Internal Combustion Engine with Planetary Piston Gears

A internal combustion engine (10) comprising a cam crank assembly (75) having a planetary gear assembly (2900), an intake cam (90) and an exhaust cam (92), the planetary gear assembly (2900) having drive gear (2910) rotationally secureable to the crank shaft (22), a piston gear (2912) rotationally engaged with the drive gear (2910), and a piston assembly (70) rotationally attached to the piston gear (2912).

Not Applicable

BACKGROUND OF THE INVENTION

This invention relates generally to internal combustion engines, and more specifically to modular internal combustion engines with a controllable piston stroke cycle. Though previous designs may attempt to control the stroke pattern of a reciprocating piston of an internal combustion engine, they fail to effectively ameliorate all the forces that may impede the implementation of a cam-driven piston. Additionally, none of the systems address the entire internal combustion problem, as that they do not address the design of other systems needed to support internal combustion, such as air, fuel or cooling systems. Further, none of the systems provide for convenient modular expansion of a base block and piston assembly, but instead rely on adding additional pistons around the circumference of the drive cam, which would require total engine remanufacturing. It would be a valuable addition to the art, among other things, to provide a compact, integrated internal combustion engine system, that is modularly expandable by combining similar block and piston assemblies, as desired, after the block and piston assemblies are already manufactured.

DESCRIPTION OF THE PREFERRED EMBODIMENT

An exemplary internal combustion engine10is initially shown inFIGS.1-3, comprising the components of a bell housing12, thrust bearing plate14, an engine block16, the manifold assembly18, and a shaft22. For the convenience of a standard convention, the side of the engine10from which the shaft22protrudes from the bell housing12, will be referred to herein as the “front” of the engine, since it is envisioned to be a suitable orientation for use of the engine10in an aviation application. As such, the side with the manifold assembly18will be referred to herein as the “rear” of the engine.

In the exemplary embodiment, a top groove24is provided, which may assist in alignment of the engine10components during assembly, and housing grooves26may assist in the removal of heat from the engine10. When referring to the engine10as a whole or substantial whole, the “top” will refer to the side with the top groove24. As will be seen in the future drawings, both the top groove24and the housing grooves26may be embodied in the peripheral surface of the individual sections, including the bell housing12, thrust bearing plate14, engine block16, and components of the manifold assembly18. Additionally, the exemplary embodiment may have a plurality of spark plug covers secured to the surface of the engine block16to protect the top of the spark plugs (not shown) and ignition wiring (not shown).

In the exemplary embodiment, an exemplary vaporator20is shown as an air-fuel mixture delivery system mountable to the rear of the manifold assembly18, at a fuel mixture intake orifice32. It is envisioned that the engine10may also have the capacity to use a conventional air-fuel mixture delivery system (not shown), including turbocharged or supercharged versions. In the exemplary embodiment, a plurality of assembly bolt channels30are contained within the bell housing12. Exemplary assembly bolts40, which may include an assembly washer and nut, may be positioned in the assembly bolt channels30to extend through the engine10to the rear of the manifold assembly18. The exemplary assembly bolts40may be secured in place to hold the components of the engine10together. The rear of the manifold assembly18also may have a coolant fill orifice34, a coolant drain orifice36, and at least one exhaust orifice38.

Referring now also toFIG.4, an exemplary embodiment of a bell housing12is shown from the rear side, exposing the interior bell housing void42. The bell housing void42may provide space for gearing (not shown) on shaft22, which gearing could facilitate adjustable from shaft22. In this depiction, a shaft hole44is illustrated, through which the shaft22may protrude, and in which the shaft22may freely rotate. Additionally, a plurality of assembly bolt housings46, which surround and provide structural support for the assembly bolt channels30, may also exist.

Referring to primarilyFIGS.5and6, an exemplary thrust bearing plate14is independently displayed to more clearly show the shaft hole44and the structure strut supports48on the front side of the exemplary thrust bearing plate14. On the rear side of the thrust bearing plate14the engine10may have an exemplary engine block contact surface50, which will snugly secure to the engine block16. In the exemplary embodiment, a bearing recess52is positioned to surround the shaft hole44. A recess contact face54is located within the bearing recess52, and provides an appropriate surface to contact a bearing positioned on the shaft22. Additionally, the exemplary engine block contact surface50may have a plurality of coolant recesses56that provide fluid communication of coolant between sections of a coolant jacket that may be formed within the engine block16.

Referring primarily toFIG.7a, a front side is shown of an exemplary engine block16. The exemplary engine block16may have a flat front side and a flat rear side. The exemplary engine block16has a generally cylindrical exterior, because it is a radial design. The current teachings may be adapted for an engine10with a rectangular design.

The front side may abut snugly to the engine block contact surface50of the thrust bearing plate14. A snug seal between the engine block16and the thrust bearing plate14facilitates the retention of pressures and fluids within the engine10. The exemplary engine block16may have a plurality of coolant jacket sections58positioned radially around the shaft22. In the exemplary embodiment, pairs of coolant jacket sections58are in fluid communication via a coolant recess56. In the exemplary embodiment, where the front side of the engine block16abuts to the thrust bearing plate14, intake channel plugs60and exhaust channel plugs62may be used to seal the respective front ends of intake channels (described and shown below and in later figures) and exhaust channels (described and shown below and in later figures). However, an effective seal against the ending block coolant surface50may adequately seal the intake and exhaust channels. The exemplary engine block16also may have exemplary valve retainer slots64, which receive valve assembly retainer clips (described and shown below and in later figures) to secure a valve assembly (described and shown below and in later figures) in the engine block16. In the exemplary embodiment, a thrust bearing66is positioned at the front end of an engine block16, intermediate the engine block16and the thrust bearing plate14.

Referring now also toFIG.7b, an alternate front view is shown of an exemplary engine block16with portions of the engine assembly removed to show exemplary alignment plates84. The engine block16may house an alignment plate84. Alignment plates84may have a plurality of alignment channels85. In the exemplary embodiment, a pair of alignment plates84are positioned parallel to each other, with pairs of their alignment channels85radially aligned.

Referring now also toFIG.8a, an exemplary engine10is shown cut perpendicular to the shaft22through the exemplary engine block16to show the exemplary configuration of the cylinders68. The exemplary embodiment houses six cylinders68, but the concept may accommodate fewer or more cylinders68in each engine block16. Each exemplary cylinder comprises a piston assembly70positioned to slide linearly within a combustion chamber72. It is envisioned that an engine block16may have a single cylinder68, if the piston assembly70is appropriately counter-weighted.

The exemplary pistons are arranged around a cam crank74. The cam crank74may have a precisely patterned piston crank groove76formed into a surface of the cam crank74. In the exemplary embodiment, corresponding piston crank grooves76are positioned on each side of the cam crank76. A piston traveler78is connected to the piston, and positioned in a piston crank groove76. The precise pattern of the piston crank groove76communicates a desired piston assembly70position within the combustion chamber72through the piston traveler78. When the piston moves toward the shaft22, the piston traveler78pushes on the cam crank74to slide along the piston crank groove76, forcing the cam crank74and the attached shaft22to rotate about the axis of the shaft22.

An alignment plate84may provide support against forces that may push on a piston assembly70outwardly of a desired position within the cylinder68. In the exemplary embodiment, alignment plates84may be positioned on opposite sides of the cylinders68. A piston assembly70may have additional piston travelers78position so as to occupy alignment channels85in piston guide plates84. In the exemplary embodiment, exemplary alignment channels85may be radially aligned with a respective cylinder68, as well as a respective piston assembly70. In the exemplary embodiment, the alignment plate84may be parallel to the cam crank74. In the exemplary embodiment, alignment channel85may restrict the movement of the piston assembly70to stay within the cylinder68, while the piston crank groove76of the cam crank74forces the piston assembly70to move outwardly and inwardly with respect to the shaft22. The combination of the alignment channels85and the piston crank groove76result in defining a stroke pattern of piston assembly70within a respective cylinder68.

Fuel mixture may be channeled to a combustion chamber72via a respective intake channel80. Similarly, the exhaust created by combustion may be channeled out of the combustion chamber72via a respective exhaust channel82. Each intake channel80is in fluid communication with the fuel mixture intake orifice32and a respective combustion chamber72. Similarly, each exhaust channel82is in fluid communication with a respective combustion chamber72and an exhaust orifice38.

At the top of each cylinder68may be a cylinder head86, which can be removed to access a respective piston assembly70and combustion chamber72. Each cylinder head86may have a spark plug well88formed there through, to receive and hold in position an appropriate sparkplug (not shown) so as to be able to provide an igniting spark within the combustion chamber72.

Referring now also toFIG.8b, an exemplary engine10is shown cut through middle along the shaft22, so as to show another angle of the internal features of the components. A bell housing void42is seen within the bell housing12. Additionally, at least one assembly bolt housing46is shown, which houses the assembly bolt channels30through the bell housing12. The exemplary engine block16is cut through a pair of opposing cylinders68to show a piston assembly70, combustion chamber72, piston traveler78, cylinder head86, and an exemplary pair of spark plug wells88for each cylinder68. Additionally, the illustration shows a cam crank74on shaft22, in which is formed a piston crank groove76. Similarly positioned on the shaft22as the cam crank74is an exemplary intake cam90toward the front of engine10from the cam crank74, and an exemplary exhaust cam92toward the rear of the engine10from the cam crank74.

Referring now also toFIG.8c, an exemplary engine10is shown cut through middle along the shaft22, so as to show another angle of the internal features of the components. A bell housing void42is seen within the bell housing12. Additionally, at least one assembly bolt housing46is shown, which houses the assembly bolt channels30through the bell housing12. The exemplary engine block16is cut through a pair of opposing cylinders68to show a piston assembly70, and combustion chamber72for each cylinder68. Additionally, the illustration shows a cam crank74on shaft22. An exemplary intake cam90is similarly positioned on the shaft22as the cam crank74. The exemplary intake cam90is positioned toward the front of engine10from the cam crank74, and an exemplary exhaust cam92is positioned toward the rear of the engine10from the cam crank74.

Referring now also toFIGS.8d, a portion an exemplary engine block16is shown cut through middle along the shaft22, and annotated with view that depict the approximate view perspective of later figures. Referring now also toFIGS.8e, an exemplary cam crank assembly75is shown with particular detail to an exemplary shaft securement assembly77. Exemplary cam crank assembly75may comprise a cam crank74, an intake cam90, and an exhaust cam92. In the exemplary embodiment, intake cam90and exhaust cam92are removably attached parallel to the cam crank74, on opposing sides of the cam crank74, by mounting screws93. The exemplary cam crank assembly75encircles the shaft22, coaxial to and perpendicular to the rotatable axis of the shaft22.

In the exemplary embodiment, the cam crank assembly75may be secured to the shaft22by a shaft securement assembly77. The exemplary shaft securement assembly77may comprise a securing bolt94, and a tapered bushing95. In the exemplary embodiment, a plurality of securing bolts94extend from a side of the intake cam90distal the exhaust cam92through the intake cam90, cam crank74, and exhaust cam92, to be secured in place on the opposite side of exhaust cam90. The exemplary securing bolt94secures a tapered bushing95on the side of each the intake cam90and the exhaust cam92distal the cam crank74. So configured, as the securing bolt94is tightened against the tapered bushings95, the tapered bushings95are drawn inward, toward the cam crank74, wedging the tapered body of the tapered bushing95between the cam crank assembly75and the shaft22, removably securing the cam crank assembly75to the shaft22.

Focusing now onFIG.9a, an alternate exemplary block16′ is shown cut perpendicular to the shaft22. The exemplary embodiment may have a single pair of opposed cylinders68, which configuration will be referred to herein as an “opposed” configuration to differentiate this single-pair configuration from the preciously described radial configuration that also may have pairs of opposed cylinders68. In the exemplary embodiment, each exemplary cylinder68comprises a piston assembly70positioned to slide linearly within a combustion chamber72. It is envisioned that an engine block16′ may have a single cylinder68, if the piston assembly70is appropriately counter-weighted (not shown).

As with the exemplary embodiment of engine block16, inFIGS.8a,8b, and8c, the exemplary engine block16′ may have cylinders68arranged around a cam crank74. Other similar features may include a precisely patterned piston crank groove76formed into a surface of the cam crank74, piston travelers78connected to the piston and positioned in a piston crank groove76, and an alignment plate84with alignment channels85, which may provide support against forces that may push on a piston assembly70outwardly of a desired position within the cylinder68.

Fuel mixture may be channeled to a combustion chamber72via a respective intake channel80. Similarly, the exhaust created by combustion may be channeled out of the combustion chamber72via a respective exhaust channel82. Each intake channel80is in fluid communication with the fuel mixture intake orifice32and a respective combustion chamber72. Similarly, each exhaust channel82is in fluid communication with a respective combustion chamber72and an exhaust orifice38. It is appreciated that the engine10may be adapted with a fuel injection system (not shown), eliminating the need for the intake channel80.

The exemplary engine block16′ is cut through the pair of opposing cylinders68to show a piston assembly70, combustion chamber72, piston traveler78, cylinder head86, and an exemplary pair of spark plug wells88for each cylinder68. Additionally, the illustration shows a cam crank74on shaft22, in which is formed a piston crank groove76. Similarly positioned on the shaft22as the cam crank74is an exemplary intake cam90toward the front of engine10from the cam crank74, and an exemplary exhaust cam92toward the rear of the engine10from the cam crank74.

Exemplary embodiment engine block16′ may be air-cooled. Air may be directed through the cooling fins59to conduct thermal transfer. It is envisioned that as additional engine blocks16′ may be modularly added to an opposed engine10′ subsequent engine blocks16′ may be elongated outwardly toward the cylinder head86in order to make cooling fins59of subsequent engine blocks16′ gain access to fresh, unheated air. (Such configurations are shown later in this disclosure.)

Focusing now onFIG.10, a front portion of the engine block16is removed to expose an exemplary intake cam90mounted perpendicularly onto a shaft22, and having an intake cam edge96. This descripting will focus on a single one of the cylinders68, but the components, features, and their operation and relationship are replicated in each individual cylinder68. Also exposed is the valve assembly98, which may be held in place in the engine block16by a valve retainer100inserted in a valve retainer slot64. The exemplary valve assembly98may have an intake valve102at least partially positioned within the intake channel80to facilitate controlled entry of fuel mixture into a combustion chamber72. The intake cam edge96may be precisely contoured to communicate the coordinated timing for each intake valve102to open and close. An exemplary hydraulic lifter104may be positioned intermediate the valve assembly98and the intake cam edge96, with a lifter roller106pressed against the intake cam edge96. An exemplary raised intake section108in the intake cam edge96will cause the hydraulic lifter104to lift the valve102, to facilitate the flow of fuel mixture through intake channel80and into combustion chamber72.

Focusing now onFIG.11, a front portion of the engine block16is removed to expose an exemplary cam crank74mounted perpendicularly onto a shaft22, and having a piston crank groove76. Also exposed is a piston assembly70and a piston traveler78, as well as a portion of the intake channel80and exhaust channel82.

Focusing now onFIG.12, a front portion of the engine block16is removed to expose an exemplary exhaust cam92mounted perpendicularly onto a shaft22, and having an exhaust cam edge110. A portion of the exemplary exhaust valve112is exposed, along with a portion of the exhaust channel82. The configuration may be similar to the intake, in that an exhaust valve112may be at least partially positioned within the exhaust channel82to facilitate controlled exit of exhaust from a combustion chamber72. The exhaust cam edge110may be precisely contoured to communicate the coordinated timing for each exhaust valve112to open and close. An exemplary hydraulic lifter104may be positioned intermediate the exhaust valve112and the exhaust cam edge110, with a lifter roller106pressed against the exhaust cam edge110. An exemplary raised exhaust section114in the exhaust cam edge110will cause the hydraulic lifter104to lift the exhaust valve112, and facilitate a flow of spent fuel mixture through exhaust channel82and through the manifold18.

Referring now toFIGS.13through20, components of the exemplary manifold18, previously shown inFIGS.2,3, and9, are shown in detail, separately and partially assembled to the exemplary engine10. Exemplary manifold18has a generally cylindrical outer shape to correspond to the cylindrical shape of the exemplary engine block16for a radial embodiment of engine10. It is appreciated that the exterior shape of the manifold18may correspond to the general exterior shape of alternate embodiments of the engine10.

Focusing now onFIG.13, the front side of an exemplary manifold rear mounting plate120is shown. The exemplary manifold rear mounting plate120may have a flat front side and a flat rear side, and an exterior shape similar to the general shape of the engine block16for which is it suited. With the exemplary radial design engine10, the exterior shape is generally cylindrical. Each of the six cylinders68may have an intake channel80, a coolant channel122, and an exhaust channel82. Additionally, the front side may have a coolant recess124surrounding the coolant channel122, to facilitate distribution of coolant into the coolant jacket section58within the engine block16. The manifold rear mounting plate120may be in direct contact with the engine block16, and as such the seal between the engine block16and the manifold rear mounting plate120ensures fluids and gases within the engine stay contained. Now, also focusing onFIG.14, the manifold rear mounting plate120is shown on the exemplary engine10. A rear portion of the manifold18is removed to expose a rear side of an exemplary manifold rear mounting plate120. It can be appreciated that parts in direct contact may have an intermediate gasket therebetween.

Focusing now onFIG.15, the front side of an exemplary manifold channel plate126is shown to house the intake channel80, the exhaust channel82, and the coolant channel122. The exemplary manifold channel plate126may have a flat front side and a flat rear side, and an exterior shape similar to the general shape of the engine block16for which is it suited. Additionally, the manifold channel plate126may have a central shaft hole44and an intake distribution channel128. The shaft hole44allows for the shaft22to extend from the rear of the engine10. The exemplary intake distribution channel128is oriented around the circumference of the shaft hole44of the front side of the manifold channel plate126. A distribution channel finger130extends outwardly from the intake distribution channel128at each cylinder68, to communicate the fuel mixture for a particular cylinder68.

Focusing also now onFIG.16, the rear side of the exemplary manifold channel plate126is shown to house the shaft hole44, the intake channel80, the exhaust channel82, and the coolant channel122. Additionally, an exhaust collection channel132may be oriented around the circumference of the shaft hole44of rear side of the manifold channel plate126. An exhaust channel82from each cylinder68may feed into the exhaust collection channel132.

Focusing now onFIG.17, the rear side of the exemplary manifold separation plate134is shown to have a central shaft hole44, at least one intake channel80, at least one exhaust channel82, and a plurality of coolant channels122. The exemplary manifold separation plate134may have a flat front side and a flat rear side, and an exterior shape similar to the general shape of the engine block16for which is it suited. In the exemplary embodiment, the manifold separation plate134covers the exhaust collection channel132, and directs the communication of exhaust from an exhaust channel82for each cylinder68into a reduced number of exhaust channels82for controlled release from the engine10. Controlled release may include noise muffling, emissions control, and providing power to a turbocharger.

Focusing now onFIG.18, the front side of an exemplary coolant plate136is shown to house the intake channel80, the exhaust channel82, and the coolant channel122. The exemplary manifold coolant plate136may have a flat front side and a flat rear side, and an exterior shape similar to the general shape of the engine block16for which is it suited. Additionally, the manifold coolant plate136may have a central shaft hole44and a coolant entry channel138along which coolant entering the engine is distributed from a single coolant channel122to multiple coolant channels122that lead to inlet coolant jacket sections58. The shaft hole44allows for the shaft22to extend from the rear of the engine10. The exemplary coolant entry channel138may be oriented partially around the circumference of the shaft hole44of the front side of the manifold coolant plate136.

Focusing also now onFIG.19, the rear side of the exemplary manifold coolant plate136is shown to house the shaft hole44, the intake channel80, the exhaust channel82, and the coolant channel122. Additionally, a coolant return channel140is oriented partially around the circumference of the shaft hole44of rear side of the manifold coolant plate136. The coolant return channel140supports the consolidating communication of coolant (not shown) returning from the coolant jacket sections58of the engine block16from multiple coolant channels122to a single coolant channel122. Consolidating coolant may facilitate coolant management, which may include filtering, heat dissipation, and pumping.

Focusing now onFIG.20, an exemplary rear plate142is shown installed on the manifold coolant plate136. The exemplary rear plate142is shown to house the shaft hole44, the intake channel80, the exhaust channel82, and both an inlet and outlet of the coolant channel122. The exemplary rear plate142may have a flat front side and a flat rear side, and an exterior shape similar to the general shape of the engine block16for which is it suited. In the exemplary embodiment, the rear plate142covers the coolant return channel140, and seals the communication of coolant returning from the coolant jacket sections58of the engine block16from multiple coolant channels122to a single coolant channel122.

Referring now primarily toFIGS.21and25, an exemplary ignition system268may include a trigger assembly270, an integrated coil272, and a set of spark plug wires286. In the exemplary embodiment, the trigger assembly270may include a stator274and a rotor278. The stator274and rotor278may each have a flat disk shape, with a shaft hole44. In the exemplary embodiment, the rotor278may be attached to the shaft22, perpendicular to the shaft22, so as to rotate simultaneously with the shaft22. In the exemplary embodiment, the stator274may be attached to the rear plate142, perpendicular to the shaft22, to remain rotatably stationary to the rear plate142. The flat disk shape permits the stator274and rotor278to be positioned parallel to each other and near each other, and permit rotation of either the stator274or the rotor278without making contact with each other.

The exemplary stator274may have at least one trigger276, with an open position, where electrical contact across the trigger276does not occur, and a closed position, where electrical contact across the trigger does occur. In the exemplary embodiment, the trigger276is moved from the open position to the closed position by being brought into a magnetic field. The exemplary rotor278may have at least one magnet280that may produce an appropriate magnetic field to effect movement in the trigger276between the open and closed positions. In the exemplary embodiment, the trigger276in the closed position may communicate an electrical signal to the integrated coil272through a control wire282. The exemplary integrated coil272may create an electrical charge in response to such communication, and transmit the charge to a particular spark plug wire contact284, which in turn would communicate the charge through the spark plug wires286to a particular spark plug288, to ignite combustion in a particular combustion cylinder68.

The exemplary ignition system268may be configured to induce two electrical charges per rotation of the rotor278. In the exemplary embodiment, the integrated coil272may be configured so that one signal from a trigger276causes a charge to be communicated to two spark plug wire contacts284, and therefore two cylinders68, at the same time. Such an embodiment could require half as many triggers276cylinders68in the engine10. Additionally, in the exemplary embodiment, the rotor278may have two magnets280positioned precisely opposite each other circumferentially on the rotor278. Such an embodiment could move each trigger276from an open position to a closed position twice in each complete rotation of the rotor278, resulting in one trigger276sending two signals to the integrated coil272for one rotation of the rotor278. Such an engine10configuration may have half as many triggers276as cylinders68. Such an engine10configuration may create two combustions per cylinder68per revolution of the shaft22.

Applying the ignition system268configuration, where one signal from a trigger276causes a charge to be communicated to two spark plug wire contacts284, to the exemplary engine10inFIG.8a, may create neutral lateral forces on shaft22by coordinating the resulting simultaneous combustions in opposing cylinders68. (In this disclosure, “lateral forces” is being used to mean any forces on the shaft22other than the desired rotational forces about the axis on which the shaft22intentionally turns.) In such an exemplary embodiment, forces, other than rotational, will occur in opposite pairs, and therefore offset. As seen inFIG.8a, opposing piston assembly70may be coordinated to operate in the exact same cycle pattern, thereby precisely coordinating the simultaneous operation of opposing cylinders68, and balancing lateral forces, created by combustion, on shaft22.

Referring now primarily toFIG.26a, an exemplary engine10is shown in a partially exploded view in order to illustrate how the engine10may be expanded in size by adding an additional bank of cylinders68. As previously shown, engine10may comprise a bell housing12, a thrust bearing plate14, and a first engine block16, all mounted on a shaft22. The modular design of the exemplary embodiment permits the addition of a supplemental engine bank16′. In the exemplary embodiment, the supplemental engine bank16′ may be inserted intermediate the first engine bank16and a manifold assembly18. In the exemplary embodiment, each engine bank (16,16′) may have a corresponding ignition trigger assembly (270,270′).

Referring also now toFIG.26b, the initial embodiment of exemplary engine bolts40are shown to be a single shaft adequate in length to extend through from the bell housing12through the manifold assembly18. An alternate exemplary embodiment may include a 2-piece bolt assembly40′, comprised of an initial securement bolt41, and a rear bolt43. In the exemplary embodiment, the initial securement bolt41secures the bell housing12to the thrust bearing plate14and the first engine block16, and anchors into the engine block16. In this embodiment, the initial securement bolt41may be threaded to be received by corresponding threads within the assembly bolt channel30of the first engine block16. Rear bolt43may be inserted from the rear of the engine10, securing the manifold assembly18, and any supplemental engine blocks16′, to the first engine block16. Similarly to the initial securement bolt41, rear bolt43may be threaded to be received by corresponding threads within the assembly bolt channel30of the first engine block16. 2-piece bolt assembly40′ may more appropriately provide for the modular expansion of engine10by reusing the initial securement bolt41when supplemental engine blocks16′ are added to engine., the initial rear bolt43may be replaced with one of adequate length to support the additional engine10length created by the additional width of the supplemental engine block16′.

Referring now primarily toFIG.27, an alternate exemplary engine10is shown in a side view, cut-away through the shaft22axis in order to illustrate how the engine10may be configures with a supplemental engine block16′ configured to be rotate counter to the original engine block16. As previously shown, engine10may comprise a bell housing12, a thrust bearing plate14, and a first engine block16, a supplemental engine block16′, all mounted on a shaft22.

In the exemplary embodiment, shaft22may have a first shaft segment22′ and a second shaft segment22″. In the exemplary embodiment, first shaft segment22′ and a second shaft segment22″ may be coaxial, and first shaft segment22′ may be assembled to surround a portion of the second shaft segment22″. In the exemplary embodiment, the first engine block16may be securable to the first shaft segment22′, and a corresponding ignition trigger assembly270may also be attached to the first shaft segment22′. In the exemplary embodiment, a supplemental engine block16′ may be securable to a second shaft segment22″, and a corresponding ignition trigger assembly270′ may also be attached to the second shaft segment22″. In this configuration, the first engine block16may power the rotation of the first shaft segment22′ in one direction, with the ignition timing controlled by the first ignition trigger assembly270, while the second engine block16′ may power the rotation of the second shaft segment22″ in the opposite direction, with the ignition timing of the second engine block16′ controlled by the second ignition trigger assembly270′.

In the shaft22, the first shaft segment22′ and a second shaft segment22″ may be selectively linkable. In the event that one engine block (16,16′) may fail, or be shut-down to conserve fuel, it may be advantageous to have a selectable linkage to power both the first shaft segment22′ and a second shaft segment22″, even if the two segments may be configured to rotate in opposite directions.

Referring now primarily toFIG.28, an exemplary process for modularly expanding2800the engine10is shown to possibly consist of removing2802the existing ignition trigger assembly250from the rear of the shaft22. This may allow for unsecuring2804the assembly bolts40, which will permit removing2806the manifold assembly18. In the exemplary embodiment, the initial shaft22is of proper length for an engine10with one (1) engine block16. In order to accommodate the width of an additional engine block16, a longer shaft22may be necessary. Removing2810the existing shaft22may be accomplished by loosening2808the cam crank assembly75from the shaft22. In the exemplary embodiment loosening2808the cam crank assembly75may include loosening a plurality of securing bolts94, which in turn will permit the tapered bushings95to reduce their impinging force applied to the shaft22. The shaft22may then be removed from the engine10by sliding it along the shaft's22rotation axis. It can be appreciated that, in the exemplary embodiment, if the engine10to be expanded initially has more than one (1) engine block16, each engine block16may be removed in sequence, from the rear of the engine10, through repeated loosenings2808of each particular cam crank assembly75.

With the existing shaft22removed, installing2812a new shaft22of appropriate length for the desired new engine10configuration may be accomplished. The new shaft22may be secured within the engine10by securing2814the original cam crank assembly75to the shaft22by tightening the securing bolts94against the tapered bushings95, causing the tapered bushings95to impinge against the shaft22.

With the new shaft22secured in the original engine block16, installing2816a supplemental engine block16′ may be accomplished. Securing2818the supplemental engine block16′ on the new shaft may be accomplished in the same manner as securing2814the cam crank assembly75of the original engine block16. In the exemplary embodiment, each engine block16or supplemental engine block16′ may be secured to the shaft22in the same manner—by securing (4514,2818) a respective cam crank assembly75to the shaft22.

With the supplemental engine blocks16′ secured on the shaft22, replacing2820the manifold assembly18may be appropriate. The supplemented engine10, with a new engine block16configuration, may then be unified by securing2822the engine bolts40.

In the exemplary embodiment, a particular ignition triggers assembly270is used to time the firing sequence for a respective engine bank (16,16′). In the exemplary embodiment, the ignition trigger assembly270for the original engine bank16comes first in order from the front to the rear of the engine10, but the order needs not be critical, as long as the radial position of the ignition trigger assembly270is appropriate for the respective engine bank16. In the exemplary embodiment, each engine block (16,16′) align so that the cylinders from one engine block16radially align with cylinders from the supplemental engine block16′. The differential in firing sequence is achieved by changing the radial positioning of the triggers276around the shaft22for each ignition trigger assembly270.

In the exemplary embodiment, to keep the original ignition trigger assembly270in physical order with the original engine bank16, replacing2824the original ignition trigger270may be accomplished before installing2826any supplemental ignition triggers270′.

With a shaft22of appropriate length, additional engine blocks16′ may be added to the engine10. Exemplary manifold assembly18is configured to support multiple engine blocks16. Additionally, each exemplary engine block16may incorporate intake channels80and exhaust channels82to support the additional modular engine blocks16′ that the engine10may be able to possess.

Variations in the radial engine design may follow some suggestions for achieving favorable results. Pairs of opposing cylinders68may be sequenced to operate at identical combustion cycles by tuning the cam crank74, intake cam90, exhaust cam92, and ignition system268. The position of the cylinders68may be arranged in banks, each bank comprising a single engine block16and all the functional components contained therein, around the shaft22. It is suggested to space the cylinders68evenly within each particular engine bank16. For a balanced radial engine, determine the angle that achieves even spacing between the centerline of each cylinder in a bank divide180by one half the number of desired cylinders68. This will provide the spacing of half of the cylinders in half of the bank. Position the other half of the cylinders precisely opposed to the first half of the cylinders.

When adding an additional bank of cylinders68to and engine10, it is suggested that similarly sized engine blocks16be used, in order to provide consistent balance of the forces combustion within the cylinders68will apply to the engine10. It is also suggested to offset the angle of firing the cylinders68in each bank of cylinders68, so as to provide even power application throughout the rotational cycle of the shaft22. The amount of the suggested offset of the firing sequence may be one half the spacing between the centerline of each cylinder68in the initial bank of cylinders68. It is suggested that it may be desirable when adding additional engine blocks16to an engine10, to adjust the firing of engine10as a whole to achieve even spacing of the firing sequences within the engine10.

Though the radial spacing of the cylinders16within a bank of cylinders68is determined at the formation of the corresponding engine block16, the modular nature of the current design enables an existing engine10to be supplemented with additional banks, by adding additional engine blocks16. The angle of the firing sequence of a particular bank of cylinders68may be adjusted radially around the center shaft22to achieve a desirable radial cylinder68firing within the supplemented engine10, and thereby desired power application to the shaft22.

Referring now toFIGS.29through34, exemplary embodiments of a planetary piston gear assembly2900, a tandem planetary piston gear assembly3200, a counter-rotated tandem planetary piston gear assembly3300, and a radial planetary piston gear assembly3400are shown. In each of the exemplary embodiments, a planetary drive gear assembly2906may be comprised of a pair of drive gears2910. An exemplary planetary drive gear assembly2906may replace a cam crank74in a cam crank assembly75to provide an alternate way to achieve multiple combustions in each combustion chamber72per rotation of the shaft22. Alternatively, a planetary piston gear assembly2900may be used with a conventional cam and valve system.

In the exemplary planetary piston gear assembly2900, a central planetary drive gear2910may be rotationally attached to shaft22so as to rotate in conjunction with shaft22. In an exemplary embodiment, the central planetary drive gear2910may be removably secured to shaft22with an exemplary shaft securement assembly77, as depicted and described in detail previously, as inFIG.8e. Each piston assembly70may be linked to a piston gear assembly2904, which in the exemplary embodiment may comprise a pair of piston gears2912, each rotationally secured to a piston gear shaft2920. The piston assembly70may be secured to the pair of piston gears2912with a piston assembly pin2914that secures a portion of the piston assembly70intermediate the individual piston gears2912. The piston gears2912may interface with the drive gears2910such that rotation in either the piston gears2912or the drive gear2910imparts rotation in the other.

Referring now more particularly toFIG.32, a tandem planetary piston gear assembly3200is shown to comprise the components of a pair of planetary piston gear assembly2900. Referring now more particularly toFIG.32, a counter-rotated tandem planetary piston gear assembly3300is similarly shown to comprise the components of a pair of planetary piston gear assembly2900. One may appreciate that multiple planetary piston gear assemblies2900may be converted into a tandem planetary piston gear assembly3200or counter-rotated piston gear assembly3300in a similar fashion as the cam crank engine10shown inFIG.26a. Additionally, the exemplary process for modularly expanding2800the engine10may be adapted to similarly modularly expand the planetary piston gear assembly2900into a tandem planetary piston gear assembly3200or counter-rotated piston gear assembly3300.

Referring now more particularly toFIG.34, a radial planetary piston gear assembly3400is shown. Such a radial planetary piston gear assembly3400may be similarly, modularly configured into a tandem or counter-rotated tandem configuration within the scope of this disclosure. The particular exemplary embodiment of the radial planetary piston gear assembly3400depicts that piston assemblies70all at top dead center, it is envisioned and preferred to sequence the stoke of the piston assemblies such that individual piston assemblies or opposed pairs of piston assemblies are staggered in their combustion cycles. As in a standard engine convention, “top” is in reference to the top-most portion of a combustion chamber, where the size of the combustion chamber is the smallest.

Referring now primarily toFIGS.35athrough35v,various engine configurations are shown. The configurations may vary in a number of ways, including the number of banks of cylinders68, the configuration of the cylinders68, such as radial or opposed, and the propeller blade configurations. Propellers may vary in number, in number of banks, and in the counter-rotation of banks of propellers. Additionally, because of the configuration of the current design, a specific bank of propellers may be driven by a particular engine bank, or set of engine banks. Additionally, the drive shaft may be configured to have multiple coaxial drive shafts connecting a particular propeller bank to a particular engine bank. Further, a particular propeller bank may rotate opposite to another propeller bank (counter-rotate) in the same engine10, since the coaxial connection between distinct engine banks may support such counter-rotation.

FIGS.35athrough35cshow a side-by-side comparison of an exemplary engine in a radial configuration, with one engine bank, two engine banks, and three engine banks, respectively.FIG.35dshows a single-engine-bank engine configured as a direct drive power source to a propeller set.FIG.35eshows a single-engine-bank engine configured with a bell housing12, in which a set of reduction gearing may be housed intermediate the engine10and a propeller set.

FIG.35fshows a single-engine-bank engine configured as with a bell housing12, in which a set of reduction gearing may be housed.FIG.35gshows a single-engine-bank engine configured as with a flywheel. Such a configuration may permit the engine bank16to comprise a single cylinder68, since the flywheel may carry the combustion cycle over inflection points in the power generation cycle.FIG.35hshows a single-engine-bank engine configured as with a drive pulley output for the transmission of power from the engine to operate machinery.FIG.35ishows a single-engine-bank engine configured as with a drive pulley output, and configured with a bell housing12, in which a set of reduction gearing may be housed intermediate the engine10and a pulley.

FIG.35jshows a dual-engine-bank engine configured as a direct drive power source to a propeller set.FIG.35kshows a single-engine-bank engine configured with a bell housing12, in which a set of reduction gearing may be housed intermediate the engine10and a propeller set.FIG.351lshows a dual-engine-bank engine configured with two propeller sets. The illustrated propeller sets are configured to counter-rotate. This can be accomplished by coaxial shafts directly linking a particular engine bank (16,16′) to a particular propeller. For counter-rotation, the respective engine banks may be configured to rotate in opposite directions. Similarly, the propeller sets could be configured to rotate the same direction. This may still employ coaxial shafts22, but the engine blocks could operate in the same rotational direction.

FIG.35mshows a triple-engine-bank engine configured with two propeller sets. The illustrated propeller sets are configured to counter-rotate.FIG.35nshows a quadruple-engine-bank engine configured with two propeller sets. The illustrated propeller sets are configured to rotate in the same direction.FIG.35oshows a quintuple-engine-bank engine configured with a single propeller set.FIG.35pshows a sextuple-engine-bank engine configured with two counter-rotational propeller sets.

FIG.35qthrough35sshow a side-by-side comparison of an exemplary engine in an opposed configuration, with one engine bank, two engine banks, and three engine banks, respectively, with housings over the manifold assemblies18.FIG.35tshows a single-engine-bank opposed engine configured as a direct drive power source to a propeller set.FIG.35ushows a triple-engine-bank opposed engine, with a housing over the manifold assembly18, configured as a direct drive power source to a propeller set.FIG.35vshows a quadruple-engine-bank opposed engine with two sets of propellers, configured to rotate in the same direction. This exemplary embodiment is shown with room for a reduction gear set intermediate the first engine block16and the propeller sets.

The examples contained in this specification are merely possible implementations of the current system, and alternatives to the particular features, elements and process steps, including scope and sequence of the steps may be changed without departing from the spirit of the invention. The present invention should only be limited by the examined and allowed claims, and their legal equivalents, since the provided exemplary embodiments are only examples of how the invention may be employed, and are not exhaustive.