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An engine having subsystems and an operating cycle configured to meet all or a greater portion of the power requirements of the engine during the combustion period and not during the period in which the engine is not producing power, with the exception of the compression period and operation of an a

An engine having subsystems and an operating cycle configured to meet all or a greater portion of the power requirements of the engine during the combustion period and not during the period in which the engine is not producing power, with the exception of the compression period and operation of an alternator.

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1. A method of improving operational efficiency of an engine comprising the steps of: a. delivering an amount of input power to a shaft rotationally journaled in the engine;b. generating three hundred and sixty degrees of rotation of the shaft during the engine's operating cycle, the operating cycle

1. A method of improving operational efficiency of an engine comprising the steps of: a. delivering an amount of input power to a shaft rotationally journaled in the engine;b. generating three hundred and sixty degrees of rotation of the shaft during the engine's operating cycle, the operating cycle comprising: i. a combustion period commencing at or about zero degrees of rotation of the shaft and terminating at or about 90 degrees of rotation of the shaft, wherein fuel is injected into a combustion chamber at or about zero degrees of rotation of the shaft, and wherein the fuel mixes with air within the combustion chamber, wherein combustion of the air-fuel mixture within the combustion chamber causes an accelerated expansion of high pressure gases, moving one or more pistons connected to the shaft from top dead center of one or more corresponding cylinder chambers toward bottom dead center of the one or more cylinder chambers, wherein a power stroke commences upon ignition of the air-fuel mixture at the commencement of the combustion period and continues through the termination of the combustion period, wherein a rate of the rotation of the shaft coincides with the amount of input power, wherein the input power is generated during the combustion period;ii. an exhaust period commencing at or about 90 degrees of rotation of the shaft with an opening of one or more exhaust valves, and terminating at or about 255 degrees of rotation of the shaft with a closing of the one or more exhaust valves;iii. a scavenging period commencing at or about 135 degrees of rotation of the shaft, concurrent with opening of one or more intake ports in a cylinder wall, and terminating with a closing of the one or more intake ports at or about 225 degrees of rotation of the shaft, wherein during the scavenging period air flows into the cylinder chamber through the intake port and out of the cylinder chamber through the exhaust port, wherein the airflow displaces burnt fuel from the combustion chamber; andiv. a compression period commencing at or about 255 degrees of rotation of the shaft, concurrent with the closing of the exhaust valve, wherein as the one or more pistons travel upward toward top dead center of one or more corresponding cylinder chambers, the air introduced into the combustion chamber during the scavenging period is compressed, increasing the temperature of the air, wherein the heat of compression is sufficient to ignite fuel introduced into the combustion chamber to initiate a successive combustion period,wherein the engine is a twostroke engine delivering power on every downward movement of the piston;c. rotating one or more cams, each having a camming surface having a fixed orientation which begins lift and ends lift within the combustion period;d. engaging one or more cam followers to the camming surface, wherein the one or more cam followers drive one or more pumps during the combustion period, wherein the one or more pumps generate a flow of one or more fluids;e. accumulating the one or more fluids in one more fluid accumulators during the combustion period, wherein the one or more fluids are accumulated based on power generated during the combustion period, wherein the one or more fluids are stored under pressure within the one or more fluid accumulators;f. releasing the one or more fluids from the one or more fluid accumulators, wherein the one or more fluids are released outside of the combustion period;g. the one or more fluids transferring stored pressure as energy, wherein the release of the one or more fluids provides power outside of the combustion period, wherein the power from the released one or more fluids provides all power to operate a lubrication system, a fuel injection system, and for engine valve actuation, wherein springs that are compressed during the combustion period provide power to transfer fuel and circulate coolant outside of the combustion period. 2. The method of claim 1, wherein the shaft comprises a crankshaft having a crank throw, and wherein the method further comprises the steps of: a. generating reciprocal travel of the one or more pistons within the one or more cylinder chambers, each piston coupled by a connecting rod to the crank throw, wherein the reciprocal travel delivers the amount of input power to the crankshaft. 3. The method of claim 2, further comprising the step of: a. the one or more cam followers beginning lift at about zero degrees of rotation; andb. ending lift of the one or more cam followers at about ninety degrees of rotation. 4. The method of claim 3, further comprising the step of spacing the one or more cams along the length of the crankshaft. 5. The method of claim 3, further comprising the step of spacing the one or more cams along the length of a camshaft rotationally journaled in the engine. 6. The method of claim 5, wherein the one or more pumps comprise a pump selected from the group consisting of a low-pressure fuel pump, a high-pressure fuel pump, a low-pressure oil pump, a high-pressure oil pump, and a coolant pump. 7. The method of claim 6, further comprising the step of: a. generating travel of an accumulator piston in an accumulator cylinder of the one or more fluid accumulators, wherein the travel of the accumulator piston is opposed by compression of one or more springing elements engaged to the accumulator piston. 8. The method of claim 7, wherein each of the one or more springing elements has a corresponding compression load, wherein the one or more springing elements are received in the accumulator cylinder, wherein the method further comprises the step of the one or more springing elements regulating an amount of fluid pressure within the one or more fluid accumulators. 9. The method of claim 8, wherein the amount of fluid pressure is between 50 psi and 50,000psi. 10. The method of claim 8, wherein at least one of the one or more fluid accumulators is a highpressure fuel accumulator, wherein an amount of fuel exerts fluid pressure of between 10,000 psi to 50,000psi. 11. The method of claim 1, further comprising: a. a first pair of valves regulating a flow of gases within the one or more cylinder chambers with a first valve bridge, the first valve bridge comprising: i. a first bridge element;ii. a first pair of bridge flanges extending in opposed facing relation from the first bridge element; andiii. a first pair of aperture elements coaxially disposed through the first pair of bridge flanges to define a pivot axis;b. disposing a pivot element having a length disposed between a pair of pivot ends in the first pair of aperture elements allowing the first valve bridge to pivot about the pivot axis;c. pivotably coupling a pair of hydraulic actuators one each to the pair of pivot ends of the pivot element; andd. operating the pair of hydraulic actuators to move the first bridge element to generate travel in the first pair of valves. 12. The method of claim 11, further comprising the steps of: a. concurrently engaging a second pair of valve stems of a second pair of valves operable to regulate a flow of gases within the cylinder with a second valve bridge, the second valve bridge comprising: i. a second bridge element;ii. a second pair of bridge flanges extending in opposed facing relation from the second bridge element; andiii. a second pair of aperture elements coaxially disposed through the second pair of bridge flanges;b. disposing the pivot element in the second pair of aperture elements allowing the second valve bridge to pivot about the pivot axis; andc. operating the pair of hydraulic actuators to move the second bridge element to generate travel in the second pair of valves. 13. The method of claim 12, further comprising the steps of: a. fluidly coupling the pair of hydraulic actuators to the high-pressure oil pump and a high-pressure oil accumulator; andb. a pair of computer-controlled solenoid valves allowing ingress and egress of oil from the pair of hydraulic actuators, wherein the pair of hydraulic actuators generate travel in the first or the second pair of valves. 14. The method of claim 8, wherein at least one of the one or more fluid accumulators is a low-pressure oil accumulator, wherein an amount of oil exerts an amount of fluid pressure of between 50 psi and 100 psi. 15. The method of claim 14, wherein if there is more than one fluid accumulator, another of the one or more fluid accumulators is a high-pressure oil accumulator, wherein the amount of oil exerts the amount of fluid pressure of between 2,500 psi and 5,000psi. 16. The method of claim 13, wherein the engine operates on a two-stroke cycle, the flow of intake air is controlled by piston movement opening and closing ports in the cylinder, wherein regulation of exhaust gas flow is accomplished by opening or closing valves in a cylinder head. 17. The method of claim 1, wherein valves in the cylinder head are controlled by a valve bridge assembly comprising: a. a pair of valve bridge elements;b. a pair of valve bridge flanges on each valve bridge element;c. a pair of aperture elements coaxially disposed through both pair of the valve bridge flanges to define a pivot axis;d. a pivot element having a length disposed between a pair of pivot ends across both pair of aperture elements allowing both valve bridges to pivot about the pivot axis; ande. a pair of hydraulic actuators, wherein one each of the pair of hydraulic actuators are in communication with the pair of pivot ends of the pivot element, wherein the pair of hydraulic actuators are moved by hydraulic oil pressure generating travel in all valves simultaneously. 18. An engine operating cycle defined by three hundred and sixty degrees of rotation of a crankshaft, the operating cycle comprising: a. a combustion period commencing at or about zero degrees of rotation of the crankshaft and terminating at or about 90 degrees of rotation of the crankshaft, wherein fuel is injected into a combustion chamber at or about zero degrees of rotation of the crankshaft, and wherein the fuel mixes with air within the combustion chamber, wherein combustion of the air-fuel mixture within the combustion chamber causes an accelerated expansion of high pressure gases, moving one or more pistons connected to the crankshaft from top dead center of one or more corresponding cylinder chambers toward bottom dead center of the one or more corresponding cylinder chambers, wherein a power stroke commences upon ignition of the air-fuel mixture at the commencement of the combustion period and continues through termination of the combustion period;b. an exhaust period commencing at or about 90 degrees of rotation of the crankshaft with an opening of one or more exhaust valves, and terminating at or about 255 degrees of rotation of the crankshaft with a closing of the one or more exhaust valves;c. a scavenging period commencing at or about 135 degrees of rotation of the crankshaft, concurrent with opening of one or more intake ports in a cylinder wall, and terminating with a closing of the one or more intake ports at or about 225 degrees of rotation of the crankshaft, wherein during the scavenging period air flows into the cylinder chamber through the intake port and out of the cylinder chamber through the exhaust port, wherein the airflow displaces burnt fuel from the combustion chamber; andd. a compression period commencing at or about 255 degrees of rotation of the crankshaft, concurrent with the closing of the exhaust valve, wherein as the one or more pistons travel upward toward top dead center of one or more corresponding cylinder chambers, the air introduced into the combustion chamber during the scavenging period is compressed, increasing the temperature of the air, wherein the heat of compression is sufficient to ignite fuel introduced into the combustion chamber to initiate a successive combustion period.