Abstract:
An engine is disclosed including at least one piston which is positioned within a toroidal piston chamber. A method of operating an engine is disclosed wherein a piston is advanced in a toroidal piston chamber past a first valve and the first valve is closed to form a first ignition chamber area located within the piston chamber between the first valve and the rear side of the piston. A second valve is closed ahead of the piston to form a first exhaust removal chamber area located within the piston chamber between the second valve and the front side of the piston, the exhaust removal chamber including exhaust gases from a preceding ignition which occurred in the first ignition chamber area. A fuel mixture is introduced into the first ignition chamber area and ignited thereby advancing the piston further along the toroidal piston chamber.

Description:
BACKGROUND OF THE INVENTION 
   1. Technical Field 
   This invention generally relates to internal combustion engines and more specifically relates to internal combustion engines having an orbital piston movement in which the pistons move in a toroidal path. 
   2. Prior Art 
   Internal combustion engines generally can be categorized into three primary types: reciprocating or bore and stroke, rotary, and turbine. Each of these three types is well established and has been continuously enhanced throughout their long lineages. 
   A reciprocating or bore and stroke engine is an internal-combustion engine in which the crankshaft is turned by pistons moving up and down in cylinders. Typically, for automotive use, a reciprocating engine is of the four-stroke variety, in which an explosive mixture is drawn into the cylinder on the first stroke and is compressed and ignited on the second stroke, work is done on the third stroke and the products of combustion are exhausted on the fourth stroke. 
   A rotary engine is an internal-combustion engine in which power is transmitted directly to rotating components. For automotive uses, the Wankel® engine used in Mazda® automobiles is a common example. In other words, a rotary engine is an internal-combustion engine having combustion chambers generally with a triangular shaped piston that oscillates as it rotates. 
   A turbine engine is an engine in which the energy in a moving fluid is converted into mechanical energy by causing a bladed rotor to rotate. A typical turbine engine will have a set of rotor blades that induce and compress air. Fuel then is added and ignited. The expanding hot combustion gases accelerate as they move through a set of turbine blades. The set of turbine blades is mechanically connected to the set of rotor blades, providing the power to make the set of rotor blades continue to spin and draw in fresh air. Broadly, a turbine is any of various machines in which the energy of a moving fluid is converted to mechanical power by the impulse or reaction of the fluid with a series of buckets, paddles, or blades arrayed about the circumference of a wheel or cylinder. 
   Internal combustion engines of each of these three general types have their advantages and disadvantages. A reciprocating engine has a mature design, relatively low cost, moderate power to weight ratio, moderate size, and moderate fuel efficiency. A rotary engine has a less mature design, moderate cost, higher power to weight ratio, small size, and moderate to low fuel efficiency. A turbine has a mature design, high cost, high power to weight ratio, large size, and low fuel efficiency. 
   Thus, it can be seen that a need exists for an internal combustion engine combining at least some of the advantages of the three general types of internal combustion engines. For example, a preferred engine may have the relatively low cost of manufacture of a reciprocating engine and the high power to weight ratio and small size of a rotary engine, along with a higher fuel efficiency not generally found in any internal combustion engine. The present invention is directed to such a preferred engine. 
   BRIEF SUMMARY OF THE INVENTION 
   The present invention is different from any engine known to the inventor. Unlike known engines, the present invention is not a rotary, turbine, or reciprocating engine. The engine of the present invention does have pistons, however the pistons do not travel in a straight line, like in known engines, but instead the pistons travel in a circle, and therefore do not have to stop and reverse direction, such as at the top and bottom of a stroke, allowing the engine of the present invention to operate efficiently. The orbital motion of the engine of the present invention also lends itself to higher power and smoother operation. Like a turbine engine, the circular motion of the engine of the present invention is efficient. However, unlike the engine of the present invention, a turbine engine does not have a closed volume for the force to act upon, and thus a turbine engine loses a quantity of power. To make up for this loss of power, a turbine engine must use more fuel, making it less economical. 
   The engine of the present invention comprises an engine block preferably formed in two halves, although more or fewer sections (halves, thirds, quarters, etc.) can be used depending on the methods of manufacturing or the manufacturer&#39;s desires. For example, for a smaller engine, two halves should be suitable, while for a larger engine, the engine block may need to be formed from many sections. When attached together, the engine block is in the form of a torus having a generally hollow interior, which is the equivalent of the cylinder of a conventional piston stroke engine, through and about which the pistons travel in a circular or orbital manner. A crankshaft is located axially through the center of the torus perpendicular to the plane of the torus. A connecting disc, which roughly corresponds to the connecting rods in a conventional reciprocating engine, extends radially between the crankshaft and the pistons, thus connecting the pistons to the crankshaft. Alternatively, a crankring is located peripherally outside the torus with the connecting disc extending radially outwardly between the pistons and the crankring, thus connecting the pistons to the crankring. Connecting rods or their equivalent can be an alternate to the connecting disc. 
   To allow the connection between the piston and the crankshaft, the halved engine block has a groove or slot formed or cut circumferentially on the inside diameter of the torus, through which the connecting disc extends. The slot comprises the entire inside circumferential diameter of the torus, thus allowing the connecting disc to rotate an entire 360° through the engine and about the crankshaft. Similarly, to allow the connection between the piston and the crankring, the halved engine block has a groove or slot formed or cut circumferentially on the outside diameter of the torus, through which the connecting disc extends. The slot comprises the entire outside circumferential diameter of the torus, thus allowing the connecting disc to rotate an entire 360° through the engine. 
   The fuel induction system can be much like a normal reciprocating engine, with an exception of a valve train. Instead of using conventional tappet or poppet valves, the engine of the present invention uses a rotary disc valve, a reed valve, a ball valve, or the like. This allows the engine to rotate at higher revolutions per minute without having the valves float. Additionally, this adds to the operational smoothness of the engine. 
   These features, and other features and advantages of the present invention, will become more apparent to those of ordinary skill in the relevant art when the following detailed description of the preferred embodiments is read in conjunction with the appended drawings in which like reference numerals represent like components throughout the several views. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is an exploded perspective view of the engine of the present invention. 
       FIG. 2  is a sectional top view of the engine. 
       FIG. 3A  is a sectional side view of the engine through line  3 ′— 3 ′ of  FIG. 2 . 
       FIG. 3B  is an enlarged side view of the left side portion of  FIG. 3A . 
       FIG. 4A  is a side view of an illustrative chambering valve disc used in the engine. 
       FIG. 4B  is a side view of an alternate chambering valve disc used in the present engine. 
       FIG. 5  is a top view of one embodiment of a piston-connecting disc-crankshaft configuration used in the engine. 
       FIG. 6  is a top view of an alternate embodiment of a piston-connecting disc-crankshaft configuration used in the engine. 
       FIGS. 7–10  illustrate the rotation of the engine in four different positions as follows: 
       FIG. 7A  illustrates a top view of an arbitrary initial position with the disc valve open, and  FIG. 7B  illustrates an exploded perspective view of the engine in the position shown in  FIG. 7A . 
       FIG. 8A  illustrates a top view of a position approximately 30° from the initial position with the disc valve closing, and  FIG. 8B  illustrates an exploded perspective view of the engine in the position shown in  FIG. 8A . 
       FIG. 9A  illustrates a top view of a position approximately 60° from the initial position, and  FIG. 9B  illustrates an exploded perspective view of the engine in the position shown in  FIG. 9A . 
       FIG. 10A  illustrates a top view of a position approximately 90° from the initial position, and  FIG. 10B  illustrates an exploded perspective view of the engine in the position shown in  FIG. 10A . 
       FIG. 11  is a sectional top view of an alternative embodiment of the engine with multiple chambering valves per piston. 
       FIG. 12  is a sectional top view of an alternative embodiment of the engine with multiple pistons per chambering valve. 
       FIG. 13  shows a modular or multi-unit design incorporating four engine units. 
       FIG. 14  is a top view of one embodiment of a piston-connecting disc-crankring configuration used in the engine. 
       FIG. 15  is a side view of an alternate chambering valve cylinder used in the present invention. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   Referring now generally to  FIGS. 1–15 , preferred embodiments of the invention are shown.  FIG. 1  is an exploded perspective view of the engine  10  of the present invention showing the two half design of the piston chamber  12 .  FIG. 2  is a sectional top view of a two piston  14  embodiment of the engine  10  showing the relative positioning of the various primary components of the engine  10 .  FIG. 3A  is a sectional side view of the engine through line  3 ′— 3 ′ of  FIG. 2  showing the general shape of the piston chamber  12  and the positioning and operation of the chambering valves  16 , which in this view are disc valves.  FIG. 3B  is an enlarged side view of the left side portion of  FIG. 3A  showing the relationship of the piston to the piston chamber and the valve cavity slot and how the connecting disc interacts with the piston chamber. 
     FIG. 4A  is a side view of an illustrative disc valve  16  used in the engine showing a preferred single notch  80  structure.  FIG. 4B  is a side view of an alternate illustrative disc valve  16  used in the engine showing a double notch  80  structure.  FIG. 15  is a side view of an alternate chambering valve cylinder  71  used in the engine showing a cutout notch  72  analogous to notch  80  of disc valve  16 . 
     FIG. 5  is a top view of an alternate embodiment of a configuration showing the relationship between pistons  14 , connecting disc  62  and crankshaft  60  that can be used in engine  10 , which in this view is a solid configuration.  FIG. 6  is a top view of one embodiment of a configuration showing the relationship between pistons  14 , connecting disc  62  and crankshaft  60  that can be used in engine  10 , which in this view is a spoke type of configuration. 
     FIGS. 7–10  illustrate the rotation of the engine in four different positions.  FIGS. 7A and 7B  illustrate an arbitrary initial position with the chambering valves  16  open and the pistons  14  passing through the chambering valves  16 .  FIGS. 8A and 8B  illustrate a position approximately 30° from the initial position with the chambering valves  16  closing and the fuel mixture  30  beginning to enter the piston chamber  12  between the pistons  14  and the respective chambering valves  16  by way of fuel intake ports  46 ,  50 .  FIGS. 9A and 9B  illustrate a position approximately 60° from the initial position with the fuel mixture  30  ignited and expanding, imparting power to the pistons.  FIGS. 10A and 10B  illustrate a position approximately 90° from the initial position with the pistons  14  continuing their powered travel through the piston chamber  12  and forcing exhaust gases ahead of them and out of exhaust ports  48 ,  52 . 
     FIG. 11  illustrates an alternative embodiment with multiple chambering valves  16  per piston  14 .  FIG. 12  illustrates an alternative embodiment with multiple pistons  14  per chambering valve  16 . Further, in a multiple module configuration, each module can have one piston and chambering valve  16 , preferably as long as the remaining modules are staggered to create a balanced force. Likewise, depending on size, weight and other factors, a single piston  14 , single chambering valve  16  design can be built. 
     FIG. 13  shows a modular or multi-unit design incorporating four engine units. More specifically,  FIG. 13  shows the use of four engines  10  connected serially to a common crankshaft  60  to create a single engine with more power. Any number of engine units can be connected together to create engines of more or less power. Further, engine  10  can be designed with a single piston  14  with single or multiple chambering valves  16 , or a single or multiple pistons  14  with a single chambering valve  16 . 
     FIG. 14  shows a top view of one embodiment of a piston-connecting disc-crankring configuration used in the engine as an alternative to a connecting disc. The crankring is located outside of the main body of the engine, while the connecting disc is located within the main body of the engine. 
   As shown in  FIG. 1 , an illustrative embodiment of engine  10  comprises first block half  42 A and second block half  42 B, which combine to result in engine block  42 . With only minor or no exceptions, first block half  42 A and second block half  42 B can be identical to each other. Although engine  10  and thus engine block halves  42 A,  42 B can be oriented in any desired plane, for consistency of description engine  10  will be illustrated in the FIGs. and disclosed in this description of the preferred embodiments in a horizontal plane. In this regard, first block half  42 A will be referred to as the bottom half and its associated elements and components will be referred to as the respective bottom elements and components and second block half  42 B will be referred to as the top half and its associated elements and components will be referred to as the respective top elements and components. However, this is in no way meant to limit the orientation of engine  10  to be horizontal, as engine  10  can operate vertically or angularly. 
   Further, this specification discloses an illustrative engine  10  having two pistons  14 , two chambering valves  16  and two associated chambering valve cavities  54 ,  56  in which chambering valves  16  spin, two fuel intake ducts  46 ,  50  (one associated with each chambering valve  16 ), and two exhaust ducts  48 ,  52  (one associated with each chambering valve  16 ). However, the invention is not limited to a two-piston and two-valve design, and may comprise any number of pistons and valves. 
   First block bottom half  42 A comprises bottom piston chamber  12 A, first intake duct bottom half  46 A, first exhaust duct bottom half  48 A, second intake duct bottom half  50 A, second exhaust duct bottom half  52 A, first chambering valve bottom cavity  54 A, and second chambering valve bottom cavity  56 A. Second block top half  42 B comprises top piston chamber  12 B, first intake duct top half  46 B, first exhaust duct top half  48 B, second intake duct top half  50 B, second exhaust duct top half  52 B, first chambering valve top cavity  54 B, and second chambering valve top cavity  56 B. When first block bottom half  42 A and second block top half  42 B are placed together to form engine block  42 , the various component halves cooperate with each other, namely, bottom piston chamber  12 A cooperates with top piston chamber  12 B to form piston chamber  12 , first intake duct bottom half  46 A cooperates with first intake duct top half  46 B to form first intake  46 , first exhaust duct bottom half  48 A cooperates with first exhaust duct top half  48 B to form first exhaust duct  48 , second intake duct bottom half  50 A cooperates with second intake duct top half  50 B to form second intake  50 , second exhaust duct bottom half  52 A cooperates with second exhaust duct top half  52 B to form second exhaust duct  52 , first chambering valve bottom cavity  54 A cooperates with first chambering valve top cavity  54 B to form first chambering valve cavity  54 , and second chambering valve bottom cavity  56 A cooperates with second chambering valve to cavity  56 B to form second chambering valve cavity  56 . 
   With the block halves  42 A,  42 B bolted together to form engine block  42 , engine block  42  comprises a torus having a generally hollow interior, which is piston chamber  12 , which is the equivalent of the cylinder or cylinders of a conventional piston stroke engine. Pistons  14  travel in a circular or orbital manner through and around piston chamber  12 . Crankshaft  60  preferably is located axially through the center of the torus perpendicular to the plane of the torus, and pistons  14  and crankshaft  60  rotate axially about the axis that is the axial centerline of crankshaft  60 . Connecting disc  62  extends radially between crankshaft  60  and pistons  14 , thus connecting pistons  14  to crankshaft  60 . Alternatively, as shown in  FIG. 14 , a crankring  162  is located peripherally outside the torus with connecting disc extending radially outwardly between pistons  14  and crankring, thus connecting pistons  14  to crankring  162 . 
   To allow the connection between pistons  14  and crankshaft  60 , engine block  42  has a groove or slot  64  formed or cut on the inside circumference (that is, at the extent of the smallest radius or diameter) of the torus, through which connecting disc  62  extends. Slot  64  extends around the entire inside circumference of the torus, thus allowing connecting disc  62  to rotate an entire 360° through engine  10  and about crankshaft  60 . Similarly, to allow the connection between pistons  14  and crankring, engine block  42  has a groove or slot (not shown) formed or cut on the outside circumference (that is, at the extent of the largest radius or diameter) of the torus, through which connecting disc  62  extends. In this embodiment, slot extends around the entire outside circumference of the torus, thus allowing connecting disc  62  to rotate an entire 360° through engine  10 . 
     FIG. 2  is a top view of engine  10  with second block top half  42 B removed to better show the internal structure of engine  10 , particularly the circular shape of piston chamber  12 , pistons  14 , connecting disc  62 , intake ducts  46 ,  50 , and exhaust ducts  48 ,  52 .  FIG. 3A  is a sectional side view of engine  10  through line  3 ′— 3 ′ of  FIG. 2 , with second block top half  42 B in place, to better show the internal structure of engine  10 , particularly chambering valves  16  and chambering valve cavities  54 ,  56 .  FIG. 3B  is an enlargement of the left side of  FIG. 3B  to better show the relationship of the various structures of engine  10  and how connecting disc  62  interacts with piston chamber  12 . 
     FIG. 4A  is a side view of an illustrative chambering valve  16 , namely disc valve  16 , used in engine  10 . Disc valve  16  is a flat circular plate having a generally trapezoidal notch  80 . Disc valve  16  is rotationally mounted within chambering valve cavity  54 ,  56  such that disc valve  16  extends into piston chamber  12 . Disc valve  16  is located in a plane generally normal to the plane of piston chamber  12  such that disc valve  16  rotates through the annular cross-section of piston chamber  12 . As discussed in more detail below, as disc valve  16  rotates, it alternately seals piston chamber  12  when the flat circular plate region is rotating through piston chamber  12  and opens piston chamber  12  when notch  80  is rotating through piston chamber  12 . When notch  80  is rotating through piston chamber  12 , piston  14  can pass unimpeded through notch  80  as piston  14  rotates around piston chamber  12 . At other times, the flat circular plate region seals off piston chamber  12  creating a sealed ignition chamber area  90  for ignition of the fuel and a sealed exhaust removal chamber area  92  for exhaustion of combustion products. Notch  80  is sized such that piston chamber  12  remains completely open as piston  14  travels past disc valve  16 , thus the reason for the trapezoidal shape rather than a round opening. 
   Chambering valve  16  is mechanically connected to crankshaft  60  or the equivalent such that chambering valve  16  rotates in a coordinated manner with crankshaft  60 . In the two-piston disc valve embodiment shown in the FIGs., disc valve  16  and crankshaft  60  rotate in a 2:1 ratio. That is, as crankshaft  60  rotates once, disc valve  16  must rotate twice to allow both pistons  14  to rotate unimpeded through notch  80 . For more or fewer pistons  14 , the rotation ratio between disc valve  16  and crankshaft  60  will change according to the number of pistons  14 . Alternatively, chambering disc  16  can have a plurality of notches  80 , thus allowing a like plurality of pistons  14  to pass by chambering disc  16  per revolution of chambering disc  16 . For example, as shown in  FIG. 4B  a chambering disc  16  having two notches  80  opposite each other would only have to rotate once to allow two pistons to rotate through the notches  80 , resulting in chambering disc  16  and crankshaft  60  rotating in a 1:1 ratio for a two-piston two-chambering disc embodiment. Those of ordinary skill in the art can design the appropriate mechanical and gearing linkages, or other types of linkages, between crankshaft  60  or the equivalent and chambering valves  16  such that notch  80  or the equivalent is rotating through piston chamber  12  as piston  14  approaches and passes by chambering valve  16  within piston chamber  12 . 
   An alternate chambering valve  16  is shown in  FIG. 15 , which illustrates a cylinder valve  71  having a cutout notch  72 . Cylinder valve  71  rotates about vertical axis A with cutout notch  72  rotating through piston chamber  12 . The rotation of cylinder valve  71  is timed such that cutout notch  72  aligns with piston chamber  12  as piston  14  approaches and passed through cutout notch  72  analogously to piston  14  passing through notch  80  of disc valve  16  shown in  FIG. 7A  and  FIG. 7B . Chambering valve cavity  54 ,  56  would be in the same relative location as shown in  FIG. 7A  and  FIG. 7B , as well as the other relevant FIGs., but instead of being a disc-shape would be a cylinder shape to accommodate cylinder valve  71 . With other alternate chambering valves  16 , such as a ball valve or a reed valve, chambering valve cavity  54 ,  56  would be structured to accommodate such alternate shape embodiments. 
     FIGS. 5 and 6  illustrate preferred embodiments of the structure and structural relationship among pistons  14 , connecting disc  62  and crankshaft  60 , with  FIG. 5  illustrating a solid design incorporating a solid disk or plate  70  and  FIG. 6  illustrating a spoke design. In the spoke design an outer ring  68  extends between spokes, wherein in the solid design, the outer edge and the region proximal to the outer edge acts as the outer ring  68 . Pistons  14  are attached at or proximal to the outer circumference of connecting disc  62  or outer ring  68  at predetermined positions. As can be seen in  FIG. 3B , outer ring  68  extends into slot  64  and with suitable sealing means (not shown) closes slot  64  in such a manner to allow outer ring  68  to rotate about slot  64  and maintain the general integrity of piston chamber  12 . The cooperating structure of slot  64 , outer ring  68 , and known seals or sealing devices, maintains piston chamber  12  as a generally sealed enclosure. A lubricant such as oil or a slippery material such as Teflon® can be injected or placed between outer ring  68  and slot  64  to reduce friction that may be generated as outer ring  68  rotates. Crankshaft  60  is attached perpendicularly at the axial center of connecting disc  62  or through the axial center of disk  70 . 
     FIGS. 7–10  illustrate the general operation of engine  10  by illustrating the rotation of engine  10  in four different positions.  FIGS. 7A and 7B  illustrate an arbitrarily chosen initial position with chambering valves  16  open and pistons  14  passing through chambering valves  16 . In this position, pistons  14  have just completed exhausting fuel combustion products out through exhaust ducts  48 ,  52  and are passing through notches  80  in preparation for fuel intake. 
     FIGS. 8A and 8B  illustrate a position approximately 30° from the initial position shown in  FIGS. 7A and 7B  with chambering valves  16  closing and fuel mixture  30  (small circles) beginning to enter piston chamber  12  between the pistons  14  and the respective chambering valves  16  by way of fuel intake ports  46 ,  50 . The volume of the piston chamber  12  located between the closed chambering valve  16  and the rear side of the piston  14  is the ignition chamber area  90 , which incorporates the intake port  46 ,  50  and the ignition means  96 . At the moment (or slightly thereafter) chambering valves  16  rotate to close off piston chamber  12 , a spark or other ignition means  96 , such as a spark plug, causes fuel mixture  30  to explode (burn) in ignition chamber area  90  causing a rapid expansion of the combustion gases, as in conventional internal combustion engines. 
     FIGS. 9A and 9B  illustrate a position approximately 60° from the initial position shown in  FIGS. 7A and 7B  with fuel mixture  30  ignited and expanding (large circles), imparting power to pistons  14 . This forces pistons  14  to continue traveling in the same direction of rotation, which in turn is transmitted via connecting disc  62  to crankshaft  60 . Chambering valves  16  still are closing off piston chamber  12  during this step. 
     FIGS. 10A and 10B  illustrate a position approximately 90° from the initial position shown in  FIGS. 7A and 7B  with pistons  14  continuing their powered travel through piston chamber  12  and forcing exhaust gases from a preceding combustion ahead of them and out of exhaust ports  48 ,  52 . Chambering valves  16  still are closing off piston chamber  12  during this step, forcing exhaust gases from a preceding combustion to exit piston chamber  12  through exhaust ports  48 ,  52 . The volume of the piston chamber  12  located between the closed chambering valve  16  and the front side of the piston  14  is the exhaustion chamber area  92 , which incorporates the exhaust port  48 ,  52 . As pistons  14  move closer to chambering valves  16  (that is, each piston  14  is moving closer to the next sequential chambering valve  16 ), notch  80  rotates into piston chamber  12  allowing pistons  14  to pass through notch  80 , returning to the position shown in  FIGS. 7A and 7B . 
     FIG. 11  illustrates an alternative embodiment with multiple chambering valves  16  per piston  14 . For example, there can be two chambering valves  16  and two, four, six, eight, or more pistons  14  in multiples of two, with the multiple pistons  14  being separated equidistant around piston chamber  12  so that the power applied to connecting disc  62  is balanced. Likewise, there can be three chambering valves  16  cooperating with three, six, nine, or more pistons  14  in multiples of three.  FIG. 12  illustrates an alternative embodiment with multiple pistons  14  per chambering valve  16 . In a multiple module configuration, the possibility exists that each module could have one piston  14 , and or one chambering valve  16 , as long as the remaining modules are staggered to create a balanced force. Depending on size, weight and other factors, a single piston  14 , single chambering valve  16  design could be built. 
   Fuel mixture  30  can be valved or injected into ignition chamber area  90  in any conventional or future developed manner, such as by fuel injection systems timed to coincide with the proper location of pistons  14 . Thus, a fuel injection system, or other fuel introduction system or means, can be timed or connected with the rotation of crankshaft  60  and/or chambering valves  16  by known or future developed mechanical, electrical, electronic, or optical means, or the equivalent. Those of ordinary skill in the art can incorporate such means without undue experimentation. 
   Preferably, the fuel induction system is much like a normal reciprocating engine, with an exception of a valve train. Instead of using conventional tappet or poppet valves, engine  10  of the present invention can use a rotary disc valve, a reed valve, ball valve, or the like. This allows engine  10  to rotate at higher revolutions per minute without having the valves float. Additionally, this adds to the operational smoothness of engine  10 . 
   Exhaust gases emitted from exhaust ports  48 ,  52  can be directed through an exhaust system (not shown) to the atmosphere or to an exhaust remediation system. Conventional exhaust components such as catalytic converters and mufflers can be incorporated as desired or necessary. 
     FIG. 13  shows a modular or multi-unit design incorporating four engine units. More specifically,  FIG. 13  shows the use of four engines  10  connected serially to a common crankshaft  60  to create a single engine with more power. Because engine block  42  is of a unit design, each engine block  42  can be identical to other engine blocks  42  and can be combined to create a modular or multi-unit design for more power. Various numbers of engine blocks  42  can be connected serially about a common crankshaft  60  and all can be used to power common crankshaft  60 . Further, engine block  42  can be made in various sizes for various power needs. Smaller engine blocks  42  can be made for applications such as lawn mowers and larger engine blocks can be made for applications such as automobile engines. Any number of engine units can be connected together to create engines of more or less power. 
   Engine  10  can be air-cooled, dissipative-cooled, or liquid-cooled. The low stress and smoothness of engine  10  can lead to such benefits and possibilities. Various known and conventional cooling systems (not shown) can be applied to engine  10  by those of ordinary skill in the art without undue experimentation. An exemplary air-cooled system can comprise directional vanes for directing cooling air towards the various components of engine  10 . An exemplary dissipative-cooled system can comprise heat sinks or vanes to pull heat from the various components of engine  10 . An exemplary liquid-cooled system can comprise liquid circulatory pipes or ducts much like the liquid cooling systems of conventional internal combustion engines. Such cooling methods and systems are known in the art. 
   The engine design of the present invention has a number of benefits. This engine has increased efficiency over reciprocating engines based on the centrifical momentum generated versus the transfer of kinetic and potential energy in a reciprocating piston. Additionally, with this engine, there is no need to compress the fuel air mixture between the piston head and the cylinder or to create a vacuum for pulling the fuel air mixture into the piston chamber. Further, the force of the piston is always perpendicular to the direction of rotation and consistently is the same distance from the axis of rotation. 
   This engine has increased horsepower and torque. The torque increase is a result of a longer torque arm. This engine can turn at higher revolutions per minute without detrimental changes of direction of the pistons, and therefore is less self-destructing. There is no reciprocating mass and the valve train is not restricted by the revolutions per minute of the engine. This engine also has a decreased level of complexity when compared to current engines, has fewer moving parts, and easier maintenance. This engine further has less internal friction and, as a result, can utilize needle, roller, or ball bearings rather than plain bearings found in conventional engines. 
   This engine has a higher power to weight ratio, meaning it can be smaller and have a decreased weight for the amount of power generated. The structure of this engine can be less rigid and use less material. As a result, this engine can be scaled up or down in size for use in a variety of devices, from small-sized gardening equipment such as weed trimmers and lawn mowers, to medium-sized engines such as motorcycle engines and electrical generators, to large-size automotive engines, to even larger-sized locomotive, ship, and power plant engines. 
   Further, this engine is modular in design in that several engine units can be stacked together to create a multi-unit design, analogous to multi-cylinder conventional engines. This modular design makes it easier to add performance by simply adding additional units, decreases the cost of manufacturing as each unit can be identical, and makes it easier maintain as individual units can be replaced upon malfunction. In other words, combining units can be considered to be combining completely separate engines combined than adding cylinders. Adding cylinders to a standard engine on a shop or consumer level is not possible. Also, if a cylinder goes bad in a standard engine, the entire engine has to be rebuilt. With this engine, an individual can easily add or remove modules. If one module goes bad, one simply can replace or repair only that module. 
   The above detailed description of the preferred embodiments, examples, and the appended figures are for illustrative purposes only and are not intended to limit the scope and spirit of the invention, and its equivalents, as defined by the appended claims. One skilled in the art will recognize that many variations can be made to the invention disclosed in this specification without departing from the scope and spirit of the invention.