, ~revents da~a3e to the power piston and exhaust vaLve in case of Jo compLete failure of any of the piston return ;~eans disc~osed~ Note that hydraulic cam follower 149 will allow development o~ only a few thousandths of an inch "playn in the control of power piston recipro-cation in case of total failure of said follower 149, due to internal seating of the hydraulic cam follower piston. Note that this piston return ,neans also automatically "takes up n all ~slac~ or ~play"
develoQed in the thrust radius ar~ .~ean~, a very desirable feature~
Xeturnin~ to Fi~ure 24, ~re-compressor su~port case 113, is precision bored to coaxially support bearing su2port 21ate 116, bottom compressor nead 127 and pre-co.~pressor cylinder 152~ A heavy ~uty Qrecision ~round "snap" ring is installed in a groove in the bore of said case 113, to for~ a ledge seat ~or said head 127, w~ich traps said ~'snap" rin~ oy mean3 of a coaxial collar. A pan-ca~e type top compre~sor head 153 spans across cylinder 15~ and case 113, to trap said cylinder 15~ and said head 127, and encloses the top of the inte~ral coolant jacKet surroundin~ said support case 113.
Cover plate 154 covers all channels and self-actin~ valve cartridges iQ top compressor head 1~3 and i~ provided with a central air inlet opening~ Pre-compressor piston 155 is bolted coaxially to the top of compressor piston rod by a spi~otted threaded ~astener and incor-30 pora~es a thick, hardened steel precision ground load distributorwasher~ to PVQid crushin~ the light alloy of piston 155. After-cooler 156 comprises a coiled tube, coaxially installed within the coolant jacket; after cooler 1~6 is swa~ed, or otherwise permanently 1 ~557~8 installed into the botto~ face of top compressor head 153 at both inlet and outlet ends and therefore becomes an integral ~art of head 153. The top surface of the coolant jacket is provided with an annular coaxiPl openin~ to allow lowering into, and raising out of, said coolant jac~et, of ~aid after cooler 156. Charge transmission tubes 157, L-shaped, trans.~it the cooled pre-compressed hi~h density charge to the bottom ~ace o~ the cylinder heads 137, from where a duct, cast integrally, carries. said charge to the top of said head 137 for induction into the top end of charge snorkel tube 158, a short reciprocating tube, wnich is carried by ~ini reciprocating head 159. Said head 1~9 is identical in principle and action, to the mini reciprocating head as disclosed for Figure 1, except that the upper travel li~iter ass.embly 160 is coaxially installed below charge admission valve actuator 161, as clearly shown. Fuel injector nozzle 162 is o~f-set to direct the fuel towards the spark plug tip -the result will be stratified charging with an extra rich mixture near the spar~ plug tip and gradually leaning out from there. The invention allow3 extremely simplifled stratified charging. Momen-tarily returnin~ to the charge pre-co.~pressor, the inlet air is introduced. to the bottom compressor head 127 by way of channels cast in pre-compre~sor support case 113, as shown, and similarly i~
discharged ~rom said head 12~ by similar channels. A multitude of small cartridge type self-acting inlet and di~ch~rge valves is c~rried by heads 1~7 and 153 and air is channeled as shown by arrows in ~igure 24~ All pre-co.~pressed air passes through the aftercooLer 156, before being distributed to the cylinder heads, but a thermos-tatically controlled bypass valve will be advantageous for warming up and emission purposes especi~lly in colder climates. Constant density of the char~e is controlled by pressure and temperature sensors, and the chPrge p~e-compressor is controlled by unloading the air inlet valves or by throttlin~. Solenoids may per~anently unload the inlet valves in the top pre-co.~pressor head 153, to pro-vide an emergency power boost capability as disclosed for Figure 1.

1 ~55768 A second staOe compressor and after cooler may be added in top of the double actin~ charge pre-compressor shown, as disclosed for the en~ine in ~i~ure 1, to achieve higher densities at greater efficiency.
The char~e ad~ission valve 163 and the two or four exhaust valves per cylinder of conventional poppet variety, are controlled by pushrods 164, actuated by hydraulic ca~ followers 165, bifurcated and roller equipped, and engaging charge admission ca.~ 166 and separate, coaxially .~ounted exhaust valve cam 167.. Said cam 167 is keyed to main shaft 117 and retained by power output sprocket 168, J0 which is provided with a silent Hy-Vo (Reg. Trademark Morse Corp.) power output chain~ To reduce overhung loads on the main bearin~s, a ball bearing is mounted on main shaft 117 and i9 supported by closing cover plate 169. ~he hub of sprocket 168 is hardened and precision ~round to support starter gear 170, which is equipped with a free wheeling one-way sprague clutch~ ~aid gear 170 mates with another idler gear (not shown), with said idler gear enga~ing the output ~ePr of the starter .notor ~not shown), which i~ ~ounted in the crotch between tne cylinder~.
The conventional poppet type exhaust valves (not shown)~
o are enga~ed by conventional valve rockers carried by the cylinder head~ Pushrod 164, for chsrge admission, are actuated by charge admission C&m 166 which is inte~ral with compressor axial drive cam drum 119. ~ushrod 164, for charge admission, on the top end enga~es the top interior surface of charge admission valve actuator plunger 171~ by ~eans of an interior spherically radiused socket, as shown~ Said plun~er 171 is reciprocally carried by a bore in cylinder head 137. Said bore bein& arranged at an acute 45 degree angle relative to the axis of cylindersllO, on a plane which is parallel to the axis of the power cylinders 110~ Plunger 171 is ~o provided with a flat actuating surface which is p~rallel with the axis of cylinders 110. An outboard roller on charge admission valve actuator 161 per.~anently contacts said flat actuating surface, but is free to roll up or down as ~ini reciprocating head 159 1 ~557S~
reci~rocates in its ~ore, tnere~ore, .~aintaining accurate timing for charge admiss.ion valve 163 re&ardless o~ the pos~tion of mini reciprocatin~ head 159.
By en~aBing the top interior surface of plunger 171, push rod 164 keeps plunger 171 stabilized in its bore and prevents rotation of said plunger 171. Plunger return sprlng 172 biases said plunger 17} in outward direction, ens~ring extremely quick retraction of plunger 17~, required for fast operation of the charge admission valve 163.
I~ The upper travel limiter assembly 160, is identical in principle and arrangement to the upper trsvel limiter asse~bly disclosed for the engine in Figure 1. The worln gear is engaged by a short worm teeth equipped upper travel li~iter drive shaft 173, equipped externPlly ~y sprocket 174~ Sprocket 174 iq engaged by a light roller chain, which mutually engages all upper travel limiter drive sprockets and which ~oops under idler sprockets located at the bottom junction of the cylinders, as shown in Figure 25, said figure being a "top~ view of the en~ine (the engine of Figure 24 i8 of ~vertical~ shaft variety). One of said idler sprockets is connected ~0 to the power output regulator of the engine~ A backfire reliei valve i3 incorporated in the charge transmission ducting; not ~hown.
Further details of cylinder head 137 will be disclosed later in Fi~ure 36. As with the engine shown in Figure 1, the power pistons of this version approach the roof of the expansion ch&~ber very closely, being shaped ~o clear the still slightly open exhaust valves.. Combustion take~ place at constant volume within the bore for the mini reGiprocating head 159, hence the "normal n combustion chamber in the cylinders is referred to 5S the "expansion~ chamber in this disclosure. -3~ Referring now to Fi~ures 27, 2~, 29, 30, 31 and 32, there are shown details of an in-line version of the engine disclosed in Figures 24, 25, 26. The sixth slternative piston return means co~prises a camshaft 175, which may also serve as the valve camsh~ft, 1 ~ 55~3 is mounted aLon~side each in-line bank o~ ~ower cylinders 176, and is provided with a special radial cam 177 to en~age a hesvy duty, elasto,ner cushioned piston return roller, 178 which is rotatably supported between the weos of thrust radius arm 179 near its fulcrum point~ Camshaft 175 is in positive rotational relationship with main shaft ldQ, while cam 177 is profiled to reciprocate power piston 130 in e~act synchronization with the profile on radial power cam 181 which is identically profiled to radial power ca~ 118 in Fi~ure 24.. The piston return roller 178 is pre-loaded to bear /~ solidly against the profile on cam 178, while the elasto~er cushion, coaxially bonded between the hub and rim of roller 178 takes up any manufacturing inaccuracies, reduces noise and prolongs longevity of all components. ~eing "externally~ mounted, roller 178 .~ay he readily serviced; Figure 29 illustrates roller 178, said roller 17 ,nay be a solid roller also.
The seventh alternative piston return ~eans, also illus-trated in Fi~ures 27, 28, 29, compri~es,roller 178, .~ounted on the bifurcated end of auxiliary radius ar.~ 182, which in turn is .~ounted on a torque tu~e extension 183, coaxially disposed around fulcrum pin 184 for thrust radius arm 179, said extension 183 being integral with said arm 179. Between power cylinders 176, a special ~iston return cam la5 is integrally mounted on ~ain shaft 180 and roller 178 is in continuo~s en~agement with the profile of cam 185. The profile on piston return cam 185 is such that the motion of roller 178 is in exact synchronization with the motion of main roller 186, while ~ain sha~t 180 rotates_ The elastomer cushion within roller ~78, accommodates any innaccuracy in manufacture, roller 178 ~eing ~re-loaded a~ainst the cam profile~ External mountinO Of auxiliary radius arm ldl, oy means of a cla~ed connection, allows ready 3~ re~ov 1 of any "play!' in tne system.
Fi~ure 30 illustrates a two cylinder in-line version of the en~ine disclosed in Fi~ures 27, 2~, 29. i~ain shaft 18Q is perfectly dyna~ically balhnced, radial ~ower ca~s 181 are 90 degrees 1 i557v~
out of phase, ~ivin~ a power impulse every ~ de~rees of nain shaft rotation. The power ~istons are statically balhnced out will set up a roc~in~ couple, wnich inay be ta~en care of by elastic ~ounting of the encine, or by a couple of counter_rotating phased oal~nce sh&fts runnin~ &t t~ce engine speed~
An ~equivalent~' four cylinder, four cycle en&ine, &t an equal number of pov~er impulses per cylinder, say 200~ p.i.p.;n.
~po~er impulses per ninute)! will give 8000 p.i.p.m~ at 40Q0 rpm, spaced at 9Q degrees. ~he illustrated embodiment will &ive l~ 4~0 p.i.p.;n. at 100~ rpm, paced at 90 degrees, at one-half the piston speed of the ~equivalent~ four cycle engine. At equal piston speeds, the illustrated embodiment will give 80~0 ~.i.p.m~ at 20~0 ~pm, spaced at 90 degrees.. ~ 'flat four~ version of the invention, at one-half the piston speed of the ~equivalent~ four cylinder, ~our cycle engine, would give 4000 p~i.p.m~ at 1000 rpm, spaced at 9~ degrees, and would be perfectly balanced, except for minor secondary couples created by the external piston return means.
A V-fo~r version of the invention, at one-hPlf the piston speeds o~
the equivalent iour cycle engine, will equal the flat four version, but ~ill set up rockin~ couples similar to the two cylinder in-line VersiOn~ By using counter-bal nced single lobed radial power cams, the einbodiments of this invention will increase the output speeds by a factor of two, with a doubled main roller speed~ By suitable selection o~ number of power cam lobes, po~er cylinder arrangement, and ~alancing measures, a great number of alternative engines ~ay be arrived at.
In Fi~ure 30t centrally carried camshaft drive sproc~et 187, drives the single or double cylinde~ head ~ounted valve cam sha~t or ~hafts at twice engine speed, said valve cam sha~ts being ~0 equipped with single valve actuatin~ lobe~ Main bearings 1~8 are conventional, split cap type. The novel e~nbodiment of this version of the invention is the multiple lobe radial cam piston connecting means for the double acting two stage charge pre-compressor 189.

1 ~557~8 ~n con~ormity ~it~ the i~ain object of this invention, na.nely, to provide a novel, si:n~le anà rugged cam-to-piston connectin~ .~eans ~hich incor~orates a novel thrust radius arm and which eliminates ~rooves in tne face of radial cams, the t~rust radius arn to drive the char~e ~re-compressor comprises of a doubled up thrust radius arm to form oscillatin~ thrust arm rocker 190, which is illustrated in principle in ~igure 31, and which is shown as applied to the engine of Fi~ure 3~, in Fi~ure 32_ Referring to ~igure 31, radial drive cam 191 i8 sy.~metrically four lobed. ~ajor diameter tan&ent lines 192 form an acute en~le of 45 de~rees; the dividing line for said 45 de~ree angle passes through the center of cam 191. A circle drawn throu~h tan&ent points 193 and the center of cam 191 ha3 its center located on said dividing line_ Taking the center of said circle a the center of the fulcrum for thrust arm rocker 190 and by movin~ the second cam follower roller 194 from tangent point 19 to a position on said circle where said roller 194 contacts the valley of radial drive cam 191, symmetrical thrust ar~ rocker 190 i8 formed. ~ince the downhill, angular acceleration of a lobe exactly equals the uphill, angular acceleration. of the~valley, as~
~0 well as downhill, angular ~ecelerations and uphill, angular deceler-ations, both rollers o~ thrust arm rocker l9Q maintain contact with the profile on radial drive cam 191 at all times~ Said profile is compensated to allow ~or the radius transversed by said rollers.
Note that any ~play" in the systein Inay be taKen up by moving the pin ~or rollers 194 alon~ the arced path of travel for rollers 194.
This novel embodiment is included in the scope of this invention.
Return~ng to ~igure 30, ha~ing studied the disclosures ~or Fi~ure 1 and Fig~xe 24, the two stage double acting charge pre-com-pressor 189, together with intercooler 195 and aftercooler 196 and airflows as indicated. by arrows, will be readily understood~ Note that bottom compressor head 197 is retained in the bor~ for the first ~tage b~ split rin~ 19~ and retaining ring 199, ~lush, counter sunk ~asteners joinin& said head 197 and said ring 199, as shown.

1 i557~

~y intrudin~ the cylinarical seal enclosure of botto.~ compressor head into the bottom of the first stage piston 200 a shallower en~ine profile is obtained~ Piuot link 201 connects thrust arm rocker 190 to the pre-compressor piston rod.. Note that the inter-cooler is ~ermanently swaged into the bottom face for the coaxially spi&otted combined second stage cylinder second stage bottom head.
Similarly, the aftercooler is permanently swaged into the botto~
face of the second stage top hèad. Both coolers enter their respec-tive coolant jackets by way of annular coaxial slots in the top faces ¦ of the respective coolant jackets_ Note also that the first stage compressor cylinder is integrated in the engine cylinder bloc~ and allows a simple straiBht through boring operation.
Fig~re 32 shows a tran~verse cross section of charge pre-compressor 189 and is self-explanatory after having studied Figure 30~ Note that a second charge pre-oompressor may be added in the direction of the arrow shown, the piston rod for said second charge pre-compressor picking up on the bottom cam follower roller 194, forming a shallow V block~ A second thrust arm rocker, shown in phantom lines, ~ay be operated offthe same radial drive cam 191~
2 ~ The e,~bodiment for the charge pre-compressor shown has a displacement ~or one ~ide of the iirst staBe which equal~ 55~ of each power piston displacement, resulting in deep expansion for the power strokes, while the number of discharge strokes for one side of the pre-coi~pres~or equals the total number of power strokes of the engine~ Solenoid~ 202 continuously keep the bottom side of the first stage and the top side of the second stage unloaded by acting on the self-actin~ air inlet valves By de-activating said solenoids, the output o~ the charge pre-compress-or will be doubled, greatly boosting the power output of the engine, ~or e:ner~ency 3 o situations. The upper travel limiter ~or the .nini reciprocating cylinder heads would be raised accordin~ly to acco.~modate the extra charge admitted~

~ i~ure 33 shows an alternative cylinder head for the novel three cycle e;nbodiments of the invention thus far disclosed, and illustrates a completely coaxial arran~ement of exhaust expulsion, char~e ad.nission and i&nition_ Cylinder head 203 is provided with a coaxial exhaust valve ~uide bore, a coaxial exhaust port 204, a coaxial exhaust valve seat formed around the botto~ outward edge of said exhaust port 204, and a number of coaxial blind bores from above, e~haust valve spring bore 20~ and upper travel limiter bore 206~ Exhaust valve 207 is of novel poppet sleeve variety. Reference /o may be made to our co-pending Canadian patent application no.
378-226-~; filed 81-~5-25;. for a description of an internal combus-tion engine and a poppet sleeve valve to control the aspiration of said en~ine. Exhaust valve 207 comprises a cylindrical sleeve with an annular coaxial outwardly directed flange around the bottom edge, ssid flange provided with an annular coaxial vPlve face on the top edge~ Said valve 207 is reciprocally disposed in said exhaust valve ~uide ~ore, with said valve face seatable against said exhaust valve seat to close communication between the combustion ch~ber in the enBine and said exhaust port 204~ A coaxial exhaust vslve spring 208 2 o disposed in bore 205, engages exhaust valve 2~7 and urges sa~e to the clo4ed position by way of sprin~ retaining ring 209, a transversely split ~-shaped ring provided with two annulsr ledges formed on the inside cylindricP~ face, said ledges matchin~ two annular cosxial ~rooves machined in the outside cylindrical ~urface of said exhau~t valve 2~7~ SPring retaining ring 209 i~ positively trapped in position by safety ring 210, a one piece fully annular ~-shaped ring.
Nearly full compression of the exhaust valve spring is required to install or remove spring retainer ring 209~ This embodi~ent ~eets one of the objects of this invention, namely, to provide a simple, ~ sure sprin~ retainin~ rin~ for the novel ~oppet sleeYe valves.
Exhaust valve 207 is actuated by ;~eans of two pins 211, reciprocPlly carried by cast lugs for~ing part of cylinder head cover 212, ssid pins passing through the upper flange of travel limiter cushion 1 ~5576~
sleeve 21~ an~ tnro~n tne travel limiting ledge 214 of mini reciprocatin~ head 215, tO en~age the upper surface of spring retainin~ rin& 2~ ins 211 are actuated by bifurcated exhaust valve rocker 216, a pushrod, a hydraulic cam follower and an exhaust valve cam in timed relation.
Reciprocally disposed in e~haust valve 207 is mini reci-procating head 215, a light alloy cylindrical body, provided with piston rin~ sealing means around the bottom, a sturdy travel limiting ledge 214, a straight throu~h coaxial ~ore, an annular coaxial valve O seat at the bottom inside edge of said coaxial ~ore, and charge by-pass ports 217. Char&e admission valve 218 comprises of a basic ~poppet sleeve~ valve body, provided with a removable spool 219, retained by a heavy duty snap ring~ The head portion Or valve 218 is seatable again t said annular coaxial v~lve seat to close communica-tion between the combustion chamber and by-pass ports 217. Spool 219 is larger in diameter than said annular coaxial valve seat, resulting in a closing bias force exerted on valve 218 due to charge pressure in by-pass ports 217~ Val~e 218 is also biased to the closed positio~ by valve s~ring 220, sested on spring seat 221, which is o retained by, and which traps, a heavy duty snap ring as shown, said spring 220 being retained by spring retainer 222, held in place by conventional tapered conical valve keepers. Actuation of valve 218 is by means of an L-shaPed ~ifurcated charge admisqion rocker 223, actin~ on a hardened steel cap carried by valve 218, pivotably carried ~y head 215 by means of a rocker pin. A cutout in the side of head 215 allows installation and removal and rocking action o~
rocker 223~ The bifurcated vertical end of rocker 223 carries a roller, whicn protrudes a sufficient distance ~rom head 215 to allow actuation o~ rocker 223 by charge admission plunger 224, without 3 o interference, wnile head 215 reciprocates~ Plunger 2~4 is identical in execution and operation to plunger 171 disclosed in Figure 24.
Coaxially and re~iprocPlly disposed within the small cyLindrical bore of char&e ad.nission valve 218 is the slender 1 '155768 elon~ated body of sparK pluo 225~ Said slender elon~ated metal body is provided with miniature sealinO rings around the outside bottom ed~e, a lar~e flsnOe aroun~ the top, a straight cylindricPl bore, termin~ting at the bottom at a conical seat, ~rom where a s.~aller bore continues to the bottom tip; a tnreaded counter-bore is provided at the extreme top. Ceramic core 226 matches the inside diameters at t~e bottom of said elongated metal body and seats and seals on said conical seat ~y means of a soft copper washer. Ceramic core 226 ~urther comprises two coaxial, prog~-essively s;~aller, cylindrical e~tensions. at the toP. A metal center electrode passes coaxially throuOh the entlre ceramic core and continues so~e distance upward beyond said core. A metal thin walled cylindrical sleeve 227, ~ittin&
cLosely inside the bore o~ said elon~ated metal body, bears on the first and lower ledge formed around cera~ic core 226 and extends upward to be retained by retainer plug 228, threadably engaging said threaded counter~ore.. A ceramic cylindrical sleeve 229 extends from thesecond led~e on ceramic core 226 to the bottom o~ retainer plug 228, witn a short elaætomer sleeve provided betwee~n sleeve 229 and p~ug 22~ to prevent crushin& of sleeve 229. A hard insulated rod ~ZO like conductor 230, coaxially disposed within charge ad.~ission snorke tube 231, reciprocally penetrates plug 228 to terminate in a s.nall metal sleeve, ~icn surrounds the upward protruding end o~
said metal center electrode, thus establishing electrical communic~-tion, w~ile spark plug 225 reciprocates with head 215~ Spark plug retainer plu~ 232 threadably engages the inside bore o~ head 215 to lock spPrk plug 225 in place. ~ead 215 is biased downwardly by the charge pressure prevailing in snorkel tube 231, said snorkel tube being coaxially supported by cylinder head cover 21? and reciprocally se~led in the bore o~ head 215 The extent o~ reciprocating tra~el o~ mini reciprocating head 215 is controlled oy upper travel limiter 233, which comprises o~ travel limiter sleeve 234, travel limiter ring 235, thrust bearin~ 236, worm ~rive sha~t 237, travel limiter cushion 1 1557~8 sleeve 213, which is locked onto travel li~niting ledge 214, b~r heavy àuty snaprin~ 23~. The principle and action of upper travel limiter 233 is identical to tne similar e.~bodi.~ent disclosed for the en~ine in Figllre 1. Momentary rotary movement in eit~er direction of ~or:n driveshaît 237 rotates travel limiter sleeve 234 in either direction and raises or lowers travel limiter ring 235, said ring Geing ~eyed to cushion sleeve 213 and therefore ~1 lowed axial travel only~ ~ bottom annular ledge on cushion sleeve 213 bottoms out on cylinder head 203 to limit the bottom position o~ head 215 to Q
/ O fixed position, fluæh with the slightl~r open position of exhaust ualve 207; the power piston is slightly dished to clear head 215 and valve 207; practically 100~ exhau~t expulsion is acco~plished. After value 2~)7 is closed, valve 218 opens; the inrushing high pressure charge will bias head 215 strongly upward to seat the ledge on cushion sleeve Z13 against travel li~iter ring 235.. The position of rin& 235 therefore determines the volume of the combustion cham~er, said volume determining the weight of the charge admitted valve 218 i9 strongly bia~ed to the closed position by charge pres3ure in the combustion chamber aidin~ in ra~id closing~ Upon closing of valve ~,~ 218 the char&e is i&nited and combusted, at constant volume, with power piston 130 commencin& the expansion stroke therearter~ Engine oil is supplied under pressure to the spaces above and below the Dottom annular ledge on cu~3hion sleeve 213, with suitable escape ori~ices allowing controlled cllshioned .~ove:nent of the mini reGiprocating head 215.
Figure 35 shows the engine disclosed in Figure 33, except with a third poppet sleeve valve added to act as the exhaust valve, while the exhaust valve oY Figure 33 now acts as a second stratified charæe induction valve. ~ini reciprocating head 215, char~e admis-sion valve 218 and spark plug 225 ~re identical in execution and function as the similar components disclosed in ~igure 33. Air induction v~ve 239 is identical in execution to exhaust valve 207 in Figure 33, and serves to control air induction port 240~ Exhaust 1 '1557~
poppet sleeve valve 241 is reciprocally disposed in power cylinder~
242; said valve 241 is spring ~iased to the closed position to contro~ coaxial exhaust port 243 and it actuated in positively ti~ed relation. Upon closin~ of exhaust port 243, after completion of the upstroke of the power piston with so.~e space remaining above said piston, air induction valve 239 is opened, as well as charge admiss--r, ion valve 218, both equally pressurized. A blanket of air will be laid around the freshly admltted charge, resulting in highly strati-fied charging. Upon ignition of the charge, mainly trapped in the small bore for head 215, the coaxial curtain of air surroundin~ the Charge will insulate the charge from the cool metal enclosure walls and piston crown, contributing to thermal ef~iciency~
It should be under~tood that by suitable alterations of radial power cam and valve cam profiles, the embodiments shown may be executed as two cycle or four cycle engines and these are there-fore, included in the scope of thiS invention.
Figure 36 shows en alternative cylinder head for radial power cam driven versions of this invention. Cylinder head 244 is provided with a ~all, central bore, coaxial with the power cylinder, ~o to reciprocally dispose mini reciprocating head 245~ A further coaxial counterbore disposes upper travel limiter 246 Surrounding ~aid small central bore are two, three or ~our exhaust ports, sy~metrically spaced and clo~ed by conventional poppet type exhaust valves 248, arr~nged at an acute angle, to make room for upper travel limiter 246, coaxially a~out head 245. Only those components which ~ e dif~erent from si~ilar components shown and disclosed in Figure 1 and Fig~res 24, 337will be discussed, Charge admission valve 249 is one piece, with a ~ully closed head and provided with guide spool 250, to act also as a spring retainer. A hardened steel 30 cap is trapped and disposed across the top of the hollow valve stem.
Charge admission valve actuator 251, a cylindrical or square hollow body, with both ends bi~urcated to carry rollers, is reciprocally carried at a 45 degxee acute angle in a low friction bushin~ 252, 1 ~5576~

by snor~el support base 253, a thin wall ferrous precision castin~, cylindrically counter~oreà to slip over the end o~ the light alloy ca~t housin~ for mini recirpocating head 245. Said snorkel support base closes the center bore of head 245 and coaxially carries charge admission snorkel tube 254, which is reciprocally sealed in snorkel tube inlet section 25~, w.~ich communicates with the charge pre-compressor_ Valve actuator 251 is engaged by a vertical en~aging sur~ace on charge admission cam follower 256, a cylindrical piston sha~ed component with a bifurcated bottom skirt, internally carrying ¦~ a cam follower roller~ ~aid ~ollower 256 is reciprocally carried at a 45 degree acute downward angle by cy~inder head 244, and engages charge admission cam 257 provided on valve camshaft 25~, which is rotatably carried by cylinder head 244 on an axis parallel to the mainshaft of the engine~ For the embodiments shown in Figures 24, 26, 30, valve camshaft 258 runs at twice the engine speed, which giYes a superior lob,e-shape to the charge admission cam 257, said lobe providing extremely ~uick action.. The bifurcated bottom sk~rt on cam ~ollower 256 straddle~ cam 257, aiding in stabilizing cam follower 256 in its bore. Exhaust valves 248 are provided with ;zo hydraulic inverted bucket cam followers, actuated directly by ~hau~t cam ~obe~ on valve cam shaft 258~ Exhaust valves 248 on the opposite side o~ cylinder head 244 are, actuated by rocker arms 259, operated ~ ~hort horizontal pushrod 26Q, which is engaging a horizontal hydraulic cam follower, actuated by valve ca~ ~ha~t 258~ Ignition is by two conventional long tipped spark plugs with long tipped electrodes protrudlng well ~eyond the bottom edge o~ the bore ~or mini reciprocating head 245.
Figure 37 show~ the novel principle of Figure 31, na~ely two solidly connected rollers en~aging a uni~orm equal acceleration 3~ and decelleration radial cam in an out o~ phase ~tep, applied to a four cylinder three lobed radial cam driven, single row radial cylinder engine~ This emDodiment is intended a~ second stage engine o~ a compound e~pansion internal combustion engine, althou~h 1 ~S57G~

it .~ay De used as a &as expansion engine for any cycle, such as the ~ankin or Brayton Cycles, or as an air ~otor, or as a solid fluid displacement motor, or as a gas compre~sor or as a positive fluid displacer such as B pump. As such, these applications are included in the scope o~ tnis invention. Internal combustion engines of positive displacement variety may be be built as positive total exhaust expulsion engines, whereby all exhaust gasses are positively expelled practically 100~. These positively expelled exhaust gasses .nay be expelled under ~ressures o~ from 10~ to 20 pounds psig~
1~ resultin~ in approxi~ately 8~ power loss, on the average, depending on many factors~ The expelled ~asses ~ay be expanded to practicPlly atmospheric pressure in a compact, extremely large displace~ent engine such as shown in Fig~re 37. Cylinders. 261 are..radially arranged on a single common radial p~ane, at 90 degree (ninety deg) spacin~, to for~ a four cylinder, sin~le row, radial cylinder engine Concentrically carried radial ~am is provided with three deep strok-ing lobes designed to accele~ate and decelerate pistons 263 at equal and unifo.rm rates; equal downhill and uphill rates. The profile i9 compensated to allow for the diameter of cam rollers 264, said ~O rollers 264 carried rotatably on pins supported by two internal roller ~upport towers extending downward from the crown of the piston~ In certain applications such as Rankin engines, or air motors, pi~tons 263 .nay be free pistons, with the iresh gas admitted before the piston reaches the top aead center during the upward expulsion stroke.. In other applications, pistons 263 .nay be solidly connected together by ~our ~-shaped ~ie rods 265, designed to clear the web of the radial cam 263, cai~ rollers 264 and ssid internal roller support towers, with the second set o~ tie rods 266 spaced apart to clear the first set of tie rods 265, This is clearly shown in Figure 38. Tie rods 265, 266 may be bolted to the pi~ton crowns and shi~med to remove all play in roller engagement_ Any valving ~eans .nay be a~plied to contro~ ~luid move;nent in and out of this embodiment~ ~he en~ine requires three piston strokes per re~olution 1 ~ 557~8 and ~istons a~ply po-~er in sequence as shown by the arrows 1, 2, 3,

4, incicated_ ~ower irn~ulses are overlapping, w~ile one piston is always in a po~er delivery position, res~ltin~ in full startin~
torque at zero spee,d. ~istons 263 have deep s~irts on the thrust side~
AP axial cam driven version of a second sta~e of a compound expansion en~ine is shown in Figures 39 and 40. ~eference :nay be :~ade to our co-pendin~ Can~dian application no~ 378-226-3;
filed ~ 5-25; for a description of a positive total exha~st ~0 expulsion, rotor valve equipped, axial piston, axial ca!n driven internal combustion en~ine for use with the embodil~ent shown in ~i~ure 3~ ~xial piston axial cam en~ine 267 co.~prises - an annular cyLinder bLock ~68, ~ith pistons 269 reciprocally disposed in cylin_ ders annularly and r~y.nmetricPlly arran~ed aro~nd :nain shaft 27~, carried rotatably in said en~ine~ The axial cam of engine 267 is mounted on ~ain snaft 270 below pistons 269 and is profiled to reciprocate pistons 26~ over ~our strokes for every revolution, said four strokes cornprisin~ the four stroKes o~ the four cycle process.
Ro,,tor valve 271 comprises an extre~ely sturdy disc ,~ounted on main j~ Bhaft 27~ and com~lctely coverin~ the open top ends of the cylinders, to form combustion chambers therein_ Rotor valve 271 is disposed in Rotor valve housin~ whicn is divided in two coaxi~l compsrt~ents, char~e inlet tunnel 27~ and exhaust tunnel 274. ~he char~e inlet tunnel 273 is sealed by coaxial seals Dearing on coaxial annular face~ on rotor valve 271 and co.~Lunicates continuously with charge inlet port 2'75 in rotor valve 271, said port 275 being of such extent as to open co.~nunication aetween inlet tunnel 273 and the combustion chalnber a~rin~ tne intake stroke of said en~ine~ The cylinder cycles and related ~orts rotate in seq~ence. Si~ilarly, 0 exhaust port 276 opens co~nmunication for cylinders which are exhaustinD, to aump tne sxh&ust gasses into the exhaust tunnel 274.

The profile on the axial cam is desi~ned to carry the piston 269 ~C ll r~g closely to the botto~n of rotor valve 271, positively a ~axi~u~ of 1 ~S57~8 exnaust ~asses under ~ressure_ Exha~st tunnel 274 acts as a stora&e tank anà interior exposed surfaces are insulated.
~ he second sta~e ex~ansion section of said en~ine comprises a sin&le annular coaxial cylinder, e~pansion cylinder 277, said cylinder 2'17 haYin~ an inte~ral central coaxial cylindrical sleeve surroundin~ main shaft 2'7~, said sleeve Deing an integral extension of ~orted cyLinder head 278, a thin flat annular disc, provided with two opposed segmental wed~e shaped head ports 279. Reciprocally dis~osed in expansion cyLinder 277 is expansion piston 28Q~ a broad O annular flat topped piston with a coaxial hole to surround said cyLindrical slee~e surroundin~ .nain shaft 27Q~ Expansion piston 28a is provided with two or more bifurcated legs 281, which support main roLLers 2~2 and guide rollers. 28~ on short pins. ~ain roller~ 282 tra~ a profiled cylindrical axial cam 284 which is mounted on main s~aft 27~ by means of s~lines ana secured by nut 285. The nu.~ber of axial lobes on axial cam 284 eq~als the nu.~ber of main roller sets, or multi~les thereof. ~.~., two main roller sets may operate on a two ~obed or a four Lohed axial cam. The illustrated embodi.~ent has two lobes. Guide rollers 283 are reciprocally trapped in ~uideways ~0 2~6,. which are parallel to the axis of the engine.. Expansion rotor valve 287 comprises a disc shaped casting with a flat bottom surface closely mating with the flat top surface of ported cylinder head 278.
Inlet ports 28~ match head ports 279 and allow communication between the expansion cylinder 277 and exhau~t tunnel 274 during the initial portion of the downstroke of expPn~ion piston 280. Outlet ports 289 similarly match head ports 279 and allow co;~munication between the expansion cylinder 277 and outlet tunnel 290 durin~ the upstroke of said expansion piston 28Q~ ure 40 shows a top view of expansion rotor valve 287~ Guide ways 2~6 and ~uide rollers 2~3 may be replaced by axially acting splines to react axial cam torque and prevent rotation of expansion piston 280. Sets of main rollers 2~2 may be re~lac,ed by a sin~le ,nain roller engaging an axially profiled ~roove in the cylindrical s~rface of axial cam 284.

1 ~55768 TNO cycle versions of the invention have a single stage ~ow ~ressure co~pressor to provide low pressure scavengin~ air ~or tne scaven~in~ cycle carried out during the bottom portion of the piston stroke. Exnaust ports ;nay be 36~ degrees, in the cylinder wallsj in the bottom of the expansion chamber, e~posed with the piston in the bottoin position; piston s~irts are long enough to ~eep these ~orts covered when in the top position and pistons preferably carry the oil ring at the botto;n of the s~irt; not being subjected to piston side thrust, when using the novel thrust radius arms of I this invention, little lubrication of the cylinder walls is required~
Preferably the low ~ressure scaven~ing ~low is divided in two stre~s before induction into the cylinaer, a fuel char~ed stream, led to the charge admission valve, and a pure air scavenging stream led to a second fre~h air induction valve rssulting in highly stratified chargin&, with an insulatinO blanket of fre~h air surrounding and preceding the admission of the fuel charged stream~ This is illustrated in Fi~ure 35~ A further refinement involves a second induction of fuel and air just after the exhaust ports are, closed, the first induction being pure scavenging air induced with the piston in the bottom position and exhaust ports open~ Said second induction would vary to vary power output and would be directed to remain in close vicinity of the spar~ plug. ~he upper travel limiter i~ automatically adjusted to suit~in an approximately linear relationship with the total charge admitted, so that, under all power out~uts, the co~bustion~chamber volume is such that maxi~um permissible charge ~ompre~sion ta~es place.
'Nhile the invention has been disclosed by a number of speci~ic embodiments it ~hould oe understood that numerous changes may be made to the disclosed details without departing ~rom the 0 spirit and scope o~ the in~entive concepts~ involved. Accordingly, the inYention is not intended to be limited by the disclosure but ra~her to have the ~ull scope permitted o~ the following claims.
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1~55768 It should be understood that the mini reciprocating head disclosed for this invention need not reciprocate, but may be enga~ed by the upper travel li~iter continuously, so that the axial movement of said mini reciprocating head directly follows the axial adjustment of the upper travel li~iter. ~xhaust gas~es would not be expelled 100~; the exhaust gasses trapped in the bore of the mini reciprocating head would form an insulating blanket on top of the power piston and against the cylinder wQ}ls, after charge admission or induction, and would aid to reduce peak temperatures to control nitrous oxides. This arrangement is included in the scope of this in~ention.
Figure 1 disclose~ an axially engsged poppet type exhaust valve~ with the e~haust cam being an axiAlly profiled, coaxial, annular cam suriace provided~ on the bottom surface of a radially disposed ~'disc~, "mounte~' on the protruding end of the engine's main ~haft. Dhe nradially disposed~discn may carry a second ax~ally profiled, coaxial, annular cam surrace to engage a second convention~l poppet valve, to replace the ~mini reciprocating head"
in Figure 1, said second valve co~prising the intake valve of a our cycle, axi~l piston engine. Axially oriented, poppet valves, engaged by axially profiled coaxial valve cams are included in the scope o~ this invention.
Referrin~ to Fi~ure 1, it should be understood that item 42, travel li~iter drive sha~t iæ employed in duplicate, each shaft enæa~in~ two upper travel limiter sleeves 39, with shafts 42 geared together, and driven by a rotary power actuator, which is controlled ~y the ~'throttle~ ~power output reg~lator) of the engine.
~ wo cycle versions o~ the engine in Figure 1 may have exhaust ports, and eliminate the exhaust valve; a ~ingle stage char~e low pressure compre~sor would ~e employed instead of the two sta~e version shown for novel three cycle versions of the invention.

Claims (30)

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

1. An internal combustion engine comprising in combination:
a cylinder block having a number of cylinders, pistons in the cylinders, a shaft, rotatably carried in said cylinder block, and provided with a profiled cam to convert the reciprocation of said pistons to rotation of said main shaft, cylinderhead means, to form combustion chambers in said cylinders, including valved porting means timed in conjunc-tion with the position of said pistons to provide cyclic aspiration for each said combustion chamber, a thrust radius arm piston to cam connecting means for each of said pistons, to control the conversion of said recipro-cation to said rotation of said main shaft, said connecting means comprising a main roller, defining an annular roller in contact with said profiled cam, a thrust radius arm, defining an elongated arm, rotatably carrying said main roller on one end and pivotably supported in said cylinder block at the other end, to thereby control the location of said main roller on said profiled cam in the direction of the torque reaction on said main roller, a piston return means, defining a means causing or urging said main roller to follow the profile undulations of said profiled cam, a piston link, defining a means to connect said piston to said main roller, an ignition means.

2. An engine according to Claim 1 wherein said profiled cam comprises an axially profiled axial power cam.

3. An engine according to Claim 1 wherein said profiled cam comprises a radially profiled radial power cam.

4. An engine according to Claim 2 wherein said thrust

5. An engine according to Claim 1 wherein said thrust radius arm is bifurcated to straddle said main roller.

6. An engine according to Claim 1 where said piston return means comprises a compression coil spring acting on said thrust radius arm.

7. An engine according to Claim 1 wherein said piston return means comprises a coil torsion spring acting on said thrust radius arm.

8. An engine according to Claim 1 wherein said piston return means comprises, a gas spring, defining a gas biased spring means, acting on said thrust radius arm.

9. An engine according to Claim 1 wherein said piston return means comprises an external cam actuated hydraulic can follower, acting on said thrust radius arm.

10. An engine according to Claim 1 wherein said piston return means comprises an external cam actuated piston return roller carried by said thrust radius arm.

11. An engine according to Claim 1 wherein said piston return means comprises an auxiliary radius arm, connected to said thrust radius arm, and provided with a piston return roller actuated by a separate piston return cam mounted on said main shaft.

12. An engine according to Claim 10 wherein said piston return roller incorporates an elastomer core.

13. An engine according to Claim 11 wherein said piston return roller incorporates an elastomer core.

14. An engine according to Claim 2 wherein said main roller has a spherically radiused surface in contact with said profiled axial power cam.

15. An engine according to Claim 1 wherein said piston link comprises a bifurcated link, straddling said main roller, said link pivotably connected to said piston by means of a piston pin.

16. An engine according to Claim 2 wherein said piston return means comprises a cam follower roller, carried on the inboard protruding end of a main roller pin, which carries said main roller, said cam follower roller engaging a separate axially profiled surface on said axial power cam.

17. An engine according to Claim 3 wherein said radially profiled power cam is provided with four lobes, symmetri-cally spaced and wherein said thrust radius arm comprises a thrust arm rocker, defining a symmetrical triangular arrangement of two integrally joined elongated arms, pivotably supported in said cylinder block, on a common axis at the junction of said two arms, each of said two arms carrying a cam follower roller at the free end, said common axis being located so that the first said cam follower roller engages the profile of said power cam at the peak of the first lobe while simultaneously the second said roller engages said profile in the valley between the second and third lobe, and wherein said piston return means comprises the second of above said two integrally joined elongated arms.

18. An engine according to Claim 1 and 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 said piston with the charge pre-compressed by external charge pre-compressing means, the combustion cycle, carried out during the subsequent downstroke of said piston and the positive exhaust expulsion cycle, carried out during the initial and greater portion of the subsequent upstroke of said piston, said process completed and repeated every two strokes of said piston, said cylinderhead means comprising a reciprocating cylinder head means defining a static cylinderhead, disposed on the end of said cylinder block, said cylinder head including an exhaust port or ports, with each cylinder and exhaust valving means to control the opening and closing of said exhaust port or ports, said cylinder head further including a mini reciprocating cylin-derhead means for each said cylinder defining a bore in said cylinderhead, communicating with said cylinder, a pressure biased mini reciprocating cylinder head, defining a cylindrical component, freely reciprocally, within limits, disposed in said bore, to close said cylinder, said mini reciprocating cylinderhead including a coaxial charge admission port, communicating with said cylinder, by way of a valve seat, and communicating with said external charge pre-compressing means, and further including a charge admission valve, reciprocally carried in said mini reciprocating cylinderhead and seatable against said valve seat to close communication between said charge admission port and said cylinder, said charge admission valve being neutrally biased by the pressure of the charge in said charge admission port or, alternatively, being charge pressure biased to the closed position, and being urged to the closed position by a valve bias spring, and further including a charge admission valve actuator, carried by said mini reciprocating cylinderhead and engageable by external charge admission valve actuation means in timed relation with the position of said piston regardless of the position of said mini reciprocating cylinderhead in said small bore, within limits, and further including a travel limiting means, defining a means to limit free descending travel of said mini reciprocating cylinderhead to a fixed bottom position, and to limit free ascending travel to an adjustable top position, said adjustable top position determining the charging volume of the combustion chamber, said mini reciprocating cylinderhead being biased in descending direction by the pressure of the pre-compressed charge within, and being biased in ascending direction by the pressure of the pre-compressed charge in the combustion chamber of said engine a. fuel supply means an ignition means.

19. An engine according to Claim 1 based on the two cycle process defining the scavenging cycle, carried out during the bottom portion of the piston stroke, said cycle including exhaust expulsion by way of open exhaust port or ports, and simultaneous or slightly delayed fresh low pressure pressurized charge induction, by way of open charge admission port or ports, said charge being compressed to low pressure by external compression means, the charge compression stroke, carried out during the subsequent upstroke of said piston, the power stroke, carried out during the subsequent downstroke of said piston, said engine including exhaust evacuation means defining a portal means through which the exhaust gasses are expelled, said cylinderhead means comprising a reciprocating cylinderhead means defining a static cylinder head, disposed on the end of said cylinder block across said cylinders, said cylinder head including a mini reciprocating cylinder head means for each said cylinder defining a bore in said cylinder head, communicating with said cylinder, a spring means biased mini reciprocating cylinder head defining an inversed piston shaped component, of cylindrical config-uration, reciprocally disposed in said bore to close said cylinder, said mini reciprocating cylinder being urged downward in direction of said piston by said spring means, said mini reciprocating head including travel limiting means, defining a means to limit the descending travel to a fixed bottom position and to limit the ascending travel to an automatically on-the-run adjusted top position, said top position determing the volume of the combustion chamber after compression of the fresh charge, a control means, defining a means determining the weight of the fresh charge inducted during the scavenging cycle and adjusting the above said top position of said travel limiting means to thereby adjust said volume of said combustion chamber, whereby said fresh charge is compressed to maximum permissible value during said compression stroke, whereby a two cycle engine is provided with constant or near constant charge density after compression, regardless of the charge weight taken in during fresh charge induction, to thereby give progressively improving expansion ratios at progressively reducing power outputs, said improving expansion ratios resulting in improved fuel efficiency.

20. The engine according to Claim 19, wherein said two cycle process further includes a second stage charge induction, the first stage induction being pure air and carried out during said scavenging cycle to purge exhaust gas remnants from the combustion chamber, said second stage charge induction being fuel and air and carried out during an early portion of the upstroke of said piston immediately after said exhaust port or ports have closed, said control means determining the combined weight of the said first stage and said second stage inductions.

21. An engine according to Claim 18 wherein said mini reciprocating cylinder head is downwardly biased by a spring means, urging said cylinder head to said fixed bottom position.

22. An engine according to Claim 18 wherein said mini reciprocating cylinder head is continuously, operatively connected to said travel limiting means thereby eliminating bias induced free reciprocation within limits and wherein said mini reciprocating cylinder head moves up and down in said bore in direct relation with any adjustment of said travel limiting means to adjust said charging volume of said combustion chamber.

23. An engine according to Claim 19 wherein said mini reciprocating cylinder head is continuously, operatively connected to said travel limiting means thereby eliminating bias induced free reciprocation within limits and wherein said mini reciprocating cylinder head moves up and down in said bore in direct relation with any adjustment of said travel limiting means to adjust said charging volume of said combustion chamber.

24. An engine according to Claim 20 wherein said mini reciprocating cylinder head is continuously, operatively connected to said travel limiting means thereby eliminating bias induced free reciprocation within limits and wherein said mini reciprocating cylinder head moves up and down in said bore in direct relation with any adjustment of said travel limiting means to adjust said charging volume of said combustion chamber,

25. An engine according to Claim 18 wherein said cylinder block defines an annular symmetrical arrangement of four cylinders around a common axis and wherein said profiled power cam defines a lobed axially profiled power cam, wherein said piston connecting means comprises a thrust radius arm piston connecting means defining a main roller, engaging said axially profiled power cam, a thrust radius arm, engaging said main roller by means of a main roller pin at one end, and pivotably supported at the other end by a thrust radius arm pivot pin carried by said cylinder block, a piston connecting link, defining a bifurcated link, straddling and pivotably connected to said main roller at one end and pivotably connected to said piston the other end, by means of a piston pin.

26. An engine according to Claim 18 wherein said cylin-der block defines a single row, radial arrangement of four cylin-ders, located on a common radial plane and spaced at ninety degrees around a common axis and wherein said profiled power cam defines a lobed radially profiled power cam, wherein said piston connecting means comprises a thrust radius arm piston connecting means defining: a main roller, engaging said radially profiled power cam; thrust radius arm engaging said main roller by means of a main roller pin at one end, and pivotably supported at the other end by a thrust radius arm pivot pin, carried by said cylinder block, a piston connecting link, defining a bifurcated link, straddling and pivotable connected to said main roller at one end and pivotably connected to said piston at the other end by means of a piston pin.

27. An engine according to Claim 18 wherein said cylinder block defines a flat four arrangement of four cylinders, wherein said main shaft defines a main shaft provided with two radially profiled, power cams, each of which serves one pair of opposed cylinders.

28. An engine according to Claim 18 wherein said cylinder block defines an in-line twin cylinder arrangement of two cylinders wherein said main shaft defines a main shaft provided with two radially profiled, lobed power cams, each of which serves one cylinder.

29. An engine according to Claim 18 wherein said cylinder block defines an in-line Vee-Four cylinder arrangement of four cylinders, wherein said main shaft defines a main shaft provided with two radially profiled, lobed power cams, each of which serves one pair of cylinders.

30. An engine according to Claim 18 wherein said cylinder block defines a Vee-Twin arrangement of two cylinders, wherein said main shaft defines a main shaft provided with radially profiled, lobed power cam, which serves one pair of cylinders.