Four-stroke internal combustion engine

Abstract

A four-stroke engine comprising an engine frame including a block and a head, the block forming at least one cylinder, and a crankcase. A piston is mounted for reciprocation in the cylinder, and a crank and connecting rod are mounted in the crankcase and connected to the piston. The head supports an intake valve, an exhaust valve, and a valve actuating mechanism, and a valve cover forms an enclosure with the head that encloses the valves and mechanism. The crankcase includes a fuel inlet port and an outlet port, and a duct connects the outlet port to the enclosure in the valve cover. The inlet port is connected to a supply of a combustible mixture comprising fuel, lubricating oil and air. During engine operation, the mixture flows through the crankcase from the fuel inlet port to the outlet port, the piston functioning as a pump to move the mixture. The oil in the mixture lubricates the engine parts in the crankcase. From the outlet port, the mixture flows through the duct to the valve cover and to the intake valve. The enclosure formed by the valve cover contains an oil mist around the valves and the valve actuating mechanism. Valves may be provided at the fuel inlet and outlet ports of the crankcase to achieve crankcase compression of the mixture, and the duct may form a plenum or surge tank containing the mixture under pressure. The duct is preferably separate from the block portion.

Description

FIELD AND BACKGROUND OF THE INVENTION

This invention relates to an internal combustion (IC) engine, and more particularly to an IC engine particularly suited for use in hand-held (portable) tools.

Relatively small size IC engines are well known and are commonly used to power tools such as chain saws, blowers, line trimmers, etc. Since such tools are normally carried and used by a single person, the engine must be light weight and capable of operation in different orientations (sideways or straight up, for example).

At the present time, most or all engines for this purpose are two-stroke air-cooled engines because they have a good power vs. weight and size ratios, do not have a complex construction, and they are all position or orientation engines. The latter feature is made possible because such engines utilize a diaphragm-type carburetor and engine lubrication is accomplished by adding lubrication oil to the fuel (typically a 40:1 fuel-to-oil mixture).

While two-stroke engines of this type work well, they have certain drawbacks. The fuel consumption rate is relatively high and the operating noise level is also high. A very important disadvantage is that the emissions levels of such engines are quite high because the exhaust includes a sizable amount of fresh fuel. The State of California regulations effective in 1995 limit the amounts of hydrocarbons and carbon monoxide that may be produced, and most or all two-stroke engines presently in use will not be able to meet the California standards, and it is expected that those standards will soon be adopted by other states and countries.

Four-stroke IC engines are, of course, also well known and they generally have lower hydrocarbon and carbon monoxide emissions than two-stroke engines. This is true because four-stroke engines exchange the exhaust and fresh fuel/air mixture in a more positive manner with the use of valves. Four-stroke engines also in general have lower noise levels.

Relatively small four-stroke engines are available and have been used in, for example, model or hobby aircraft. While such engines are sufficiently small to be used in portable tools, they would not be satisfactory because they have a relatively complex and light duty construction. Four-stroke engines normally have an oil sump in a crankcase at the bottom of the engine and an oil pump for moving the oil to the moving parts such as the overhead valves and the valve actuating mechanisms. This type of lubricating system is not satisfactory for all-position use.

The Y. Imagawa et al. U.S. Pat. No. 5,176,116, dated Jan. 5, 1993, described a lubrication system for a portable four-stroke engine, wherein some of the engine parts are lubricated by oil in a crankcase and other parts by grease which is packed around moving parts. It is questionable whether grease will provide satisfactory lubrication for engine parts that become very hot during use. In any event it is doubtful that grease is satisfactory for long-term use in an engine in field and garden use because the grease should be periodically cleaned out and repacked. This is not practical in engines used, for example, in home gardening tools.

It is therefore a general object of the present invention to provide an improved four-stroke engine that avoids the foregoing problems.

SUMMARY OF THE INVENTION

An engine constructed in accordance with this invention comprises an engine frame including a block portion and a head portion, the block portion forming at least one cylinder and a crankcase. A piston is mounted for reciprocation in the cylinder, and a crank and connecting rod are mounted in the crankcase and connected to the piston. The head portion includes an intake valve and an exhaust valve, a valve actuating mechanism, and a valve cover that encloses the valves and mechanism. The crankcase includes a fuel inlet port and an outlet port, and a duct connects the outlet port to the valve cover. The inlet port is connected to a supply of a combustible mixture comprising fuel, lubricating oil and air.

During engine operation, the mixture flows through the crankcase from the fuel inlet port to the outlet port, the piston functioning as a pump to move the mixture. The oil in the mixture lubricates the engine parts in the crankcase. From the outlet port, the mixture flows through the duct to the valve cover and to the intake valve. The enclosure formed by the valve cover encloses the valves and the valve actuating mechanism, and the combustible mixture, including the lubricating oil, flows around and past the valve actuating mechanism to the valves and lubricates them. Thus the moving parts of the engine are lubricated by the oil in the mixture which is continuously replenished and flows around the parts during engine operation.

Valves may be provided at the fuel inlet and outlet ports of the crankcase to achieve crankcase compression of the mixture, and the duct may form a plenum or reservoir of the mixture under pressure. The duct is preferably separate from the block portion. The engine may include more than one cylinder and piston, such as a two-cylinder engine (or an engine having multiples of two cylinders) having two pistons which simultaneously move toward the crankcase or the cylinder head.

BRIEF DESCRIPTION OF THE DRAWINGS

This invention may be better understood from the following detailed description taken in conjunction with the accompanying figures of the drawings wherein:

FIGS. 1A through 1D are schematic views illustrating the four operating strokes of an engine incorporating the present invention;

FIGS. 2A through 2D are views similar to FIGS. 1A through 1D but illustrate an alternative construction of the engine;

FIGS. 3A and 3B are similar to FIGS. 1C and 1D but illustrate still another alternative construction of the invention;

FIGS. 4A and 4B are similar to FIGS. 3A and 3B but illustrate still another alternative construction of the invention;

FIG. 5A further illustrates an engine constructed in accordance with the invention; and

FIG. 5B shows the engine of FIG. 5A but with some parts broken away to show underlying parts.

DETAILED DESCRIPTION OF THE DRAWINGS

FIGS. 1A through 1D illustrate a four-stroke overhead valve internal combustion engine 110 wherein FIG. 1A shows the compression stroke, FIG. 1B shows the expansion or power stroke, FIG. 1C shows the exhaust stroke, and FIG. 1D shows the intake stroke. The engine includes a frame including a block portion 111, a crankcase portion 112, and a head portion 113. The block portion 111 forms a cylinder 114 and a piston 116 is reciprocally mounted in the cylinder 114. A crank shaft 117 is rotatably mounted in the block portion 111 and a connecting rod 118 connects the piston 116 to the shaft 117. Mounted on the head portion 113 are an intake valve 119 and an exhaust valve 120 which are enclosed by a valve cover 122. An exhaust duct 123 surrounds the exhaust valve 120 and conveys exhaust from the cylinder 114 to a muffler (not illustrated). Also mounted on the head portion 113 is a spark plug 124 which has its points 125 extending into a combustion chamber 126 formed between the crown of the piston 116, the side walls of the cylinder 114 and the head portion 113.

A fuel inlet port 128 is formed in the side wall of the crankcase 112 and, during engine operation, receives a combustible mixture from a carburetor indicated by a reference numeral 129. The carburetor 129 is preferably an all-position type such as a diaphragm carburetor. A one-way or check valve 130 is connected across the inlet port 128 and allows the mixture to flow only in the direction from the carburetor 129 to the interior chamber 115 of the crankcase 112. The intake side of the carburetor 129 is connected to a supply tank 127 of a fuel-oil mixture such as a 40-1 mix of gasoline and oil. The oil may be the type commonly used with small two-stroke engines. The gas-oil mixture is further mixed with air in the carburetor 129 to form the previously mentioned combustible mixture that flows from the carburetor 129 into the crankcase chamber 115.

The crankcase 112 also has an outlet port 131 formed therein, and a duct 132 has one end thereof connected to the outlet port 131 of the crankcase 112 and its other end 134 connected to an enclosure 136 formed in the head portion 113 and the cover 122. The duct 132 thus conveys the mixture from the chamber 115 of the crankcase 112 to the enclosure 136 within the cover 122. Also included in the engine but not illustrated in FIGS. 1A to 1D are valve operating or actuating mechanisms. The mechanism may include a conventional cam and push rod arrangement for driving rocker arms that operate the valves, the cam and push rods being located in the chamber 115 and in the duct 132, and the rocker arms being located in the enclosure 136. Alternatively, a timing belt may be connected between the crankshaft 117 and a cam mechanism mounted in the enclosure 136.

Considering the operation of the engine, during the compression stroke illustrated in FIG. 1A, the two valves 119 and 120 are closed and the piston 116 moves toward the head portion 113, thereby compressing the mixture within the combustion chamber 126. As the piston 116 moves upwardly, it increases the interior space or volume of the crankcase chamber 115 formed by the crankcase 112 and the underside of the piston 116, thereby drawing the combustible mixture through the inlet port 128 from the carburetor 129. The check valve 130, of course, opens as illustrated in FIG. 1A to allow flow in this direction. Near the end of the compression stroke, the spark plug 124 fires and ignites the combustible mixture in the chamber 126, thereby driving the piston 116 in the downward direction as seen in FIG. 1B, the two valves 119 and 120 being closed. Since the piston 116 moves downwardly, it reduces the volume of the chamber 115 within the crankcase 112, thereby increasing the pressure of the mixture within the chamber 115. This action closes the valve 130 and compresses the combustible mixture within the chamber 115, the duct 132 and the enclosure 136.

At the end of the power stroke shown in FIG. 1B, the piston 116 moves upwardly again in the exhaust stroke as illustrated in FIG. 1C, and at this time the valve actuating mechanism opens the exhaust valve 120. Cylinder exhaust gases from the previous power stroke are purged from the combustion chamber 126 by the upward movement of the piston 116 which pushes them out of the combustion chamber 126 through the open exhaust valve 120 and the exhaust duct 123.

At the end of the exhaust stroke, the piston 116 again moves downwardly in the fuel intake stroke as shown in FIG. 1D. The exhaust valve 120 is closed and the intake valve 119 is opened by the valve actuating mechanism. The downward movement of the piston 116 sucks the mixture into the combustion chamber 126 and pushes the mixture from the crankcase chamber 115 through the duct 132, through the open intake valve 119 and into the combustion chamber 126. The intake valve 119 closes at the end of the intake stroke of the piston 116, and the piston then starts upwardly again in the next compression stroke (FIG. 1A), thereby completing one operating cycle of the engine.

It will be apparent from the foregoing that the combustible mixture from the carburetor 129 flows through the crankcase 112 and through the valve cover 122, and the mixture contacts all of the moving parts requiring lubrication. The mixture forms an oil mist in the crankcase chamber 115 and in the cover 122 which is continuously replenished as the mixture flows around the parts to the intake valve, the parts being in the flow path. The enclosure 136 around the valves and the valve actuating mechanism and the crankcase contain a quantity of an oily mist which lubricates the parts. Some of the oil in the mist settles on the moving parts and clings thereto, thereby providing continuous lubrication for these parts.

The engine 210 illustrated in FIGS. 2A through 2D is generally similar to the engine shown in FIGS. 1A through 1D, and the same reference numerals for corresponding parts are employed except that in FIGS. 2A through 2D the numerals are in a 200 series rather than in the 100 series of FIGS. 1A to 1D.

The engine 210 shown in FIGS. 2A to 2D includes a duct 232 connecting the crankcase 212 with the valve cover 222. The duct 232 includes an enlarged portion 240, whereby the duct 232 forms a storage plenum or surge tank. The engine 210 further includes a one-way or check valve 241 extending across the outlet port 231 of the crankcase 212. As illustrated, the valve 241 permits flow of the combustible mixture only in the direction from the crankcase chamber 115 to the plenum 240.

The engine 210 operates similarly to the previously described engine, with the exception that the volume of the mixture in the plenum 240 will have a higher pressure than that of the mixture in the duct 132. This is true because, with reference to FIGS. 2A and 2B, as the piston 216 moves upwardly in the compression stroke, the mixture is drawn into the crankcase chamber 115 from the carburetor and the check valve 241 is closed. During the power stroke shown in FIG. 2B, the piston 216 moves downwardly and the inlet valve 230 closes, and consequently the piston forces the mixture into the plenum 240 and it is compressed. The mixture is trapped by the closed valves 119 and 241 in the plenum chamber during the exhaust stroke shown in FIG. 2C and during the next subsequent intake stroke when the piston moves downwardly again as shown in FIG. 2D, additional mixture is pumped into the plenum and the valve 219 opens. The pressure in the plenum at the end of the intake stroke is increased and is a function of the crankcase chamber 115 volume, the volume of the plenum 240 and the displacement of the piston 216, and it may be approximately 8 to 15% above ambient pressure, for example. This increased pressure or supercharging, of course, improves the volumetric efficiency of the engine and allows the engine to produce greater power for a given size than would otherwise be the case.

In addition, the increased pressure creates a denser or more concentrated mixture, resulting in an increased amount of lubricant flowing past and surrounding the parts, thereby increasing the efficiency of lubrication.

FIGS. 3A and 3B illustrate an engine 310 having a pair of cylinders, but otherwise constructed similarly to the engine illustrated in FIGS. 1A through 1D. The two cylinders have pistons which reciprocate in synchronism such that they simultaneously move toward the crankcase or toward the cylinder head. In the present specific example, one pair of cylinders is shown although multiple pairs may be provided. While opposed cylinders are illustrated and described herein, the cylinders could instead be parallel or in a V configuration, for example. The engine 310 includes a crankcase 312 having an inlet port 328 covered by a check valve 330, the port 328 connecting the crankcase chamber 315 with a carburetor 329. The crankcase further has two outlet ports 333a and 333b connected with two ducts 332a and 332b.

The engine further includes two opposed cylinders 311a and 311b, and pistons 316a and 316b mounted for reciprocation with the cylinders. The two pistons are connected by connecting rods 318a and 318b to a crankshaft 317, the connections being arranged such that the two pistons simultaneously move toward each other and then away from each other in the operating cycles of the engine. The firing order of the two pistons is, however, reversed so that when the piston 316a is moving outwardly in the exhaust stroke (FIG. 3A) the piston 316b is moving outwardly in the compression stroke, and when the piston 316a is moving inwardly in the intake stroke (FIG. 3B), the other piston 316b is moving inwardly in the power or expansion stroke. Each cylinder further includes intake and exhaust valves, a valve operating mechanism (not shown), and a spark plug mounted in a head portion of the engine frame, the construction and operation of these parts being generally the same as that of the engine shown in FIGS. 1A to 1D. Simultaneous outward movement of the pistons as shown in FIG. 3A causes the mixture to be drawn from the carburetor 329 and into the crankcase chamber 315, and simultaneous inward movement of the two pistons causes the mixture to be pumped from the chamber 315 through one of the two ducts 332a and 332b and one of the intake valves 319a and 319b.

FIGS. 4A and 4B illustrate an engine 410 having two opposed cylinders 411a and 411b and two pistons 416a and 416b, similar to the engine 310. The engine 410 further includes a plenum 440 and an outlet check valve 441 which are common to the two cylinders and feed the mixture received from the crankcase chamber 415 to the two ducts 432a and 432b. Thus the engines 310 and 410 operate similarly except that the supercharged pressure in the intake ducts (as described in connection with the engine 2A) will be higher, giving the engine 410 higher efficiency. The super-charged pressure in the plenum 440 will, however, be higher than that in the plenum 240 because the total volume swept by the two pistons is twice the displacement of one cylinder while the volume to be filled (one combustion chamber) for each revolution equals the displacement of one cylinder. The pressure at the end of the intake stroke may be about 16-25% above ambient pressure in a two-cylinder engine without a plenum (or surge tank) as shown in FIGS. 3A and 3B, and may be about 21-45% above ambient in an engine with a plenum as shown in FIGS. 4A and 4B.

FIGS. 5A and 5B illustrate another engine 510 constructed according to the invention, and again the same reference numerals used in FIGS. 1A to 1D are used for corresponding parts, but in the 500 series. With particular reference to FIG. 5B, the engine frame includes a block 511, a crankcase 512 and a head 513 which also forms a valve cover 522. In this specific example, the engine is air-cooled, and cooling fins 540 are formed on the outside of the block 511 and the head 513.

A piston 516 is mounted for reciprocation in the cylinder 514, and the piston is connected by a connecting rod 518 to the crankshaft 517 in the customary manner. A crank arm 541 is mounted on the crankshaft 517 and connects to the rod 518, and the arm 541 includes a counterbalance portion 542. As shown in FIG. 5B, the chamber 515 of the crankcase 512 is relatively small and closely confines the crankshaft 517 and the crank arm 541, this being made possible because the case 512 is not also required to form a sump for a lubricating oil. The block 511 and the crankcase 512 are tightly connected together and form the interior chamber 515 which is sealed except for inlet and outlet ports 528 and 531 to be described.

A combustion chamber 526 is formed between the crown of the piston 516, the wall of the cylinder 514 and the inside of the head 513. A head gasket 543 between the block 511 and the head 513 seals the connection between them. The inside of the head 513 forms a wall 544 across the upper (as seen in FIG. 5B, although the engine could have other orientations) side of the cylinder 514. Formed in the wall 544 are an intake port, an exhaust port (not shown) and an opening for the spark plug 524. An intake valve 519 and an exhaust valve (not shown) are mounted to open and close the respective ports in the conventional manner for a four-stroke engine. Each valve includes a valve stem 547 that is slidably mounted in a valve guide 548, and a valve spring 549 urges the valve upwardly toward the closed position.

The engine further includes a valve actuating or driving mechanism including a rocker arm 551 pivotably mounted on a rocker shaft 552. One end of each arm 551 engages the outer end of a valve, and the other end engages a valve cam 553 secured to a cam shaft 554. The entire actuating mechanism and the valves (which form a conventional overhead-valve, overhead-cam arrangement) are contained in the enclosure 536 formed by the valve cover portion 522 of the head.

With reference to FIG. 5A, the valve actuating mechanism further includes a cogged timing belt 558 which is driven by a drive sprocket (not shown) mounted on the crankshaft 517. The crankshaft 517 is supported by at least one bearing 559 (FIG. 5B) on the block 511 and the crankcase 512. In the specific example of the engine shown in FIGS. 5A and 5B, both ends of the shaft 517 extend out of the block, and the end not shown in the drawings is shaped to be attached to a tool or implement to be driven. The other end, shown in FIG. 5A, is secured by a nut 561 to a wheel 562 that forms a flywheel and a fan. Fins or vanes 563 are provided on the wheel 562 and cause cooling air to circulate around the fins 540. The above-mentioned drive sprocket is also driven by the shaft 517 and may form part of the wheel 562. The belt 558 also meshes with a driven sprocket 564 which is secured to one end of the cam shaft 554. The sprocket ratio is such that the cam shaft 554 makes one revolution for two revolutions (one operating cycle) of the crank shaft 517. The cam shaft 554 is rotatably supported by bearings (not shown) on the head 513. Both the bearings for the camshaft and the bearings for the crankshaft are accessible from within the enclosure 536 and the chamber 515 for lubrication purposes, as will be described more fully hereinafter.

As previously mentioned, an inlet port 528 and an outlet port 531 are formed in the block 511. The inlet port 528 is located in the sidewall of the cylinder 514 at the location when the port is open when the piston 516 is at the top-dead-center (TDC) position, which is illustrated in FIG. 5B. As the piston 516 moves toward the bottom-dead-center (BDC) position (not illustrated), the skirt 566 of the piston gradually covers and then closes the port 528 twice in each operating cycle.

The carburetor 529 is connected to the inlet port 528 by a tube 567 and it is supported by a brace 568 that is fastened to the block. The air intake of the carburetor 529 is connected to an air cleaner 569, and the fuel intake is connected to the fuel supply tank 527 by a tube 571. The carburetor 529 may be a conventional diaphragm type, and the tank 527 and the air cleaner 569 may also be conventional. A passage 572 connects the crankcase chamber 515 to the carburetor 529 for pumping fuel to the carburetor, in a conventional manner.

The outlet port 531 is connected to the duct 532 by a tube 533 and a one-way valve 541. In the present example, the valve 541 is a reed valve type which allows flow only in the direction toward the duct 532.

The duct 532 may be made, for example, of plastic or other flexible material, and it has one end connected to the valve 541 outlet and its other end connected to a port 573 formed on the valve cover 522. The duct 532 is generally U-shaped and extends clear of and separate from the block 511. As shown in FIG. 5B, the port 573 communicates directly with the valve cover enclosure 536 and with the valve port in the head 513 for the intake valve 519.

The port in the head 513 for the exhaust valve (not shown in FIGS. 5A and 5B) is similar to the corresponding parts of the engines 110, 210, 310 and 410, where it will be noted that the exhaust duct 123, for example, is closed off from the enclosure 136. Consequently the exhaust does not enter the enclosure 536 but instead flows through the exhaust duct to a muffler 574. The valve guides 548 and the valve springs 549 of both the intake and exhaust valves are open or accessible to the enclosure 536 for lubrication purposes.

Considering the operation of the engine 510, the operator pours a quantity 576 of fuel-oil (such as a 40:1 mix of gasoline and oil commonly used for two-stroke engines) into the tank 527. The mix is drawn into the carburetor 529 through the tube 571, and mixed with air to form a combustible mixture. The gasoline vaporizes and the oil forms a very fine mist.

When the piston 516 moves toward TDC, the volume of the crankcase chamber 515 increases, causing the pressure in the enclosure 515 to drop, and the piston skirt 566 moves to the illustrated position and the inlet port 528 is opened. The mixture is drawn into the chamber 515 from the carburetor 529 and the reduced pressure in the enclosure 515 closes the outlet valve 541. This occurs during both the compression and exhaust strokes.

When the piston 516 moves from TDC toward BDC, the piston skirt closes the inlet port 528 and the moving piston reduces the volume of the crankcase chamber 515. The resulting compression of the mixture in the chamber 515 opens the valve 541 and forces the mixture into the duct 532. In the power stroke, the mixture in the duct 532 is compressed because the intake valve 519 is closed, and the increased pressure in the duct is held or retained when the reed valve 541 closes at the time the piston moves up again. In the intake stroke, the compressed mixture is drawn into the cylinder and additional mixture is forced into the duct by the piston. Thus the crankcase compression acts as a super-charger and makes possible an increase in power output for a given size engine. The compression also increases the density of the oil mist and improves the lubrication of the parts.

As previously mentioned, a gasoline-oil-air mixture flows through the crankcase chamber 515, the duct 532 and the enclosure 536 of the valve cover 522. The mixture forms an oil mist in the chamber 515 and the enclosure 536 which flows past and surrounds and lubricates all of the parts requiring lubrication. Since there are four strokes in each operating cycle, and since the mixture leaves the enclosure 536 in only one stroke (the air intake stroke), the oil mist is relatively stationary in the chamber 515 and the enclosure 536. The chamber 515 and the enclosure 536 contain a sizeable quantity of the oil mist which surrounds and collects on the moving parts, thereby lubricating the parts without the use of an oil sump or grease packed around the parts.

The engine 510 is further advantageous in that the relatively large internal volume of the duct 532 functions similarly to a plenum or surge tank. The large volume of the duct is due to the U-shaped bend of the duct. The location of the port 528 and the piston 516 which closes and opens the port is also advantageous because it avoids the need for a separate check valve, and this arrangement also allows for an advantageous placement and location of the carburetor. This is particularly important in engines for small hand-held implements such as chain saws. Any blow-by gas past the piston flows into the crankcase chamber 515 and is returned to the combustion chamber.

In a single cylinder engine having a storage plenum or surge tank, as illustrated in FIGS. 2A-2D, FIG. 5A and FIG. 5B, for example, the volume of the surge tank and the volume of the crankcase have a considerable effect on the gas pressure in the cylinder at the start of the compression stroke. For a single cylinder engine, assuming that the gas transformation is isothermal, then: ##EQU1## where: Po is the ambient pressure.

Pa is the pressure in the cylinder at the bottom dead center before the compression stroke. Pt is the maximum pressure in the surge tank at the bottom dead center. Pc is the maximum theoretical pressure in the crankcase at the bottom dead center. V is the total engine displacement. Vc is the crankcase clearance volume. Vt is the surge tank volume. Vcc is the cylinder clearance volume.

For a two cylinder engine having a surge tank (such as shown in FIGS. 4A and 4B), again assuming an isothermal gas transformation, then: ##EQU2##

The pressure Pa stabilizes after a few revolutions of the engine.

It will be apparent from the foregoing that an improved four-stroke engine is described. The moving parts of the engine are lubricated by the fuel-oil-air mixture, which arrangement avoids the need for a separate lubrication system. The mixture is supercharged without the need for a separate supercharger. Since it is a four-stroke engine, the emissions are relatively clean despite the presence of the oil in the mixture.

Claims

1. A four-stroke internal-combustion engine fueled by a combustible mixture of fuel, oil and air, comprising:

a) an engine frame including a block portion, a head portion and a crankcase portion;

b) said head portion forming a valve enclosure and an intake valve and a valve actuating mechanism being mounted in said valve enclosure;

c) said block portion forming at least one cylinder and a piston mounted for reciprocation in said cylinder;

d) said frame forming a crankcase chamber and reciprocation of said piston alternately increasing and decreasing the volume of said chamber;

e) said frame having first and second ports therein communicating with said chamber, and first valve means associated with said first port for allowing flow into said chamber when said volume of said chamber is increasing;

f) a duct connecting said second port to said head portion for communicating said chamber with said valve enclosure; and

g) means for feeding said combustible mixture to said first port, said chamber and said enclosure being arranged to flow said mixture around and through said chamber and said enclosure and around said valve actuating mechanism for lubricating engine parts in said chamber and said valve actuating mechanism.

2. An engine as set forth in claim 1, and further including second valve means associated with said second port for allowing flow from said chamber to said duct when said volume of said chamber is decreasing.

3. A four-stroke engine fueled by a combustible mixture of fuel, oil and air, said engine comprising:

a) an engine frame forming a crankcase chamber, a cylinder, and a valve enclosure;

b) a piston mounted for reciprocation in said cylinder and forming with said frame a combustion chamber, and said crankcase chamber having a volume which alternately increases and decreases with reciprocation of said piston;

c) said frame having inlet and outlet ports leading to and from said crankcase chamber, said inlet port being connectable to a source of said mixture;

d) a valve mechanism mounted in said valve enclosure and comprising a fuel intake valve, an exhaust valve, and a valve actuating mechanism, said intake valve when open connecting said enclosure with said combustion chamber, and said exhaust valve when open connecting said combustion chamber with the ambient air;

e) and duct means connecting said outlet port with said enclosure for conducting the mixture from said crankcase chamber to said valve enclosure;

f) said crankcase chamber and said valve enclosure, during engine operation, flowing a sufficient quantity of said mixture around said valve actuating mechanism to lubricate the parts thereof.

4. An engine as set forth in claim 3, and further comprising first valve means connected with said inlet port of said frame for permitting flow only in the direction toward said crankcase chamber.

5. An engine as set forth in claim 4, and further comprising second valve means connected with said outlet port of said frame for permitting flow only in the direction out of said crankcase chamber and toward said duct.

6. An engine as set forth in claim 4, wherein said duct means forms a surge tank.

7. An engine as set forth in claim 3, wherein said valve actuating mechanism comprises actuating means for actuating said fuel intake valve and said exhaust valve, and bearing means for supporting said actuating means, said actuating means and said bearing means being mounted in said enclosure for contact by the combustible mixture flowing therethrough during engine operation.

8. An engine as set forth in claim 7, wherein said engine further comprises a crankshaft rotatably mounted in said crankcase chamber, and a timing belt connecting said crankshaft with said actuating means.

9. A multiple cylinder four-stroke engine fueled by a combustible mixture of fuel, oil and air, said engine comprising:

a) an engine frame forming a crankcase chamber and first and second cylinders;

b) first and second pistons mounted for reciprocation in said first and second cylinders respectively and forming with said frame first and second combustion chambers, said first and second pistons moving simultaneously toward or away from said crankcase chamber whereby said crankcase chamber has a volume which alternately increases and decreases with said reciprocation of said pistons;

c) said frame further forming first and second valve enclosures adjacent said first and second combustion chambers, and said engine further including first and second valve mechanisms mounted in said first and second valve enclosures, respectively;

d) each of said valve mechanisms comprising a fuel intake valve and an exhaust valve;

e) said frame further including at least one inlet port leading to said crankcase chamber and at least one outlet port leading out of said crankcase chamber, said at least one inlet port being connectable to receive said mixture; and

f) duct means connecting said at least one outlet port with said first and second valve enclosures and with said fuel intake valves, said mixture flowing through said crankcase chamber and said valve enclosures and lubricating the parts therein during engine operation.

10. An engine as set forth in claim 9, and further including a first one-way valve in said inlet port for permitting flow into said crankcase chamber.

11. An engine as set forth in claim 9, wherein said duct means forms a surge tank.

12. An engine as set forth in claim 11, and further including a second one-way valve in said outlet port for permitting flow out of said crankcase chamber.

13. An engine as set forth in claim 9, wherein said engine further comprises a crankshaft in said crankcase chamber and rotatably mounted on said frame, said first and second pistons being connected to said crankshaft, said engine having an operating cycle formed by two revolutions of said crankshaft, and said pistons having power strokes in alternate revolutions.

14. An engine as set forth in claim 13, wherein said cylinders are mounted in opposed relation and said pistons reciprocate toward and away from each other.

15. An engine as set forth in claim 9, wherein said crankcase chamber and said valve enclosures are shaped to flow sufficient quantities of said mixture around engine parts therein to lubricate said engine parts.

16. An engine as set forth in claim 9, wherein said duct means is U-shaped and has ends connected to said crankcase chamber and to said valve enclosure and a central portion which is separate and spaced from said frame.

17. A four-stroke engine fueled by a combustible mixture of fuel, oil and air, said engine comprising:

a) an engine frame forming a crankcase chamber, a cylinder, and a valve enclosure;

b) a piston mounted for reciprocation in said cylinder and forming with said frame a combustion chamber, and said crankcase chamber having a volume which alternately increases and decreases with reciprocation of said piston;

c) said frame having inlet and outlet ports leading to and from said crankcase chamber, said inlet port being connectable to a source of said mixture;

d) a valve mechanism mounted in said valve enclosure and comprising a fuel intake valve and an exhaust valve, said intake valve when open connecting said enclosure with said combustion chamber, and said exhaust valve when open connecting said combustion chamber with the ambient air;

e) duct means connecting said outlet port with said enclosure for conducting the mixture from said crankcase chamber to said enclosure;

f) said crankcase chamber and said valve enclosure flowing, during engine operation, a sufficient quantity of said mixture to lubricate the parts therein; and

g) said cylinder being formed by a cylinder wall, said inlet port being formed in said cylinder wall at a location where said inlet port is alternately opened and closed by said reciprocation of said piston.

18. An engine as set forth in claim 17, wherein said duct means is U-shaped and has ends connected to said crankcase chamber and to said valve enclosure and a center portion which is separate and spaced from said frame.

19. An engine as set forth in claim 18, and further including check valve means in said inlet port.

20. An engine as set forth in claim 17, wherein said frame further includes means for air cooling said engine.

21. An engine as set forth in claim 17, wherein said source of said mixture comprises a carburetor mounted on said frame closely adjacent said inlet port.

22. An engine as set forth in claim 21, wherein said carburetor is an all-position type.