EP1595063A1

EP1595063A1 - Two-cycle internal combustion engine

Info

Publication number: EP1595063A1
Application number: EP03815630A
Authority: EP
Inventors: Jorge Artola
Original assignee: Individual
Current assignee: Individual
Priority date: 2003-01-23
Filing date: 2003-01-23
Publication date: 2005-11-16
Also published as: AU2003210647A1; JP2006513359A

Abstract

A two-cycle engine (20) having improved performance characteristics includes a block (22) and a cylinder head (32) coupled to the block (22), the cylinder head (32) defining a cylinder bore and a precombustion chamber (50). The cylinder bore (48) is generally closed at a top and bottom end, and the head of piston (54) located in the cylinder bore (48) divides the bore into a first variable volume intake chamber and a second variable volume combustion chamber. An intake port allows fresh air to be drawn into the variable volume intake chamber and be compressed by the moving piston (54) and delivered to the precombustion chamber (50). Fuel is added to the compressed air, which is heated, and then delivered to the variable volume combustion chamber. In one embodiment, the piston drives a crankshaft (28) which is mounted both for rotation and for translation. Other embodiments of the invention comprise an improved fuel injector (116) and lubricating system.

Description

TWO-CYCLE INTERNAL COMBUSTION ENGINE

FIELD OF THE INVENTION [0001] The present invention relates to two-cycle internal combustion engines and, more particularly, to such an engine including a double-acting piston, a precombustion chamber and a translating and rotating crankshaft.

BACKGROUND OF THE INVENTION [0002] In accordance with the laws of thermodynamics, it is desirable to provide an engine which maximizes pressure and temperature during combustion, as such results in the most efficient conversion of energy. In addition, in accordance with the laws of physics, the power to weight ratio of an engine increases as the speed of engine operation increases. [0003] Unfortunately, a variety of secondary effects make difficult the achievement of an engine which achieves these objectives. As engine speed increases, so do the inertial forces and the stresses placed upon moving parts in the engine. At high speeds, the failure rate of these parts increases. Increasing the size of these parts to increase their strength has limited benefits, as such further increases the inertial forces and the total weight ofthe engine. [0004] In some instances, current engine designs also do not permit ready solutions to these problems. For a number of reasons, traditional piston rods are much longer than the distance of the entire piston stroke. One advantage arising from a longer piston rods is such permits a longer piston stroke, and thus a higher compression ratio. The longer piston rod also provides greater clearance between the piston and crankshaft at bottom dead center. On the other hand, the longer piston rod is subject to high inertial forces.

[0005] A problem with raising engine temperatures and pressures is that the life of parts subjected to these high heat and pressures in the engine are reduced. In order to reduced the detrimental effects of the high heat, today's engines employ cooling systems. The cooling systems, however, serve to reduce the efficiency ofthe system.

[0006] Another problem with an engine operating at high speed is that the time for combustion is very short. To accommodate combustion time, combustion may be initiated before the piston is at top dead center. Combustion forces generated as the piston moves upwardly to top dead center act against the direction ofthe piston, contributing to a lower energy level ofthe engine. On the other hand, if combustion is not initiated until the piston is at top dead center, then total optimum combustion time is very short. As a result, the generated combustion force is limited, and so is the power output ofthe engine in relation to provided fuel. [0007] Another disadvantage of a short combustion time is that certain less combustible alternative fuels are not usable in these engines. Simply, the combustion time is so short that slower combusting fuels do not sufficiently combust to generate efficient engine power. A problem with existing engines is that the optimal combustion time is so short, that it is detrimental to raise the speed of the engine because optimal combustion time is further shortened. This problem thus prevents achievement of an engine with otherwise higher efficiency by operation at higher speeds.

[0008] Two-cycle internal combustion engines have an advantage over four-cycle internal combustion engines in that an entire piston cycle is not lost without producing force. On the other hand, combustion effects are reduced due to incomplete scavenging: not all ofthe exhaust gasses are exhausted before combustion initiates, and insufficient incoming air is provided for complete combustion ofthe fuel.

[0009] One detrimental side effect of this incomplete combustion of fuel is the exhausting of unburned fuel and undesirable gasses. Due to the emission problems associated with two- cycle engines, in some instances U.S. laws prevent the operation of two-cycle engines. [0010] An engine which is capable of exploiting the advantages of high pressures of combustion, high temperatures of combustion, and high engine speed is desired.

SUMMARY OF THE INVENTION [0011] An improved internal combustion engine is disclosed. In one embodiment, the engine is a two-cycle engine with improved performance characteristics.

[0012] In one embodiment, the engine is an internal combustion engine including an engine block. Preferably, at least two cylinder heads are mounted to the block. A piston is movably mounted in a cylinder bore defined by each cylinder head. The cylinder bore is generally closed at its top and bottom, whereby the piston divides the bore into a first variable volume intake chamber and a second variable volume combustion chamber. The cylinder head further defines a precombustion chamber, the precombustion chamber selectively in communication with the first variable volume intake chamber and the second variable volume combustion chamber. [0013] At least one intake port is provided for permitting air to be drawn into the variable volume intake chamber. Air within the variable volume intake chamber is compressed when the piston in the cylinder bore moves downwardly.

[0014] At least one passage is provided for selectively permitting the compressed charge of air to flow into the precombustion chamber. Once in the precombustion chamber, the compressed air charge is heated, raising it to yet a higher pressure. A fuel delivery element is adapted to deliver fuel into the compressed air. A passage is provided permitting the fuel and air charge to flow from the precombustion chamber to the variable volume combustion chamber.

[0015] At least one valve is provided for selectively opening and closing the passage(s) between the variable volume intake chamber and the precombustion chamber, and the precombustion chamber and variable volume combustion chamber.

[0016] Ignition of the fuel and air mixture in the variable volume combustion chamber causes the piston to move downwardly in the cylinder bore. The piston is connected to a crankshaft which is mounted to the engine block.

[0017] In one embodiment, the block includes a first block gear and a second block gear.

The crankshaft has a first end and a second end and at least one, and preferably two, piston mounting portions located between its ends. Each piston mounting portion is positioned along a first axis offset from a second axis through the first and second ends ofthe crankshaft. A first crankshaft gear is located at the first end ofthe crankshaft, the first crankshaft gear engaging the first block gear. A second crankshaft gear is located at the second end of the crankshaft, the second crankshaft gear engaging the second block gear. Movement of the piston causes the crankshaft to rotate about the second axis and the second axis to move in a generally circular pathway.

[0018] In one embodiment, the ends ofthe piston are supported by eccentric bearings. The bearings permit rotation and translation (i.e. movement ofthe rotational axis ofthe crankshaft) ofthe crankshaft.

[0019] In one embodiment ofthe invention, the block has four sides positioned between its ends. A cylinder head is coupled to each ofthe sides, and a piston is movably mounted in the cylinder bore defined by each head. The crankshaft includes a first piston mounting portion and a second piston mounting portion. A first pair of pistons mounted at opposing sides ofthe block are connected to one another about the first piston mounting portion. A second pair of pistons mounted at opposing sides ofthe block are connected to one another about the second piston mounting portion.

[0020] In one embodiment, the intake port includes an intake valve adapted to selectively open and close the intake port. A single valve is located in the precombustion chamber. The valve includes a first seal and a second seal. The first seal is adapted to selectively open and close the port or passage between the variable volume intake chamber and the precombustion chamber. The second seal is adapted to selectively open and close the port or passage between the precombustion chamber and the variable volume combustion chamber.

[0021] In one embodiment, the valve located in the precombustion chamber is driven by a rocker arm. The rocker arm is, in turn, driven by an end of a follower. An opposing end ofthe follower is driven by a cam which is rotated by the crankshaft.

[0022] Another aspect ofthe invention is a lubricating and cooling system for a piston of an internal combustion engine, the piston having a head and a rod. A first end ofthe rod is coupled to the head and a second end of the rod is located opposite the first end thereof. A passage extends through the rod from the first end to the second end. An inlet leads from an exterior of the second end to the passage. At least one delivery passage is located in the head and extends from the passage in the head and returns to the passage in the rod. An outlet extends from the passage in rod.

[0023 ] At least one partition divides the passage through the rod into an inlet passage leading from the inlet to the delivery passage and an outlet passage leading from the delivery passage to the outlet. At least one lubrication directing element is located in the inlet passage and outlet passage, the at least one lubrication directing element generally inhibiting the flow of lubricant from the delivery passage to the inlet and from the outlet to the delivery passage.

[0024] Upward and downward movement ofthe piston during engine operation generates a pumping effect. Lubricant is drawn into the inlet and delivered to the head. The lubricant may be delivered through weeps to rings mounted on the exterior ofthe piston head. Excess lubricant is delivered back to the outlet.

[0025] Another aspect of the invention comprises a fuel injection device for an internal combustion engine having a chamber into which fuel is delivered for use in a combustion process. The injection device includes an injection pin having a body. At least a portion ofthe body is configured to be positioned in a fuel delivery passage leading to the chamber. [0026] The injection device also includes a fuel regulator having a body having a first end and a second end. A head is located at the first end ofthe body, the head when located in the fuel delivery passage blocking the passage, and the body of the regulator connected to the injection pin.

[0027] Means are provided for moving the injection pin and connected fuel regulator from a retracted position in which the head ofthe fuel regulator is located in the fuel delivery passage and blocks a flow of fuel through the fuel delivery passage to the chamber, and an extended position in which the head of the fuel regulator is extended out of the fuel delivery passage, permitting fuel to flow from the fuel delivery passage into the chamber. [0028] In one embodiment, the fuel delivery passage extends through a wall defining at least a portion ofthe chamber. In another embodiment, the fuel delivery passage is defined by a fuel injector body, the body mountable to a member, such as a wall, defining the chamber. [0029] In one embodiment, the body of the fuel regulator is smaller in size than the fuel delivery passage, and a space within the fuel delivery passage between the head of the fuel regulator and an end ofthe body ofthe injection pin comprises a fuel meter cavity into which fuel is delivered for delivery to the chamber. The position of the head of the fuel regulator relative to the body ofthe fuel injection pin may be varied, whereby a size of said cavity, and thus an amount of fuel delivered, may be varied.

[0030] Another aspect ofthe invention comprises an output shaft drive arrangement for a crankshaft of an internal combustion engine, the crankshaft configured to rotate and translate. In one embodiment, the crankshaft has a first end and a second end, the block has a first end and a second end, and the engine includes a first output shaft supported by the first end ofthe block and a second output shaft supported by the second end ofthe block.

[0031 ] A first gear is mounted to the first end ofthe crankshaft and a second gear is mounted to the second end of the crankshaft. Third and fourth gears are mounted to and supported by the block, the third and fourth gears defining a generally circular gear pathway, the third and fourth gears spaced apart. The third gear is configured to mate with the first gear and permit the first gear to travel about the generally circular pathway defined by the third gear. The fourth gear is configured to mate with the second gear and permit the second gear to travel about the generally circular pathway defined by the fourth gear. At least one fifth gear connects the first end ofthe crankshaft to the first output shaft and at least one sixth gear connects the second end of the crankshaft to the second output shaft, whereby movement ofthe piston causes the crankshaft to move in a generally circular path constrained by the movement ofthe first gear about the path defined by the third gear and the second gear about the path defined by the fourth gear, and whereby as the crankshaft rotates, the first end ofthe crankshaft rotates the first output shaft and the second end ofthe crankshaft rotates the second output shaft.

[0032] In one embodiment, the fifth gear is mounted on the first output shaft and the first end ofthe crankshaft drives the fifth gear and wherein the sixth gear is mounted on the second output shaft and the second end ofthe crankshaft drives the sixth gear. [0033] In another embodiment, the fifth gear comprises a ring gear mounted to the first end ofthe crankshaft. A first satellite gear is positioned between and engages the first output shaft and the fifth gear, whereby rotation of the crankshaft effects rotation of the fifth gear, which causes the first satellite gear to rotate the first output shaft. The sixth gear comprises a ring gear mounted to the second end ofthe crankshaft. A second satellite gear is positioned between and engages the second output shaft and the sixth gear, whereby rotation of the crankshaft effects rotation ofthe sixth gear, which causes the second satellite gear to rotate the second output shaft. [0034] Further objects, features, and advantages ofthe present invention over the prior art will become apparent from the detailed description of the drawings which follows, when considered with the attached figures.

DESCRIPTION OF THE DRAWINGS [0035] FIGURE 1 is a plan view of an exterior of an embodiment of an engine in accordance with the present invention;

[0036] FIGURE 2 is a cross-sectional view ofthe engine illustrated in Figure 1 taken in the plane 2-2;

[0037] FIGURE 3 is a perspective view of an engine block in accordance with an embodiment ofthe invention;

[0038] FIGURE 4 is a perspective view of a cylinder head in accordance with an embodiment ofthe invention;

[0039] FIGURE 5 is a bottom plan view ofthe cylinder head illustrated in Figure 4; [0040] FIGURE 6 is a cross-sectional view ofthe cylinder head illustrated in Figure 5 taken along line 6-6 therein;

[0041] FIGURE 7 is a perspective view of an embodiment of a piston in accordance with the invention; [0042] FIGURE 8 is a partial crankshaft assembly ofthe present invention illustrated in an exploded view;

[0043] FIGURE 9 is a side view ofthe crankshaft and a supporting assembly in accordance with the invention;

[0044] FIGURE 10 illustrates the relationship between a crankshaft gear and supporting gear in accordance with an embodiment ofthe invention;

[0045] FIGURE 11 is a perspective view of a valve rod in accordance with the invention;

[0046] FIGURE 11A is a perspective view of a valve rod with heat exchange element in accordance with another embodiment ofthe invention;

[0047] FIGURE 12 is a top view of a bottom plate for the cylinder head illustrated in Figure

4;

[0048] FIGURE 13 is a cross-sectional view ofthe bottom plate illustrated in Figure 12 taken along line 13-13 therein;

[0049] FIGURE 14 is a bottom view of a cylinder cap for the cylinder head illustrated in

Figure 4;

[0050] FIGURE 15 is a cross-sectional view ofthe cylinder cap illustrated in Figure 14 taken along line 15-15 therein;

[0051] FIGURE 16 is a cross-sectional view of a piston including a lubricating system in accordance with an embodiment ofthe invention;

[0052] FIGURE 17 is a side view of a lubricating system partition and diverter assembly for positioning in a piston as illustrated in Figure 16;

[0053] FIGURE 18 is a perspective view of a diverter ofthe lubricating system illustrated in Figure 17;

[0054] FIGURE 19 is a front view ofthe assembly illustrated in Figure 17;

[0055] FIGURE 20 is a is a cross-sectional view of a piston including a lubricating system in accordance with another embodiment ofthe invention;

[0056] FIGURE 21 is a plan view of a diverter ofthe lubricating system illustrated in Figure

20;

[0057] FIGURES 22A-F are a series of figures illustrating an engine cycle ofthe engine of the present invention;

[0058] FIGURES 23A-H are a series of figures illustrating the movement ofthe crankshaft ofthe invention through a complete rotation thereof; [0059] FIGURE 24 is view ofthe piston illustrated in Figure 16 shown moving, downward and illustrating the movement of lubrication thereby;

[0060] FIGURE 25 is a view ofthe piston illustrated in Figure 16 shown moving upward and illustrating the movement of lubrication thereby;

[0061 ] FIGURE 26 is a view ofthe piston illustrated in Figure 20 shown moving downward and illustrating the movement of lubrication thereby;

[0062] FIGURE 27 is a view ofthe piston illustrated in Figure 21 shown moving upward and illustrating the movement of lubrication thereby;

[0063] FIGURE 28 is an enlarged view of a portion ofthe piston illustrated in Figure 26;

[0064] FIGURE 29 is an enlarged view of a portion ofthe piston illustrated in Figure 27;

[0065] FIGURE 30 is a chart illustrating engine pressure versus crankshaft angle during operation ofthe engine in accordance with the invention;

[0066] FIGURE 31 illustrates an engine in accordance with an embodiment of the invention arranged in a "V" configuration;

[0067] FIGURE 32 illustrates another embodiment of a crankshaft mounting and output drive system for an engine;

[0068] FIGURE 33 illustrates yet another embodiment of a crankshaft mounting and output drive system for an engine;

[0069] FIGURE 34A illustrates an embodiment of a fuel injector, the fuel injector illustrated in a closed position; and

[0070] FIGURE 34B illustrates the fuel injector of Figure 34A in an open position.

DETAILED DESCRIPTION OF THE INVENTION [0071] The invention is a two-cycle internal combustion engine. In the following description, numerous specific details are set forth in order to provide a more thorough description ofthe present invention. It will be apparent, however, to one skilled in the art, that the present invention may be practiced without these specific details. In other instances, well- known features have not been described in detail so as not to obscure the invention. [0072] In general, the present invention comprises an improved internal combustion engine. In a preferred embodiment, the engine is a two-cycle internal combustion engine. In accordance with the invention, such an engine is provided having a two-way acting piston, a precombustion chamber, an improved lubricating system for moving parts, and an output shaft mounting and drive arrangement. It will be appreciated that the invention extends to one or more of the features ofthe engine used alone or in combination with one another, and to such features as used in other than a two-cycle internal combustion engine.

[0073] One embodiment of an internal combustion engine 20 in accordance with the invention will be described with reference to Figures 1-3. The engine 20 includes a block 22. The block 22 is also illustrated in more detail in Figure 3. The block 22 preferably comprises a housing defining one or more hollow interior areas. The block 22 has a first end 24 and a second end 26 which support a crankshaft 28, which crankshaft 28 is described in detail below. The crankshaft 28 extends through the generally hollow interior ofthe block 22. [0074] The block 22 generally has four sides 30a,b,c,d between its ends 24,26. Preferably, opposing pairs of sides are positioned in parallel, spaced apart planes, while adjacent sides adjoin at right angles. In this arrangement, the sides 30a,b,c,d define a generally cube-shaped block. [0075] Each side 30a,b,c,d defines a mounting area for a head 32. Referring to Figure 3, in one embodiment, each side 30a,b,c,d includes a main piston opening 34 and a valve opening 36. Preferably, these openings 34,36 are in communication with the hollow interior area ofthe block 22 housing the crankshaft 28.

[0076] Referring to Figures 1 and 2, a head 32 is connected to each side 30a,b,c,d ofthe block 22. Each head 32 may be connected to the block 22 in a variety of manners, such as with nuts and bolts. In one embodiment, the heads 32 may be formed with the block 22 in whole or in part.

[0077] Figure 4 illustrates the head 32 in perspective view. In a preferred embodiment, and referring to Figure 2, each head 32 includes a body 38 and a cap 40. A bottom plate 42 is located at a first end ofthe body 38 ofthe head 32. The cap 40 is located at the opposing second end of the body 38 ofthe head 32. Preferably, when the head 32 is mounted to the block 22, the bottom plate 42 is positioned against the exterior ofthe side ofthe block 22. In one embodiment, the bottom plate 42 is formed integrally with the remainder of the body 38 of the head 32. Alternatively, the bottom plate 42 may be an independent element which is connected to the body 38 ofthe head 32.

[0078] As illustrated in Figure 12, the bottom plate 42 preferably includes a piston opening 44 and a valve opening 46. The size and orientation of these openings 44,46 is preferably similar to that ofthe openings 34,36 in the side ofthe block 22, whereby the openings in the block 22 and head 32 align when the head 32 is mounted to the block 22. [0079] Referring to Figures 4-6, the body 38 ofthe head 32 defines a cylinder bore 48. The cylinder bore 48 is preferably an elongate cylindrical passage. The bore 48 may be of a variety of diameters. Referring to Figure 2, when mounted, the piston opening 44 in the bottom plate 42 aligns with the cylinder bore 48 in the body 38. At the top end, the head cap 40 encloses the top ofthe cylinder bore 48. In a preferred embodiment, the head cap 40 is removable from the body 38 ofthe head 32, thus providing a means for access into the cylinder bore 48. [0080] As illustrated in Figure 6, the body 38 of the head 32 also defines a first or precombustion chamber 50. The first combustion chamber 50 is an elongate cylindrical bore extending from end-to-end through the body 38. In one embodiment, the diameter ofthe bore defining the first combustion chamber 50 is generally smaller than the diameter ofthe cylinder bore 48. Referring to Figure 2, at the first end ofthe body 38, the valve opening 46 in the bottom plate 42 aligns with the first combustion chamber 50. At the top or second end ofthe body 38, the head cap 40 (see also Figure 15) extends over but does not fully enclose the first combustion chamber 50. Instead, a small bore 52 is provided in the cap 40 in alignment with the bore defining the first combustion chamber for passage there through of a rod of a valve, as described in more detail below.

[0081] A piston 54 is mounted in each cylinder bore 48 between the bottom plate 42 and the head cap 40. As best illustrated in Figure 7, the piston 54 includes a head 56 and a rod 58 extending from the head 56. Preferably, the head 56 is a cylindrical body having a diameter slightly less than the diameter ofthe cylinder bore 48, and a height less than the length ofthe cylinder bore 48. The rod 58 is preferably a cylindrical member extending from the piston head 56 through the piston opening 44 in the bottom plate 42 to the crankshaft 28. [0082] In one embodiment, one or more rings 60 are mounted on the exterior ofthe piston head 56. The rings 60 may include compression and oil rings, as are known in the art for sealing the piston head in the chamber, preventing gasses and fluids from moving from one side ofthe piston head to the other in the cylinder bore 48.

[0083] Referring to Figure 2, a seal 62 is preferably provided for sealing the space between the piston rod 58 and the bottom plate 42 at the piston opening 44. The seal 62 may comprise a plurality of ring elements.

[0084] Still referring to Figure 2, so mounted in its respective head 32, each piston 54 defines two variable volume chambers. A first variable volume chamber is located between the piston head 56 and the head cap 40. A second variable volume chamber is located between the piston head 56 and the bottom plate 42. As will be appreciated, as the piston 54 moves within the cylinder bore 54, the volumes of these chambers increase and decrease in proportion to one another. As will be appreciated later, the first chamber may be referred to as a variable volume combustion chamber, while the second as a variable volume intake chamber, owing to their functions.

[0085] As described in more detail below, combustion forces move the pistons 54 up and down within the cylinder bores 38. The movement of the pistons 54 is utilized to rotate the crankshaft 28.

[0086] The crankshaft 28 will be described with reference to Figures 2, 8 and 9. The crankshaft 28 includes a body which is similar in many respects to crankshafts which are well known in the art. The crankshaft 28 has a first end 64 and a second end 66. The first and second ends 66 ofthe crankshaft 28 are rotatably supported by the block 22.

[0087] A first gear 68 is located at the first end 64 ofthe crankshaft 28. In one embodiment, the first gear 68 is integrally formed with the remainder ofthe crankshaft 28, and comprises a plurality of teeth formed about the exterior ofthe first end 64 ofthe crankshaft. The first gear 68 is configured to engage a first block gear 72. Preferably, the first block gear 72 comprises a gear member having teeth facing inwardly in a closed circular configuration. In one embodiment, the first block gear 72 may comprise a mating teeth formed in the block 22 at the crankshaft opening at the first end 24 ofthe block 22. In another embodiment, a gear body is mounted to the exterior ofthe block 22, the gear body having a passage there through defined by a circular inner wall or perimeter having the teeth formed thereon.

[0088] Preferably, the circumference ofthe first gear 68 ofthe crankshaft 28 is smaller than (as described below, preferably one-half the size of) the circumference ofthe first block gear 72. Rotation ofthe crankshaft 28 causes the first gear 68 to move in a circular motion about the first block gear 72.

[0089] In one embodiment, a second gear 70 is located at the second end 66 of the crankshaft 28. In one embodiment, the second gear 70 is integrally formed with the remainder of the crankshaft 28, and comprises a plurality of teeth formed about the exterior ofthe second end 66 of the crankshaft. The second gear 70 is configured to engage a second block gear 74. Preferably, the second block gear 74 comprises a gear member having teeth facing inwardly in a closed circular configuration. In one embodiment, the second block gear 74 may comprise mating teeth formed in the block 22 at the crankshaft opening at the second end 26 ofthe block 22. In another embodiment, a gear body is mounted to the exterior ofthe block 22, the gear body having a passage there through defined by a circular inner wall or perimeter having the teeth formed thereon.

[0090] Preferably, the circumference ofthe second gear 70 ofthe crankshaft 28 is smaller than (as described below, preferably one^half the size of) the circumference ofthe second block gear 74. Rotation ofthe crankshaft 28 causes the second gear 70 to move in a circular motion about the second block gear 74.

[0091] In a preferred embodiment, as best illustrated in Figure 10, the diameter ofthe gear of the crankshaft 28 is D, while the diameter of the gear of the block 22 is 2D. In this arrangement, the diameter ofthe gear ofthe crankshaft is one-half of the size ofthe gear ofthe block.

[0092] The crankshaft 28 is preferably rotatably supported by the block 22, keeping the first and second crankshaft gears 68,70 in contact with the first and second block gears 72,74. In one embodiment, the crankshaft 28 includes a first journal portion 76 adjacent the first gear 68 and a second journal portion 78 adjacent the second gear 70. Each journal portion 76,78 comprises a smooth cylindrical portion ofthe crankshaft body.

[0093] A first eccentric bearing 80 engages the first journal portion 76 ofthe crankshaft 28.

The first eccentric bearing 80 is supported by the block 22. In an embodiment where the first block gear 72 is mounted external to the first end 24 ofthe block 22, the eccentric bearing 80 may be supported by the wall ofthe block 22 forming the first end ofthe block.

[0094] Likewise, a second eccentric bearing 82 engages the second journal portion 78 of the crankshaft 28. The second eccentric bearing 82 is supported by the block 22. In an embodiment where the second block gear 74 is mounted external to the second end 26 ofthe block 22, the eccentric bearing 82 may be supported by the wall ofthe block 22 forming the second end ofthe block.

[0095] The crankshaft 28 includes a first piston set mount or mounting portion 84 and a second piston set mounting portion 86. Each mount or mounting portion 84,86 preferably comprises a generally smooth rod or cylinder-shaped portion ofthe crankshaft 28.

[0096] In a preferred embodiment, the mounts 84,86 are offset and do not have their centers along the same axis. In one embodiment, as illustrated in Figure 9, the crankshaft 28 includes a crankshaft centerline CL which extends through the first and second ends 64,66 of the crankshaft 28. The axes through the center of each of the mounts 84,86 are offset from the crankshaft centerline CL and from one another. In one embodiment, the mounts 84,86 are aligned with a centerline ofthe engine CL at one or more times (when rotated into a particular position).

[0097] In one embodiment a first pair of opposing pistons 54 located nearest the first end 24 ofthe block 22 are connected to the first mount 84. A second pair of opposing pistons 54 located nearest the second end 26 of the block 22 are connected to the second mount 86. In one embodiment, each piston 54 is connected via a half-bearing 88 at the end ofthe piston rod 58 opposite the piston head 56. Referring to Figures 2 and 7, the half-bearing 88 is preferably designed to be connected to an opposing half-bearing associated with another piston. In this manner, opposing pistons 54 are mounted to one another about one of the piston mounting portions ofthe crankshaft 28. A pin 90 or other mounting may be used to connect the bearing 88 to the rod 58.

[0098] Referring again to Figure 2, in a preferred embodiment ofthe invention, a valve 92 is associated with each first combustion chamber 50. In one embodiment, as illustrated in Figure 11 , the valve 92 is an elongate rod having a first end and a second end. A first seal 94 is located at the first end ofthe valve 92. The first seal 94 is preferably a circular disc located at the end ofthe rod forming the majority ofthe valve 92. The first seal 94 has an outer diameter slightly less than the inner diameter ofthe chamber 50.

[0099] A second seal 96 is located near the second end of the valve. The second seal 96 preferably also comprises a generally circular disk having a diameter slightly less than the inner diameter ofthe chamber 50.

[0100] A stem 98 is located at the second end of the valve 92. As illustrated, when positioned in the first or precombustion chamber 50, the first seal 94 is located near the bottom plate 42 ofthe cylinder head 32. The second seal 96 is located near the head cap 40. The stem 98 extends through the bore 52 in the cap 40 to a point external to the cylinder head. [0101] Figure 11 A illustrates another embodiment of a valve 92a. In this embodiment, the valve 92a includes heat exchange element or member 93. In the embodiment illustrated, the heat exchange element 93 comprises a helical member position along a stem of the valve 92a. In general, the heat exchange element 93 is adapted to increase the surface area ofthe valve 92a, permitting a greater heat transfer rate. In on embodiment, the element 93 may be integrally formed with the stem or body portion of the valve 92a. Of course, other varieties of heat exchange elements may be utilized. [0102] Referring to Figures 2 and 8, in a preferred embodiment, means are provided for moving the valve 92. In a preferred embodiment, the means includes a cam 100. In one embodiment, the cam 100 is mounted to the eccentric bearing 82 located at the second end ofthe crankshaft 28. The cam 100 has an outer surface which varies in distance from a rotational axis. [0103] A follower 102 extends from the cam 100 upwardly from the cam 100 generally parallel to the cylinder head 32. A first end ofthe follower 102 engages the cam 100, such that rotation ofthe cam moves the follower up and down in accordance with the profile ofthe cam. Preferably, the profile ofthe cam 100 is appropriately configured to accomplish movement of the follower as described in detail below in conjunction with Figures 22A-F. [0104] As illustrated in Figure 2, a rocker 104 is located at the second end ofthe follower 102. The rocker 104 has a first arm 106 and a second arm 108 extending from either side of a pivot. The first arm 106 is arranged to engage a second end ofthe follower 102. The second arm 108 is arranged to engage the stem 98 ofthe valve 92. In one embodiment, a biasing means is provided for maintaining the follower 102 in engagement with the cam 100. The biasing means may comprise a spring associated with the rocker 104 causing the rocker to apply downward pressure upon the follower 104. As described in more detail below, upward movement of the follower 102 pushes the first arm 106 of the rocker upwardly, and thus the second arm 108 downwardly. Downward movement ofthe second arm 108 causes the valve 92 to be moved downwardly.

[0105] In one embodiment, the rocker 104 is mounted to the cylinder head 32. The rocker 104 and follower 102 may be located under a protective cover. Appropriate lubrication may be provided to these members. Of course, a follower 102 and rocker 104 are provided for each cylinder ofthe engine 20.

[0106] Biasing means may be provided for biasing the valve 92 upwardly, maintaining it in contact with the second arm 108 ofthe rocker 104. This biasing means may comprise a spring (not shown).

[0107] Passages are provided allowing air, fuel and mixtures of burned and unburned air and fuel to move in and out of the precombustion chamber 50 and cylinder bore 48. In one embodiment, as illustrated in Figure 2, an intake passage or port 110 is provided to the cylinder bore 48. Preferably, the intake passage 110 is provided in communication with a portion ofthe cylinder bore 48 below the piston head 56. As illustrated, the intake port 110 extends from an exterior ofthe head 32 through the bottom plate 42 to the bore 50. As described in more detail below, the intake port 110 permits fresh air to be drawn into the cylinder bore 50. [0108] Figures 12 and 13 illustrate a preferred configuration of the bottom plate 42. As illustrated, the intake port 110 generally comprises a plurality of individual passages extending horizontally through the plate 42 to vertically extending inlet 109.

[0109] In one embodiment, a valve 111 is provided for selectively opening and closing the intake port 110. In a preferred embodiment, the valve 111 is a poppet type valve which is biased into a closed position. As described in more detail below, a condition of reduced pressure within the cylinder bore 48 causes the valve 111 to be moved upwardly as a result of the higher air pressure on the exterior side ofthe valve. As illustrated, the valve 111 is preferably "C" shaped and includes a head and a seating section, the seating section extending downwardly into the intake port 110 for use in guiding/aligning the valve 111.

[0110] A compression port 112 is provided between the cylinder bore 48 and the precombustion chamber 50. In a preferred embodiment, the compression port 112 extends from a portion ofthe cylinder bore 48 below the piston head 56 to the precombustion chamber 50. As illustrated, the compression port 112 is also provided in the bottom plate 42 ofthe cylinder head 32. A preferred arrangement ofthe bottom plate 42 including the compression port 112 is illustrated in Figures 12 and 13.

[0111] As illustrated in Figure 2, a bi-directional combustion and exhaust port 114 is provided as well. As illustrated, the bi-directional port 114 is provided in communication with a portion of the cylinder bore 48 above the piston head 56. At one or more times, the bidirectional port 114 is in communication with the precombustion chamber 50. As illustrated, the bi-directional port 114 is provided in the cylinder cap 40. A preferred configuration of the cylinder cap 40 is illustrated in Figures 14 and 15.

[0112] As described in more detail below, the valve 92 is designed to cooperate with the compression port 112 and bi-directional port 114. The locations of these ports and the configuration ofthe valve 92 are designed to provide a specific effect. In particular, movement ofthe first seal 94 ofthe valve 92 is adapted to open and close the compression port 112 at its entrance to the precombustion chamber 50. The movement ofthe second seal 96 ofthe valve 92 is adapted to open and close a pathway from the precombustion chamber 50 to the bidirectional port 114 leading to the cylinder bore 48. [0113] The engine 20 includes a fuel delivery system. Such systems are well known and thus are not described herein. In general, the engine 20 may use any of a variety of known fuel delivery systems. Preferably, the fuel delivery system includes a fuel supply, a pump or other means for moving the fuel from the supply and pressurizing the fuel, and a fuel injector 116 for injecting fuel under pressure. In a preferred embodiment, the fuel injector 116 is arranged to deliver fuel into the precombustion chamber 50.

[0114] Appropriate controls are preferably provided for controlling the injector 116 associated with each cylinder 32. These controls are arranged to control the timing and duration of fuel delivery.

[0115] As indicated, the engine of the invention may utilize a variety of fuel delivery systems, including pressurized fuel injectors of the types current known. In another embodiment, the engine may utilize a simplified, non-pressurized mechanically operated fuel injector. Figures 34A and 34B illustrate a fuel injector 116 in accordance with one embodiment ofthe invention.

[0116] As illustrated, the fuel injector 116 includes a body 117, an injection pin 118, and a fuel regulator 119. In one embodiment, as illustrated, the body 117 comprises a part of a cylinder head which defines the pre-combustion chamber 50. The body 117 includes a generally cylindrical extension. A fuel delivery passage P is defined through the body 117 into the precombustion chamber 50.

[0117] In one embodiment, the injection pin 118 has a body 118a having a first end and a second end. A head 118b is located at one end. The body 118a preferably has an exterior shape which mates or matches to the passage through the body 117, allowing the body 118a of the injection pin 118 to slide within, but block, the passage. In one embodiment, the passage is generally cylindrical, as is the body 118a of the injection pin 118. The head 118b serves as a limiter to the travel of the injection pin 118, the head being larger than the passage and thus incapable of fitting within the passage.

[0118] In one embodiment, a regulator passage is defined through the injection pin 118. A body 119a ofthe fuel regulator 119 is at least partially positioned in the regulator passage in the injection pin 118. In one embodiment, the passage through the injection pin 118 and the body 119a ofthe fuel regulator 119 are generally cylindrical in shape. [0119] The fuel regulator 119 includes a head 119b. The head 119b is sized and shaped so that when the head 119b is located in the fuel delivery passage P through the body 117, the head 119b blocks the fuel delivery passage P.

[0120] The injection pin 118 is movable within the fuel delivery passage P through the body 117. As illustrated in Figure 34A, the injection pin 118 is movable to a first or extended position in which it extends out ofthe body 117, with the head 118a spaced outwardly ofthe body 117. As illustrated in Figure 34B, the injection pin 118 is movable to a second or retracted position in which it extends further into the body 117, with the head 118a limiting inward movement by contacting the body 117.

[0121] Means are preferably provided for moving the injection pin 118 and attached fuel regulator 119. The means may comprise, for example, a mechanical drive such as a camshaft, pushrod, motor-driven servo or the like. Means, such as a spring, may be used to bias the injection pin 118 outwardly, while the mechanical drive may be used to selectively move the injection pin 118 inwardly. Such drive mechanisms are well known to those of ordinary skill in the art.

[0122] As illustrated in Figure 34A, when the injection pin 118 is in a first or outward position, the head 119a of the fuel regulator 119 is located within a block the fuel delivery passage P through the body 117. In this position, fuel may be supplied to the passage through the body 117, but can not pass from the passage to the pre-combustion chamber 50. [0123] As illustrated in Figure 34B, when the injection pin 118 is in its second or inward position, the head 119b ofthe fuel regulator 119 no longer blocks the fuel delivery passage P through the body 117, permitting fuel supplied to the passage is permitted to pass to the precombustion chamber 50.

[0124] Preferably, the movement ofthe injection pin 118 causes fuel to be released into the pre-combustion chamber 50 at a particular time. As described below, this time is when the precombustion chamber 50 is closed.

[0125] A means is provided for regulating the amount of fuel provided to the pre-combustion chamber 50. In the illustrated embodiment, the means comprises the relative position of the injection pin 118 to the fuel regulator 119. In a preferred embodiment, the position of these two elements is adjustable. When the position of these elements is adjusted, the distance between the head 119b of the fuel regulator 119 and the body 118a of the injection pin 118 varies, changing the size of a fuel cavity C within the passage through the body 117 which may be filled with fuel supplied by a fuel line L (see Figure 34A). When the head 119b ofthe fuel regulator 119 is moved closer to the body 118a of the injection pin 118, the size of the space reduces, permitting a smaller amount of fuel to fill the passage and then be delivered to the precombustion chamber 50. Likewise, if the head 119b ofthe fuel regulator 119 is moved away from the body 118a ofthe injection pin 118, the size ofthe space, and thus the amount of fuel delivered, increases.

[0126] In one embodiment, the position ofthe fuel regulator 119 relative to the inj ection pin 118 may be varied by rotating to the fuel regulator 119 with respect to the injection pin 118 via an inter-engaging threading arrangement. Threads are located on the passage through the body 118a ofthe injection pin 118 for engagement with threads on the exterior ofthe body 119a of the fuel regulator 119.

[0127] The fuel injector may have other forms. For example, the body may comprise a body or housing having a threaded end which engages thread in a passage through a chamber wall, permitting the fuel injector to be "self contained." The fuel line L may be configured to be connected or disconnected, such as by a threading connection.

[0128] In one embodiment, the position of the fuel regulator may be fixed relative to the injection pin. In such a configuration, the two elements may be formed as a single unitary element, and the regulator passage may be eliminated.

[0129] In another embodiment, only the fuel regulator may be moved, with the position of the injection pin fixed during normal operation ofthe injection device. In order to change the fuel delivery rate or volume, the position ofthe injection pin may be changed. [0130] It will be appreciated that the fuel delivery device ofthe invention may be applied to other environments than the engine described herein.

[0131] In a preferred embodiment, an ignition mechanism is provided for igniting a fuel and air mixture in the cylinder bore 48 above the piston head 56. In one embodiment, the ignition mechanism includes a spark plug (not shown). The spark plug preferably has a tip positioned in the cylinder bore 48, such as by threading the plug into a passage through the cylinder body 38 or the cylinder cap 40. A control and power delivery system may be provided for delivering electrical energy to the spark plug at the appropriate time for the start of ignition. [0132] As illustrated in Figure 8, in one embodiment ofthe invention, an output shaft 120 is provided. The output shaft 120 is preferably coupled to the crankshaft 28 for transferring rotational energy ofthe crankshaft 28 to another element, such as a transmission. As illustrated, the output shaft 120 preferably comprises a shaft having a universal joint. In one embodiment, the output shaft 120 is keyed at one end for insertion into a correspondingly shaped aperture in the first end ofthe crankshaft 28 at the first end 24 ofthe engine 20. The opposing end ofthe output shaft 120 is formed as a female coupling to accept a driven member. [0133] Another aspect of the present invention is a lubricating system for one or more moving parts ofthe engine 20. In one embodiment, the invention is a lubricating system for each piston 54. In accordance with one embodiment ofthe invention, the rod 58 and at least a portion of each piston head 56 is hollow or has one or more passages there through. As illustrated in Figure 16, a main passage 122 is provided through the rod 58. An inlet 124 is provided from the exterior ofthe rod 58 to the main passage 122. At least one delivery passage 126 extends from the main passage 122 in the rod 58 through the piston head 56 to an outer area thereof for delivering lubricant to the rings 60. The delivery passage 126 preferably extends back to the main passage 122. An outlet 128 is provided from the main passage 122 to the exterior ofthe rod 58.

[0134] In one embodiment, the inlet 124 is formed near a trough defined by an outwardly extending member, such as a portion ofthe half-bearing or mount 88.

[0135] In accordance with the invention, there is provided a means for moving lubricant through the main passage 122 to the delivery passage 126 to the rings 60. In a preferred embodiment, the means comprises a linear pump cell 130. The linear pump cell 130 is located in the main passage 122 ofthe rod 58. The linear pump cell 130 comprises a partition 132 and a plurality offlow directing elements 134. Preferably, the partition 132 divides the main passage 122 into two portions, a first passage 125a leading from the inlet 124 to the delivery passage 126, and a second passage 125b leading from the delivery passage 126 to the outlet 128. As best illustrated in Figures 16-19, the flow directing elements 134 comprise generally flat, elliptically shaped members. The elements 134 are mounted to the partition 132 at an angle with respect to horizontal, and preferably such that they angle upwardly in the portion ofthe main passage 122 leading from the inlet 124 and downwardly in the portion ofthe main passage 122 leading to the outlet 128.

[0136] As illustrated in Figure 18, each flow directing element 134 includes a cut-out 136 at each end. When the flow directing elements 134 are located in the main passage 122, they substantially obstruct the main passage 122 except for the cut-out areas 136, which areas define a passage through which lubricant may flow. Details ofthe operation ofthe lubricating system are provided below in conjunction with Figures 24 and 25.

[0137] Another embodiment of a lubricating system for a piston is illustrated in Figures 20 and 21. Similar to the lubricating system described above, at least a portion of each piston head 56 is hollow or has one or more passages there through. The piston 54 again includes a main passage 142 through the rod 58. An inlet 144 is provided from the exterior ofthe rod 58 to the main passage 142. At least one delivery passage 146 extends from the main passage 142 in the rod 58 through the piston head 56 to an outer area thereof for delivering lubricant to the rings 60. The delivery passage 146 preferably extends back to the main passage 142. An outlet 148 is provided from the main passage 142 to the exterior ofthe rod 58.

[0138] In accordance with the invention, there is provided a means for moving lubricant through the main passage 142 to the delivery passage 146 to the rings 60. In a preferred embodiment, the means comprises a linear pump cell 150. The linear pump cell 150 is located in the main passage 142 ofthe rod 58. The linear pump cell 150 comprises a support 152, a divider 154, and at least one flow directing element 156.

[0139] Referring to Figure 21, in a preferred embodiment the support 152 comprises a rod or similar member. The dimension ofthe support 152 permits it to fit within the main passage 142 but leave substantial space between it and the rod 58 in which the passage 142 is formed. [0140] The divider 154 comprises a helical wall which extends along the length ofthe support 152 and which extends outwardly therefrom. The divider 154 preferably extends outwardly from the support 152 a distance which causes it to abut the inside ofthe main passage 142 when the pump cell 150 is located therein. In this configuration, the divider 154 cooperates with the rod 58 and the support 152 to form a generally helical main passage 142. [0141] The at least one flow directing element 156 comprises a stepped or laddered flow director. In a preferred embodiment, the flow directing element 156 extends in helical fashion around the rod 58. The element 156 is located in the helical passage 142 defined by the rod 58 and divide 154, further dividing the passage into a pair of passages 159a,b. [0142] The element 156 includes alternating upwardly extending walls 157a and downwardly extending walls 157b. The upwardly extending walls 157a are slanted and extending upwardly a greater distance than the downwardly extending walls 157b. Preferably, the downwardly extending walls 157b are nearly vertical. [0143] Afrough 157c is formed at the intersection of each upwardly extending wall 157a and downwardly extending wall 157b. As described below, these troughs 157c hold lubricant in transport along the elements 156.

[0144] One of the passages 159a has its inlet in communication with the inlet 144 to the interior ofthe rod 58. This passage leads to the delivery passage 146. [0145] The other ofthe two passagesl59b leads from the delivery passage 146 to the outlet 148. In one embodiment, walls 160 are provided for dividing or sealing the passages 159a, 159b from one another.

[0146] Details ofthe operation of this embodiment lubricating system are provided below in conjunction with Figures 26-29.

[0147] Operation of the engine 20 described is as follows. In the description of the combustion cycle ofthe engine 20, with reference to Figures 22 A-F (shown in general schematic form and not in exacting detail to the preferred embodiment ofthe invention described above and illustrated in Figures 1-21), reference is made to only a single cylinder of the engine 20. Referring to Figure 22 A, the piston 54 ofthe cylinder is illustrated just after it has reached its top dead center position and has begun to move downwardly. At this time, the area below the piston head 56 is filled with a fresh air charge. As noted, the cylinder head 32 and piston 54 cooperate to define a variable volume chamber below the piston head 56. At the point in time illustrated, this chamber is sealed, as the pressure ofthe air within the chamber has caused the valve 111 associated in the intake port 110 to close. In addition, the first seal 94 ofthe valve 92 is in a position in which it has closed the compression port 112, preventing the escape of air to the pre combustion chamber 50. As the piston 54 moves downwardly, the air within this variable volume chamber is compressed, raising its pressure.

[0148] In a preferred embodiment, combustion of the air and fuel begins in the precombustion chamber (such as described below, via initiation with heat of compression or a spark plug). Thus at the time illustrated, the pressurized air and fuel mixture formed within the precombustion chamber 50 which has already begun to ignite or burn flows into the variable volume combustion chamber located above the downwardly moving piston head 56. The fuel and air charge flows through the bi-directional port 114 as at this time the second seal 96 ofthe valve 92 is positioned above the port 114, and at the same time closes the exhaust pathway through the cylinder head cap 40. The burning of the charge causes the rapidly burning and expanding fuel and air mixture to force the piston 54 downwardly. The downward force ofthe piston 54 is used to drive the crankshaft 28, as is known in the art of reciprocating piston type internal combustion engines.

[0149] Figure 22B illustrates the piston 54 as it is forced downwardly in a power stroke towards its bottom dead center position. At this time, the fresh air charge under the piston head 56 has been significantly compressed to a high pressure. The fuel and air charge above the piston head 56 has substantially completed combusting. During the movement ofthe piston 54 from near its top dead center to near its bottom dead center it will be seen that the valve 92 remains in a relatively constant position. It is noted that as the piston 54 moves downwardly, the increase in volume draws the pressurized fuel and air charge from within the precombustion chamber 50 into the combustion chamber.

[0150] Figure 22C illustrates the piston 54 at nearly its bottom dead center position. At this time, rotation ofthe cam 100 to a new profile area has resulted in movement ofthe valve 92. As illustrated, the valve 92 has been permitted to move downwardly with respect to the cylinder head 32. The first seal 96 is in a position in which it no longer obstructs the compression port 112. At the same time, the second seal 98 has moved into a position in which is obstructs a top portion ofthe pre combustion chamber 50, sealing it from the bi-directional port 114. [0151] When the first seal 94 moves into a position in which is no longer obstructs the compression port 112, the compressed fresh air charge flows into the lower pressure precombustion chamber 50. Thus, the precombustion chamber 50 is filled with a charge of fresh air at high pressure.

[0152] At the same time, the combusted fuel and air charge above the piston head 56 is permitted to begin flowing from the combustion chamber through the bi-directional port 114 and the bore 52 in the head cap 40. Preferably, the exhaust flows into an exhaust pathway leading to a catalytic converter and muffler then to a point of discharge from the engine 20. [0153] Figure 22D illustrates the piston 56 after it has reach its bottom dead center position and has begun to move upwardly. At this time, the cam 100 has rotated to a position in which it has forced the valve 92 upwardly. The valve 92 has been moved upwardly a sufficient distance that the first seal 94 again seals or closes the compression port 112. However, the second seal 94 still seals the top ofthe precombustion chamber 50, preventing escape ofthe fresh air charge in the precombustion chamber. Importantly, at this time, the already mechanically pressurized fresh air charge within the precombustion chamber is further pressurized. Heat of combustion from within the precombustion chamber 50 from the previous cycle heats the newly introduced air in the precombustion chamber 50. In addition, some heat from cylinder bore passes through the body ofthe cylinder head 32.

[0154] As the piston 54 moves upwardly, a condition of reduced pressure is created under the piston head 56. Higher pressure fresh air on the opposing side ofthe valve 111 moves the valve 111 into its open position, permitting fresh air to flow through the inlet port 110 into the chamber below the piston 54.

[0155] Movement ofthe piston 54 upwardly forces the combusted air and fuel exhaust from the combustion chamber. The exhaust continues to flow out through the bi-directional port 114.

[0156] Figure 22E illustrates the piston 54 as it moves towards its top dead center position.

Fresh air continues to be drawn into the area below the piston 54. The exhaust continues to be forced out ofthe combustion chamber through the bi-directional port 114.

[0157] Figure 22F illustrates the piston 54 at nearly its top dead center position. As illustrated, at this time, the valve 92 is in generally the same position as previously illustrated.

The precombustion chamber 50 is sealed. Fuel is injected into the pressurized air charged in the precombustion chamber 50. The fuel is injected with the fuel injector 116 or similar member.

Preferably, ignition ofthe air and fuel within the precombustion chamber 50 is then initiated, such as by a spark plug (not shown) or other ignition device.

[0158] The process then repeats at Figure 10A, with the ignited fuel and air charge being released from the precombustion chamber into the main combustion chamber above the piston

54.

[0159] Each piston 54 preferably moves through this same cycle. In a preferred embodiment where more than one cylinder and corresponding piston are provided, one or more ofthe pistons are preferably arranged to be at a different point in the combustion/exhaust cycle at the same time. In this manner, as one piston is in a non-power producing portion of its cycle, another piston is in the power stroke portion, thus rotating the crankshaft and aiding in the movement of the other piston through the portion of its cycle which is non-power producing.

[0160] Movement ofthe crankshaft 28 during operation ofthe engine 20 will be described with reference to Figures 23 A-H. The crankshaft 28 is shown as viewed towards its first end 64.

In Figures 23 A-H, the first gear 68 at the first end 64 ofthe crankshaft 28 is shown as engaged with the first block gear 72. The first and second mounting portions 84,86 ofthe crankshaft 28 are also illustrated. [0161] Figure 23 A illustrates the crankshaft 28 at an arbitrary position referred to as the 0 degree position. In this position, the first and second mounting portions 84,86 and the first end ofthe crankshaft 28 are all aligned vertically. As a result of a power stroke and exhaust stroke ofthe pistons associated with the first and second mounts 84,86, the first mounting portion 84 is driven downwardly, while the second mounting portion is driven outwardly. As a result, the crankshaft 28, which is rotating counter-clockwise, moves along the first block gear 72 in a clockwise direction. The crankshaft 28 is then in the position illustrated in Figure 23B. [0162] Further operation ofthe engine 20 causes the first mounting portion 84 to be driven downwardly until the first and second mounting portions 84,86 and first end 64 ofthe crankshaft 28 are all aligned along a horizontal axis, as illustrated in Figure 23C.

[0163] The first mounting portion 84 is driven further downward while the second mounting portion 86 begins its return, moving in the opposite direction. The crankshaft 28 continues to rotate, with the first end 64 moving further clockwise around the first block gear 72 to the position illustrated in Figure 23D.

[0164] Further movement ofthe crankshaft 28 occurs in like manner as illustrated in Figures 23E through 23H until the crankshaft 28 returns to its original starting position. [0165] It will now be appreciated that in a preferred embodiment, the first pair of pistons 54 move cooperatively to move the first mounting portion 84 ofthe crankshaft 28. When one piston of that pair is moving downwardly in its power stroke, it is forcing the other piston upwardly in an exhaust stroke. Likewise, the other pair of pistons are associated with the second mounting member 86. Moreover, the first and second mounting portions 84,86 are offset so that the crankshaft 28 is translated, i.e. moved laterally or other than rotationally. [0166] Because the crankshaft 28 translates, the attachment point of each piston 54 also moves, but a greater distance than if the crankshaft only rotated. In this configuration, the throw or maximum distance traveled by each piston 54 is great, even though the length ofthe piston rod is quite short.

[0167] Operation of the lubricating system for the pistons in accordance with the embodiment illustrated in Figures 16-19 will now be described in detail with reference primarily to Figures 24 and 25. In general, the operation ofthe lubricating system is in the nature of a linear pump. As the piston 54 moves downwardly, oil flows from the inlet 124 upwardly through the first passage 125a to the delivery passage 126. The upward flow occurs as lubricant passes through the cut-outs 136 in the elements 134. Notably, upward movement of oil from the outlet 128 through the second passage 125b is inhibited by the partition elements 132. The upward flow of oil forces oil through the various lubricating passages in the piston head and through lubricating weeps for lubricating the rings.

[0168] Referring to Figure 25 , as the piston 54 moves upwardly, oil is swept off of the piston rod towards the inlet 124. In addition, the inertial forces draw excess lubricant downwardly from the delivery passage 126 through the second passage 125b to the outlet 128. At the same time, downward movement of oil from the delivery passage 126 through the first passage 125a is inhibited by the partitions 132.

[0169] In this cycle, oil is provided to the inlet 124, is forced upwardly through the first passage 125a to the delivery passage 126 and weeps. Excess lubricant is then drawn back to the outlet 128.

[0170] Operation of the lubricating system for the pistons in accordance with the embodiments illustrated in Figures 20-21 will now be described in detail with reference to

Figures 26-29.

[0171] Operation of this embodiment system is similar to that described above. In this embodiment system, upward movement ofthe piston 56 causes lubricant to be directed into the inlet 124, as illustrated in Figure 27. At this time excess lubricant is directed from the delivery passage 146 to the outlet 148 through the second passage 159b. As illustrated in greater detail in Figure 28, downward flow ofthe lubricant from the delivery passage 146 to the inlet 144 is prohibited in that the lubricant is trapped by the troughs 157c in the first passage 159a.

[0172] Referring to Figure 26, upon downward movement of the piston 56, lubricant delivered to the trough area and inlet 144 is directed upwardly to the delivery passage 146 through the first passage 159. As illustrated in greater detail in Figure 29, lubricant is prohibited from moving from the outlet 148 back to the delivery passage 146 through the second passage

159b by the troughs 157c defined by the flow directing element 156.

[0173] Of course, the engine 20 need not be configured exactly as illustrated, and many alternate configurations are contemplated as within the scope ofthe invention. Further, one or more features of the invention may be used alone or in combination with other elements not described in detail herein.

[0174] In one embodiment, the engine 20 may have more than four cylinders or less than four cylinders. For example, the engine 20 may have two cylinders including two opposing pistons. The crankshaft and block ofthe engine 20 may be elongate and for accommodating six cylinders and six pistons.

[0175] The lubricating system described above may be used in a variety of other environments or applications. For example, the lubricating system may be applied to a piston of a four-cycle internal combustion engine ofthe type now known.

[0176] The various components ofthe engine 20 may be constructed of a wide variety of materials. These materials may include, but are not limited to metal, ceramic and plastic.

[0177] The components ofthe engine 20 may vary from that described above. For example, the cylinder head 32 may be formed with an integral head cap or bottom plate. One or more portions of the cylinder head 32 may also be integrally formed with the block 22. In one arrangement, the bottom plate may actually be formed inside ofthe engine block, this portion ofthe engine block thus forming the lower portion ofthe cylinder.

[0178] The valves used to control the flow of air, air and fuel, and exhaust through the engine 20 may vary from that described. For example, electronically controlled valves, such as butterfly or rotating port valves may be utilized. Other means that the cam and follower arrangement may be utilized to move the valve 92. For example, the valve 92 may be moved with a motor.

[0179] One advantage to the configuration of the first and second seals 94,96 being of substantially the same size or surface area is that the pressure ofthe air within the precombustion chamber 50 acting upon the seals 94,96 is generally the same. Thus, the pressure ofthe air does not tend to move the valve 92 in one direction or the other. It will be appreciated that, if desired, one seal or the other may be configured to be larger (and fit within a correspondingly larger portion ofthe cylinder head 32 defining the chamber 50) to bias the valve 92 into a particular position. For example, the second seal 96 may be slightly larger than the first seal 94, so that when acted upon by an excessively high pressure, the valve 92 is moved upwardly to exhaust the air from the precombustion chamber 50, acting similar to a relief valve.

[0180] The various shapes and sizes of the components of the engine 20 may vary. For example, the precombustion chamber may have other than a generally circular cylindrical shape, such as an oval cylindrical shape.

[0181] Of course, a number of seals, connectors (such as nuts and bolts) and other elements may be used to achieve the objects ofthe invention. The particular elements used may depend upon the particular configuration ofthe engine 20. [0182] The precombustion 50 chamber and precombustion fuel and air mixing aspects ofthe invention may be applied to engines configured other than as illustrated and described. For example, such an arrangement may be applied to engines having a single cylinder. The engine of the invention also need not include a precombustion chamber 50 with each cylinder 32. Instead, the arrangement ofthe invention may be used with a cylinder having normal intake and exhaust porting as is known in the art.

[0183] In one embodiment, instead of mounting the pistons in pairs to mounting sections of the crankshaft, each piston may be mounted to a different section ofthe crankshaft. Such an arrangement is advantageous where there are two cylinders or where it is desired to provide a number of cylinders in the same plane. Such an arrangement where the pistons are mounted in a "V" arrangement is illustrated in Figure 31.

[0184] In one embodiment, engine control or management devices or systems may be employed. For example, an O2 sensor may be used to monitor the exhaust of the one or more cylinders. The O2 sensor feedback may be used to control the timing and duration of fuel injection or spark timing.

[0185] The start of combustion ofthe fuel and air mixture may be either in the cylinder bore or in the precombustion chamber. As described above, in a preferred embodiment, combustion is initiated in the precombustion chamber. In this arrangement, combustion is initiated only shortly before or nearly at the same time the valve 92 is moved upwardly (to prevent damage to the precombustion chamber due to overexpansion).

[0186] The engine may include other features. For example, a turbo charger or supercharger may be used to pre-compress the intake air. An intercooler may be used to cool the incoming air so that it may be compressed to a higher density.

[0187] The principles ofthe invention may also be applied to an engine having a crankshaft which is non-translating (i.e. rotates about a fixed axis). In such event, however, the length of the rods and cylinder bores may be appropriately adjusted to permit the pistons to move a full range of motion and provide a desired compression ratio.

[0188] The embodiments ofthe invention have numerous advantages. As with conventional two-cycle internal combustion engines, one advantage is that a high power output is realized because each piston has a power stroke every cycle (instead of every other cycle as in a four- stroke engine). On the other hand, problems associated with conventional two-stroke or two- cycle engines are overcome. [0189] First, problems associated with incomplete scavenging in two-cycle engines are overcome. A fresh air charge is not drawn into the cylinder while the exhaust is being exhausted. Instead, the exhaust is completely exhausted during the upward stroke ofthe piston. Only then is a fresh air charge admitted into the cylinder.

[0190] Unlike conventional engines, combustion need not begin before the piston reaches top dead center, and thus there is no robbing negative force upon the upwardly rising piston. Instead, combustion may begin after the piston reaches top dead center. In part, this is due to the fact that combustion is permitted during nearly the entire downward stroke ofthe piston. In addition, because combustion begins in the precombustion chamber, the air and fuel mixture may combust and expand, generating a very high pressure. The highly pressurized mixture is preferably released when it reaches a maximum and at piston top dead center for maximum efficiency.

[0191] A higher engine efficiency is realized because the air and fuel charge which is admitted into the cylinder for combustion is at high heat and high pressure. As noted, the fresh air charge is first mechanically compressed by the piston and then thermally compressed within the precombustion chamber. The highly heated and compressed air charge permits more complete burning of fuel and greater energy output during combustion. [0192] Figure 30 is a graph which illustrates pressure of an air charge as it moves through the engine. As illustrated, the air charge enters the intake at substantially ambient pressure. The air charge is the compressed mechanically with the piston, and then thermally by the heat within the precombustion chamber. After fuel injection and delivery to the combustion chamber, the pressure beings to fall as the fuel and air are converted to mechanical energy. By comparison, in a conventional engine greater power is derived as a result of the higher temperatures and pressures and none complete burning ofthe fuel.

[0193] The engine is capable of operating at high speeds. The rods 54 are short, reducing destructive inertial forces. This is due, in part to the translation ofthe crankshaft 28. Because the crankshaft translates, the piston mounting portion 86 more toward and away from the cylinder during the upward and downward movement ofthe pistons as a result ofthe rotation of the crankshaft. As a result, the piston rods 54 can be shorter while a large compression ration is still realized.

[0194] The lubricating system as described provides for efficient lubrication ofthe pistons without the need for complex mechanically or electrically powered pumps, external lines, coolers and similar elements. In addition, the lubricating system has the advantage that it is useful in cooling the pistons.

[0195] The fuel injector ofthe present invention has several advantages. First, the injector is extremely simple and requires only one moving part. Use of such an injector is particularly advantageous with an engine ofthe type disclosed where fuel is delivered to a pre-combustion chamber. In particular, in this arrangement, the fuel need not be delivered under pressure or "sprayed." Instead, the fuel may be simply delivered into the pre-combustion chamber, where the heat and pressure allows the fuel to be vaporized before it is delivered to the combustion chamber. In addition, the fuel may be delivered at almost any time. The injector thus avoid problems associated with spray type injectors which have many moving parts and a spray nozzle which may clog, reducing fuel delivery.

[0196] Another advantage is that the injector may be positioned in a variety of locations. In particular, there is no moving piston in the pre-combustion chamber. Therefore, even when the head ofthe fuel regulator is extended into the chamber it does not interfere with the operation of any other parts of the engine. Thus, the fuel injector may be positioned in^' a variety of locations, such as near the top or bottom, ofthe pre-combustion chamber. [0197] Yet another embodiment ofthe invention comprises a crankshaft/output shaft drive arrangement. One such arrangement is illustrated in Figure 32. This embodiment crankshaft/output shaft drive arrangement is particularly suited to the two-cycle internal combustion type engine described above where the crankshaft is configured for both rotational and transnational movement, but may be applied to engines utilizing other operating principles and configurations.

[0198] As illustrated, the crankshaft 228 is similar to that illustrated in Figures 2 and 8, having a first end 264 and a second end 266. Between the first and second ends 264,266 ofthe crankshaft 228 are one or more piston mounting portions 284.

[0199] The first end 264 of the crankshaft 228 preferably drives a first output shaft 220a located at or supported by a first end 224 of a block 222 ofthe engine. The second end 266 of the crankshaft 228 preferably drives a second output shaft 220b located at a second end 226 of the engine. Either or both the first and second output shafts 220a,b may be configured to extend outwardly of the block 222 of the engine for driving a drive shaft or drive train, such as for powering wheels of a vehicle. In one embodiment, only of the output shafts 220a,b extends outwardly ofthe block 222, which the other output shaft serves as a journal rotatably supporting the opposing end ofthe crankshaft 228.

[0200] As illustrated, the first end 264 ofthe crankshaft 228 drives the first output shaft 220a via a gear drive. Similarly, the second end 266 ofthe crankshaft 228 drives the second output shaft 220b via a gear drive.

[0201] In one embodiment, an orbiting gear 267a is mounted on the first end 264 ofthe crankshaft 228. The orbiting gear 267a is configured to mate with a perimefral gear 272a. As illustrated, the perimefral gear 272a is mounted to the engine block 222. As illustrated, the orbiting gear 267a has teeth on the exterior thereof for engaging teeth on the perimefral gear

272a. The perimefral gear 267a is configured as an internally toothed ring gear. The orbiting gear 267a has a diameter which is less than that of the perimefral gear 272a, and preferably approximately one-half than that ofthe perimefral gear 272a to permit optimum piston travel.

[0202] The first end 264 ofthe crankshaft 228 drives a drive gear 275a on the first output shaft 220a. In one embodiment, the first end 264 ofthe crankshaft 228 is splined or includes teeth so as to be configured as a gear. These teeth mate with the teeth on the drive gear 275a.

In another embodiment, a gear may be connected to the crankshaft 228 for driving the drive gear

275 a and/or the output shaft itself may be formed as a gear.

[0203] As described above, when a rod 258 of a piston 254 drives the crankshaft 228, the crankshaft 228 both rotates and translates. In particular, the crankshaft 228 moves around the perimefral gear 272a as guided by the orbiting gear 267a. In this fashion, the piston mounting portion 284 changes position, allowing the pistons 254 to move up and down, as described in greater detail above.

[0204] At the same time, the crankshaft rotates. As the crankshaft rotates (about an axis passing through its ends 264,266), the first end 264 engages the drive gear 275a, thus rotating the output shaft 220a.

[0205] As illustrated, the second end 266 of the crankshaft 228 is similarly configured to rotate or drive the second output shaft 220b. As illustrated, an orbiting gear 267b mounted on the second end 266 ofthe crankshaft 228 engages a perimefral gear 272b. The second end 266 ofthe crankshaft 228 is similarly configured to drive a drive gear 275b on the second output shaft 220b.

[0206] Another embodiment crankshaft/output drive arrangement is illustrated in Figure 33.

Referring to the embodiment arrangement illustrated in Figure 32, this arrangement has the limitation that the diameter ofthe output shaft, gears and crankshaft are constrained. Notably, because the distance between the axis of the output shafts 220a,b and the translational circumference of their corresponding crankshaft ends 264,266 is fixed (and equal to 1/4 ofthe maximum piston travel), any change (such as an increase in the size ofthe orbiting gear 267a,b) would compromise the shaft diameters. The embodiment illustrated in Figure 33 is one embodiment drive arrangement which may be employed when the limitations of the configuration illustrated in Figure 32 is undesirable.

[0207] In this embodiment, a crankshaft 328 again includes a first end 364 and a second end

366, as well as one or more piston mounting portions 384. The first end 364 ofthe crankshaft

328 drives a first output shaft 320a, while the second end 366 ofthe crankshaft 328 drives a second output shaft 320b.

[0208] A double-geared orbitingwheel 368aismounted to the first end 364 ofthe crankshaft

328. The double-geared orbiting wheels 368a defines an orbiting gear 367a which mates with a perimefral gear 372a. The perimefral gear 372a is, once again, preferably mounted to a block

322 ofthe engine and formed as an internally toothed ring gear.

[0209] The double-geared orbiting wheel 368a also defines a ring gear 369a. The ring gear

369a is configured to drive a satellite gear 375a. The satellite gear 375a is, in turn, configured to drive the first output shaft 320a. As illustrated, the output shaft 320a is formed with teeth for mating with the satellite gear 375a. Alternatively, a drive gear may be mounted on the first output shaft 320a.

[0210] In operation, translational movement ofthe crankshaft 328 is again accommodated by the orbiting gear 367a engaging and rotating around the perimefral gear 372a. In addition, rotation ofthe crankshaft 328 effects rotation ofthe ring gear 369a, which in turn rotates the satellite gear 375a, which in turn rotates the first output shaft 320a.

[0211 ] As described above, movement ofthe crankshaft 328 is effected by movement of one or more pistons 358 attached thereto.

[0212] As illusfrated, the second end 366 ofthe crankshaft 328 is also arranged to drive the second output shaft 366 by a similar gear configuration. As such, an orbiting gear 367b is located on the second end 366 ofthe crankshaft 328. The orbiting gear 367b engages a ring-type perimefral gear 367b mounted to the block 322.

[0213] A ring gear 369b also connected to the second end 366 ofthe crankshaft 328 drives a satellite gear 375b, which in turn drives the second output shaft 320b. [0214] In accordance with these output shaft driving arrangements, a crankshaft is configured for translational movement via geared mating with the block. The crankshaft is also configured for geared rotational driving of a pair of output shafts.

[0215] Various embodiments ofthe output shaft drive arrangement are contemplated. It will be appreciated that one or more of the gears may be integrally formed with the block, output shafts or crankshaft, or may be separately formed and then connected thereto. The size and shape ofthe gears may vary, preferably maintaining the above-described function.

[0216] It will be understood that the above described arrangements of apparatus and the method therefrom are merely illustrative of applications ofthe principles of this invention and many other embodiments and modifications may be made without departing from the spirit and scope ofthe invention as defined in the claims.

Claims

CLAIMS OF THE INVENTION I CLAIM:

1. A two-cycle internal combustion engine comprising a block, at least one cylinder head mounted to said block, a piston movably mounted in a bore defined by said cylinder head, said piston dividing said bore into a first variable volume intake chamber and a second variable volume combustion chamber, said cylinder head further defining a precombustion chamber, said precombustion chamber selectively in communication with said first variable volume intake chamber and said second variable volume combustion chamber, at least one valve member for selectively permitting a compressed charge of air to flow into said precombustion chamber from said first variable volume intake chamber and from said precombustion chamber to said second variable volume combustion chamber, and at least one fuel delivery element adapted to deliver fuel into said air for at least partial combustion in said second variable volume combustion chamber for moving said piston in said bore, said piston connected to a crankshaft and moving said crankshaft as a result of said movement in said bore.

2. The two-cycle internal combustion engine in accordance with Claim 1 wherein said cylinder head comprises a body having a first end and a second end, a first member mounted at said first end and a second member mounted at said second end.

3. The two-cycle internal combustion engine in accordance with Claim 1 wherein said first member comprises a plate having a passage there through, said plate connected to said block, and wherein said piston includes a rod extending from a head thereof, said rod extending through said passage through said plate into said block.

4. The two-cycle internal combustion engine in accordance with Claim 1 including a first passage extending from said first variable volume intake chamber portion of said bore to said precombustion chamber and a second passage extending from said precombustion chamber to said second variable volume combustion chamber portion of said bore.

5. The two-cycle internal combustion engine in accordance with Claim 4 including a valve located at least partially in said precombustion chamber, said valve having a first seal thereon for selectively sealing said first passage and a second seal thereon for selectively sealing said second passage.

6. An internal combustion engine comprising a block, at least one head connected to said block and defining a cylinder bore, a piston movably mounted in said cylinder bore, said piston connected to a crankshaft, said block including a first block gear and a second block gear, said crankshaft having a first end and a second end, at least one piston mounting portion located between said ends and positioned along a first axis offset from a second axis through said first and second ends, a first crankshaft gear located at said first end of said crankshaft, said first crankshaft gear smaller than said first block gear and engaging said first block gear, and a second crankshaft gear smaller than said second block gear and located at said second end of said crankshaft, said second crankshaft gear engaging said second block gear, whereby movement of said piston causes said crankshaft to rotate about said second axis and said second axis to move in a generally circular pathway.

7. The internal combustion engine in accordance with Claim 6 wherein said first block gear comprises a passage through a first end portion of said block and a plurality of teeth extending into said passage from said block, and wherein said second block gear comprises a passage through a second end portion of said block and a plurality of teeth extending into said passage from said block.

8. The internal combustion engine in accordance with Claim 6 wherein said crankshaft includes at least one crankshaft mounting portion between said ends and including at least one eccentric bearing supporting said at least one mounting portion, said at least one eccentric bearing connected to said block.

9. The internal combustion engine in accordance with Claim 6 wherein said crankshaft includes a first crankshaft mounting portion and a second crankshaft mounting portion, a first eccentric bearing supported by said block and engaging said first crankshaft mounting portion and a second eccentric bearing supported by said block and engaging said second crankshaft mounting portion.

10. The internal combustion engine in accordance with Claim 9 wherein at least one of said first and second eccentric bearings defines a cam surface.

11. The internal combustion engine in accordance with Claim 6 further including an output shaft coupled to said first or second end of said crankshaft, said output shaft including a universal joint.

12. A lubricating system for a piston of an internal combustion engine, said piston having a head and a rod, a first end of said rod coupled to said head and a second end of said rod located opposite said first end thereof, a passage through said rod generally extending from said first end to said second end, an inlet leading from an exterior of said second end to said passage, at least one delivery passage located in said head and extending from said passage in head and returning to said passage in said rod, and an outlet from said passage in rod, at least one partition dividing said passage through said rod into an inlet passage leading from said inlet to said delivery passage and an outlet passage leading from said delivery passage to said outlet, and at least one lubrication directing element located in said inlet passage and outlet passage, said at least one lubrication directing element generally inhibiting the flow of lubricant from said delivery passage to said inlet and from said outlet to said delivery passage.

13. The lubricating system in accordance with Claim 12 wherein said at least one lubrication directing element comprises a generally oval element, said element oriented at an angle with respect to said partition.

14. The lubricating system in accordance with Claim 13 wherein said oval element has a first end and a second end, said first end located in said inlet passage and said second end located in said outlet passage.

15. The lubricating system in accordance with Claim 14 including a cut out area located at said first and second ends of said oval element.

16. The lubricating system in accordance with Claim 12 including a divider located in said passage in said rod, said divider defining a generally helical passage through said rod.

17. The lubricating system in accordance with Claim 16 wherein said lubrication directing element is positioned in said helical passage and divides said passage into helical inlet passage and helical outlet passage.

18. A two-cycle internal combustion engine comprising a block having a first end and a second end, a crankshaft rotatably supported by said ends of said block, said crankshaft having a first end with a gear thereon engaging a first block gear at said first end of said block and said crankshaft having a second end with a gear thereon engaging a second block gear at said second end of said block, said crankshaft including at least one piston mounting portion, said at least one piston mounting portion extending along a first axis offset from a second axis through said ends of said crankshaft, said crankshaft rotatably supported by said block with at least one eccentric bearing permitting said crankshaft to rotate about said second axis and to translate, at least one piston connected to said at least one mounting portion of said crankshaft, said piston including a rod connected to said crankshaft and a head, said head located in a cylinder bore defined by a cylinder head connected to said block, said cylinder bore generally closed at a top end and a bottom end thereof, said head of said piston dividing said cylinder bore into a variable volume intake chamber below said head and a variable volume combustion chamber above said head, an intake port leading from an exterior of said engine to said variable volume combustion chamber and a valve adapted to selectively open and close said intake port, said cylinder head defining a precombustion chamber, a compression port leading from said variable volume intake chamber to said precombustion chamber, a bi-directional port leading from said precombustion chamber to said variable volume combustion chamber, at least one valve adapted to selectively open and close said compression port and bi-directional port, a fuel delivery mechanism adapted to deliver fuel into said precombustion chamber, and a cam rotated by said crankshaft and arranged to drive said at least one valve adapted to selectively open and close said compression port.

19. The two-cycle internal combustion engine in accordance with Claim 18 wherein said block has four sides, a cylinder head coupled to each of said sides and a piston movably mounted in each of said cylinder heads, said pistons connected to said crankshaft.

20. The two-cycle internal combustion engine in accordance with Claim 18 including a follower having a first end engaging said cam and a second end engaging a rocker, said rocker adapted to move said at least one valve adapted to selectively open and close said compression port and bi-directional port.

21. The two-cycle internal combustion engine in accordance with Claim 18 including at least two opposing pistons, said pistons connected to one another about a mounting portion of said crankshaft.

22. A method of operating an internal combustion engine including a piston movably mounted in a cylinder bore, said piston connected to a crankshaft comprising: drawing an air charge into a variable volume combustion chamber below a head of said piston; compressing said air charge as said piston moves downwardly in said bore; releasing said compressed air charge into a precombustion chamber; heating said compressed air charge in said precombustion chamber; adding fuel to said heated and compressed air charge in said precombustion chamber; releasing said fuel and air from said precombustion chamber into a combustion chamber above said piston head; ' igniting said fuel and air mixture thereby driving said piston downwardly; and moving said piston upwardly driving exhaust from said combustion chamber.

23. The method in accordance with Claim 22 including the step of rotating and translating said crankshaft to which said piston is coupled.

24. An output shaft drive arrangement for a crankshaft of an internal combustion engine, the crankshaft configured to rotate and translate and the engine having a block comprising: a crankshaft having a first end and a second end and at least one piston mounting portion between said first and second ends, said crankshaft supported by said block; an output shaft supported by said block; a first gear mounted on said first end of said crankshaft; a second gear supported by said block, said first and second gears engaging one another in a manner by which said first gear travels around said second gear; and a least one third gear connecting said first end of said crankshaft and said output shaft, whereby movement of a piston connected to said crankshaft causes said crankshaft to move in a generally circular pathway as constrained by said first gear traveling about said second gear, and whereby said crankshaft rotates, effecting rotation of said output shaft.

25. The output shaft drive arrangement in accordance with Claim 24 wherein said third gear is mounted on said output shaft and first end of said crankshaft drives said third gear.

26. The output shaft drive arrangement in accordance with Claim 24 wherein said third gear comprises a ring gear mounted to said first end of said crankshaft, and including a satellite gear positioned between and engaging said output shaft and said ring gear, whereby rotation of said crankshaft effects rotation of said ring gear, which causes said satellite gear to rotate said output shaft.

27. The output shaft drive arrangement in accordance with Claim 24 including a second output shaft driven by said second end of said crankshaft, and including a fourth gear mounted on said second end of said crankshaft, a fifth gear supported by said block, said fourth and fifth gears engaging one another in a manner by which said fourth gear travels around said fifth gear, and at least one sixth gear connecting said second end of said crankshaft and said second output shaft, whereby movement of a piston connected to said crankshaft causes said crankshaft to move in a generally circular pathway as constrained by said first gear traveling about said second gear, and whereby said crankshaft rotates, effecting rotation of said second output shaft.

28. An internal combustion engine comprising a block, at least one head connected to said block and defining a cylinder bore, a piston movably mounted in said cylinder bore, said piston connected to a crankshaft, said crankshaft having a first end and a second end, said block having a first end and a second end, a first output shaft supported by said first end of said block and a second output shaft supported by said second end of said block, a first gear mounted to said first end of said crankshaft and a second gear mounted to said second end of said crankshaft, third and fourth gears mounted to and supported by said block, said third and fourth gears defining generally circular gear pathways, said third and fourth gears spaced apart, said third gear configured to mate with said first gear and permit said first gear to travel about said generally circular pathway defined by said third gear, said fourth gear configured to mate with said second gear and permit said second gear to travel about said generally circular pathway defined by said fourth gear, at least one fifth gear connecting said first end of said crankshaft to said first output shaft and at least one sixth gear connecting said second end of said crankshaft to said second output shaft, whereby movement of said piston causes said crankshaft to move in a generally circular pathway constrained by said movement of said first gear about said path defined by said third gear and said second gear about said pathway defined by said fourth gear, and whereby said crankshaft rotates, said first end of said crankshaft rotating said first output shaft and said second end of said crankshaft rotating said second output shaft.

29. The engine in accordance with Claim 28 wherein said fifth gear is mounted on said first output shaft and first end of said crankshaft drives said fifth gear and wherein said sixth gear is mounted on said second output shaft and said second end of said crankshaft drives said sixth gear.

30. The engine in accordance with Claim 28 wherein said fifth gear comprises a ring gear mounted to said first end of said crankshaft, and including a first satellite gear positioned between and engaging said first output shaft and said fifth gear, whereby rotation of said crankshaft effects rotation of said fifth gear, which causes said first satellite gear to rotate said first output shaft and wherein said wherein said sixth gear comprises a ring gear mounted to said second end of said crankshaft, and including a second satellite gear positioned between and engaging said second output shaft and said sixth gear, whereby rotation of said crankshaft effects rotation of said sixth gear, which causes said second satellite gear to rotate said second output shaft.

31. A fuel injection device for an internal combustion engine having a chamber into which fuel is delivered for use in a combustion process comprising: an injection pin having a body having a first end and a second end, and at least a portion of said body configured to be positioned in a fuel delivery passage leading to said chamber, said injection pin; a fuel regulator having a body having a first end and a second end, a head located at said first end, said head located in said fuel delivery passage at one or more times and said body of said regulator connected to said body of said injection pin; and means for moving said injection pin from a retracted position in which said head of said fuel regulator is located in said fuel delivery passage and blocks a flow of fuel through said fuel delivery passage to said chamber and an extended position in which said head of said fuel regulator is extended out of said fuel delivery passage, permitting fuel to flow from said fuel delivery passage into said chamber.

32. The fuel inj ection device in accordance with Claim 31 wherein said fuel delivery passage extends through a wall defining at least a portion of said chamber.

33. The fuel injection device in accordance with Claim 31 wherein said chamber comprises a pre-combustion chamber.

34. The fuel injection device in accordance with Claim 31 wherein said fuel delivery passage is defined by a fuel injector body, said body mountable to a member defining said chamber.

35. The fuel inj ection device in accordance with Claim 31 wherein said body of said fuel regulator is smaller in size than said fuel delivery passage, a space within said fuel delivery passage between said head of said fuel regulator and an end of said body of said injection pin comprising a fuel meter cavity into which fuel is delivered for delivery to said chamber.

36. The fuel injection device in accordance with Claim 35 including a fuel line leading to said passage through which fuel is delivered to said cavity.

37. The fuel injection device in accordance with Claim 35 including means for changing the position of said head of said fuel regulator relative to said body of said fuel injection pin, whereby a size of said cavity, and thus an amount of fuel delivered, may be varied.

38. The fuel injection device in accordance with Claim 37 wherein said means comprises threads located on said body of said fuel regulator for engaging threads defined by a passage extending into said body of said injection pin.

39. The fuel injection device in accordance with Claim 31 wherein said injection pin has a head located at one end thereof, said head serving as a stop limiting the movement of said injection pin into said fuel delivery passage.