Abstract:
A steam engine or an internal combustion engine, and more particularly with a rotary geometry, is provided with the engine having multiple combustion chambers delimited by piston heads and an engine housing that defines at least a section of a torus. The engine exhibits improved performance and reduced weight.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in-part of U.S. application Ser. No. 12/197,522 filed Aug. 25, 2008, which is a continuation-in-part of application Ser. No. 11/304,608, filed Dec. 16, 2005, now U.S. Pat. No. 7,415,962, the entire contents of which are hereby incorporated by reference. 
    
    
     FIELD 
     The present disclosure relates to internal combustion engines and, more particularly, to rotary internal combustion engines. 
     BACKGROUND 
     The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. In conventional combustion engines, the walls delimiting combustion chambers are of a cylindrical shape and closed on one end with a cylinder head. A piston is moveably guided through the other end into the cylinder. Internal combustion engines have 4 basic steps: (1) intake; (2) compression; (3) combustion and expansion; and (4) exhaust. During the intake step, combustible mixtures are injected into the combustion chamber. This mixture is placed under pressure by the compression of the piston into the cylinder. The mixture is then ignited and burnt. The hot combustion products ultimately expand; forcing the piston to move in the opposite direction and causing the transfer of energy to mechanical components that are coupled or connected to the piston, such as a crank shaft. The cooled combustion products are finally exhausted and the combustion cycle restarts. Typical combustion engines operate according to this principle may function in two cycles or four cycles, such as in Otto and diesel engines. 
     There exists a continuing issue related to the relatively low efficiency exhibited by conventional combustion engines. Engine efficiency is usually defined by comparing the theoretical chemical energy in the fuels against the useful energy abstracted from the fuels in the form of the kinetic energy transferred through the engine. 
     Therefore, internal combustion engines that provide enhanced efficiency are continuously desired. It is further desirable that such an engine be more compact in size, lighter in weight, have a reduced need for internal lubrication, and be capable of being easily manufactured. 
     SUMMARY 
     The present disclosure provides a steam engine or an internal combustion engine that improves the efficiency, reduces the weight and size, and/or simplifies the ability to manufacture such an engine. In one form of the present disclosure, the engine has multiple rotary pistons that travel along a path of a partial to a complete torus. 
     According to one embodiment of the present disclosure, an engine used to drive a vehicle or accessory equipment is provided that includes multiple combustion chambers arranged in a toroidal geometry. Each combustion chamber is delimited by two piston heads positioned on different primary members that move in opposite directions and by the wall of a cavity located within a cylinder liner. A plurality of crankshafts is positioned within the diameter of the toroidal path of the primary members. The engine further comprises an intermediate sub-assembly having multiple sliding components that facilitates the movement of the primary members, a flywheel coupled to one crankshaft to force cooling air through the engine assembly, a pulley connected to another crankshaft for use in providing the power necessary to drive the vehicle or accessory equipment, and multiple injectors. Each injector is adapted to inject fuel into one of the combustion chambers. 
     According to another aspect of the present disclosure, more than one of the sliding components in the intermediate sub-assembly, primary members, piston heads, or cylinder liners in the engine assembly are made from a low friction material and adapted to allow the engine assembly to operate without the need for lubrication from an oil or other flowable lubricant. 
     Another aspect of the present disclosure is to provide a charged air system that utilizes the engine assembly of the present disclosure and is capable of operating with high efficiency when providing power to a vehicle or accessory equipment. The charged air system typically comprises exhaust ducting coupled to each cylindrical liner in the engine assembly for removing air from the engine assembly, inlet ducting coupled to each cylindrical liner for supplying air to the engine assembly; and a turbocharger connected to the exhaust ducting and the inlet ducting. The turbocharger is capable of supplementing the air in the exhaust ducting. 
     According to another aspect of the present disclosure, the charged air system may further include a supercharger adapted to further supplement the air in the exhaust ducting and/or a fill tank located in the inlet ducting that is configured to store a volume of air at a predetermined pressure in order to ensure that the air supplied to the engine assembly is at a constant and variable pressure. 
     Another aspect of the present disclosure is to provide a method of operating the engine assembly provided in the present disclosure. The method generally comprises providing an engine assembly having a plurality of combustion chambers with each combustion chamber being delimited by two piston heads and the wall of a cavity located in a cylinder liner. Each piston head and combustion chamber defines at least a section of a curved toroidal path with the piston heads adapted to move in opposite directions along this toroidal path. The fuel that is subsequently injected into the combustion chamber is combusted to release chemical energy and form combustion by-products. This release of chemical energy forces the piston heads and primary member coupled to each piston head to move, thereby, transforming the chemical energy into mechanical energy. The mechanical energy so generated is transmitted to at least one crankshaft that is coupled to the primary members. After the combustion by-products are vented from the combustion chamber, the piston heads are once again forced to move towards one another, thereby, delimiting the combustion chamber and restarting the process. 
     Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. It should be understood that throughout the description and drawings, corresponding reference numerals indicate like or corresponding parts and features. 
         FIG. 1A  is an anterior perspective view of an internal combustion engine constructed in accordance with the teachings of the present disclosure; 
         FIG. 1B  is a posterior perspective view of an internal combustion engine constructed in accordance with the teachings of the present disclosure; 
         FIGS. 2A-2B  are front and rear perspective view of the first crank shaft used in the construction of the engine depicted in  FIGS. 1A-1B ; 
         FIGS. 3A-3B  are front and rear perspective views of a top plate used in the construction of the engine depicted  FIGS. 1A-1B ; 
         FIGS. 4A-4B  are front and rear perspective views of a flywheel used in the construction of the engine depicted in  FIGS. 1A-1B ; 
         FIG. 5A  is a fade-away, perspective view of the combustion engine of  FIG. 1A  emphasizing cooling air flow through the engine assembly. 
         FIG. 5B  is a fade-away, perspective view of the combustion engine of  FIG. 1B  emphasizing cooling air flow through the engine assembly. 
         FIGS. 6A-6B  are front and rear perspective views of a base plate used in the construction of the engine depicted in  FIGS. 1A-1B ; 
         FIGS. 7A-7B  are front and rear perspective views of a pulley used in the construction of the engine depicted in  FIGS. 1A-1B ; 
         FIG. 8A  is an anterior perspective view of certain portions of the internal combustion engine depicted in  FIGS. 1A-1B ; 
         FIG. 8B  is a posterior perspective view of certain portions of the internal combustion engine depicted in  FIGS. 1A-1B ; 
         FIGS. 9A-9B  are front and rear perspective views of the front half of the upper or lower cylinder liner used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIGS. 10A-10B  are front and rear perspective views of the back half of the upper or lower cylinder liner used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIGS. 11A-11B  are front and rear perspective views of a counter weight used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIGS. 12A-12B  are front and rear perspective views of the second crank shaft used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIGS. 13A-13B  are front and rear perspective views of a crank cup bearing used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIGS. 14A-14B  are front and rear perspective views of the intermediate sub-assembly used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIGS. 15A-15B  are front and rear perspective views of the first intermediate member used in the intermediate sub-assembly of  FIGS. 14A-14B ; 
         FIGS. 16A-16B  are front and rear perspective views of the T-member used in the intermediate sub-assembly of  FIGS. 14A-14B ; 
         FIGS. 17A-17B  are front and rear perspective views of the second intermediate member used in the intermediate sub-assembly of  FIGS. 14A-14B ; 
         FIG. 18  is a perspective view of a primary slider used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIG. 19  is a perspective view of a slider cover used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIG. 20  is a perspective view of a slider cup used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIGS. 21A-21B  are front and rear perspective views of halter used in the halter sub-assembly in the internal combustion engine depicted in  FIGS. 8A-8B . 
         FIGS. 22A-22B  are perspective views illustrating the piston sub-assembly used in the internal combustion engine of  FIGS. 1A-1B  with the pistons rotated in their lower position; 
         FIGS. 23A-23B  are front and rear perspective views of the first primary member used in the piston sub-assembly of  FIGS. 22A-22B ; 
         FIGS. 24A-24B  are front and rear perspective views of the second primary member used in the piston sub-assembly of  FIGS. 22A-22B ; 
         FIGS. 25A-25B  are front and rear perspective views of the piston heads used in the piston sub-assembly of  FIGS. 22A-22B ; 
         FIGS. 26A-26B  are perspective views of a rail used in the internal combustion engine depicted in  FIGS. 8A-8B ; 
         FIG. 27A  is an anterior perspective view of an air charge system including the engine assembly of  FIG. 1A , a turbocharger, and a supercharger according to one embodiment of the present disclosure; and 
         FIG. 27B  is a posterior perspective view of the air charge system of  FIG. 27A . 
     
    
    
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is in no way intended to limit the present disclosure or its application or uses. It should be understood that throughout the description and drawings, corresponding reference numerals indicate like or corresponding parts and features. 
     The present disclosure relates to a steam engine or an internal combustion engine, such as a two-cycle, a four-cycle, an Otto engine, and a diesel engine, among others. Referring to  FIGS. 1A-1B , an impeller-like flywheel  5  is provided as part of the engine assembly  1  for air cooling purposes. The flywheel  5  is supported by a first crank shaft  10  (see  FIGS. 2A-2B ) and a top plate  15  (see  FIGS. 3A-3B ). The flywheel  5  houses a bearing arrangement that allows the top plate  15  to support most of the weight of the flywheel  5  in order to reduce any torsional and/or axial loads incurred by the first crank shaft  10  when the flywheel  5  rotates. The flywheel  5  (see  FIGS. 4A-4B ) includes multiple impeller-like fins  20  located along the circumference of its outer surface. Upon the rotation of the flywheel  5 , these impeller-like fins  20  force air into the engine assembly through openings  25  present in the top plate  15  as shown in  FIGS. 3A-3B . Preferably, a total of four openings  25  are present in the top plate  15  that allow air to flow into the engine assembly. However, one skilled-in-the-art will understand that a different number of openings may be utilized without exceeding the scope of this disclosure. The openings  25  are shaped and aligned in the top plate  15  in such a manner that each piston combustion chamber within the engine can be cooled by air flowing through two of the openings  25 . The openings  25  may be concave or funnel shaped in order to facilitate the flow of air through the top plate  15  onto the surface of the piston combustion chambers. 
     Referring now to  FIGS. 5A-5B , the air after it enters the engine assembly  1  through the top plate  15  flows around the cylinder liners  50 ,  55  containing the piston heads  180  and exits the engine assembly through openings  35  present in the base plate  30  (see  FIG. 1B ). The openings  35  in the base plate  30  are preferably similar in number and shape to the openings  25  present in the top plate  15  as shown in  FIGS. 6A-6B . One skilled-in-the-art will understand that any number of entrance openings  25  and exit openings  35  may be utilized without departing from the scope of this disclosure. The upper  50  and lower  55  cylinder liners may include at least one air flow hole  61  to facilitate air flow around the cylinder liner and through the engine assembly  1 . Upon exiting the engine assembly  1 , the flow of air, may optionally be directed to flow into an exhaust duct  66  leading to a turbocharger ( 67 ). In this manner, the use of this air flow will add to the overall ambient pressure and air flow in the exhaust duct  66 , thereby, enabling greater turbocharger  67  functionality at low rotations per minute. 
     Referring once again to  FIG. 1B , the base plate  30  provides support for a pulley  40  (see  FIGS. 7A-7B ) that is coupled to and rotatable by a second crank shaft  45  (shown in  FIGS. 12A-12B ). The base plate  30  reduces the torsional and/or load applied to the second crank shaft  45  through a bearing assembly located adjacent to base plate  30 . The pulley  40  through the use of at least one belt, preferably through the use of multiple belts, may be used as a means to drive or provide power to a variety of accessory equipment, including but not limited to, an air conditioning compressor, a supercharger, an alternator, or an injection pump. 
     Referring now to  FIGS. 8A-8B , between the top plate  15  and the base plate  30 , the engine assembly  1  includes two piston combustion chambers or cylinder liners, namely, an upper cylinder liner  50  and a lower cylinder liner  55 . The upper  50  and lower  55  cylinder liners are similar in design to one another in that each one includes a front half  52  (shown in  FIGS. 9A-9B ) and a back half  54  (shown in  FIGS. 10A-10B ) that may be coupled together. Such coupling may be accomplished by any means known to one skilled in the art of engines, including but not limited to the use of bolts and adhesives. The use of gaskets and seals may be used to reduce the possible occurrence of any leaks that could develop between the fastened halves of the cylinder liners  50 ,  55 . 
     Each of the upper and lower cylinder liners  50 ,  55  includes an internal cavity having a wall  57  that delimits a combustion chamber and defines at least a section of a torus. The wall  57  as an inner race  58  and an outer race  59  that further defines the combustion chamber and the torus geometry. More specifically, the wall  57  in the upper cylinder liner  50  delimits a first combustion chamber, while the wall  57  in the lower cylinder liner  55  delimits a second combustion chamber. It is understood that, within the scope of this disclosure, a torus means ring-shaped defined by a piston head oscillating around a common pivot point. Although the cross-sectional shape of the piston heads and the internal cavity of the cylinder liners are shown throughout this disclosure to be circular, it is possible that they may be another shape, such as but not limited to, a square, rectangle, or ellipse. 
     Still referring to  FIGS. 9B and 10A , the outer surface of at least one cylinder liner  50 ,  55  may contain multiple grooves  60  in order to reduce weight and to provide greater a surface area for cooling by the air that is forced to flow across the grooves  60  as the air flows through the engine assembly  1  (see  FIGS. 5A-5B ). Optionally, cylinder liners  50 ,  55  may further comprise cooling channels (not shown). These cooling channels may utilize the flow of a gas, such as air, or the flow of a liquid, such as water or oil, to provide an additional cooling effect to the combustion chambers  50 ,  55  and piston heads. 
     Each cylinder liner  50 ,  55  include at least one inlet port and one exhaust port. Preferably, each cylinder liner  50 ,  55  having front  52  and back  54  halves includes a total of four ports  65 , wherein two of the ports are used for inlet air and two of them for exhaust air during operation. Each cylinder half  52 ,  54  may include two of the ports  65  (see  FIGS. 8A and 10B ). One skilled-in-the-art will understand that one of the inlet and one of the exhaust ports  65  may not be necessary and is incorporated to reduce cost and simplify the manufacturing process. However, when present one of the inlet ports  65  and one of the exhaust ports  65  will become obstructed or closed off by a cylinder cap during the assembly of the engine  1 . The ports  65  are arranged such that the air enters and exits the torus shaped combustion chamber around a substantial portion of the circumference of the chamber. This type of air enter/exit process may be called “cross flow scavenging” and is capable of achieving a combustion efficiency of greater than or equal to 93 percent. Preferably, the air enters and exits the torus shaped combustion chamber through inlet ports  65  located on the inner race  58  and outer race  59 , respectively, of the wall  57  defining the inner cavity in the lower and upper liners  50 ,  55 . 
     In addition to an inlet and exhaust port, at least one of the cylinder liners  50 ,  55  may also include a cylinder pressure mount and a spark or glow plug in case of diesel fuel. A double spark ignition system may be provided. In addition, a fuel injector port  77  may be provided that intersects with a combustion chamber in each of the cylinder liners  50 ,  55 . (see  FIGS. 5A-5B ) The angle of intersection between the inlet port, exhaust port, and injector port with the internal surface of a combustion chamber is preferably within the range of about 30-90 degrees. During the normal scavenging process, the exhaust port will be preferably opened for a longer period of time than the inlet port. 
     The fuel injector may utilize a nozzle having a linear spray pattern divided into multiple planes. Each plane can have up to ten injector hole openings that allow fuel to enter the combustion chamber in an arc relative to the central axis of the injector&#39;s nozzle. The spray pattern may be parallel to the middle plane (as indicated by the dashed lines of  FIG. 5 ) of the entire engine assembly  1  or parallel to the surfaces of the piston heads  180  that delimit the combustion chamber when they are in a top dead center position (as shown by the dotted pattern in  FIG. 5  parallel to the piston head surface when in the top dead center position). The type of spray pattern allows the fuel to mix more effectively with the compressed gases and eliminates any unwanted overspray of the fuel onto the walls of the torus combustion chamber upon which the piston heads  180  travel during the oscillating motion from the top dead center position to a bottom dead center position back to the top dead center position. 
     Still referring to  FIGS. 8A-8B , other components within the engine assembly  1  include a rail  70 , first primary members  75 , second primary members  80 , a counter weight  85  (see  FIGS. 11A-11B ), and a halter sub-assembly, which includes the halter  90 . Additional components in the engine assembly  1  include an intermediate sub-assembly, and at least one slider assembly. The components are designed such that the radial motion in the engine assembly  1  is aligned in accordance with the central axis of the first  10  or second  45  crank shafts. The first  10  and second  45  crank shafts may be described as a two-piece crank shaft when the central axis of the first crank shaft  10  is aligned with the central axis of the second crank shaft  45 . The only axial motion that occurs is related to the movement of the first  75  and second  80  primary members and the crank cups bearings. 
     During the assembly of the engine  1 , the second crank shaft  45  (see  FIGS. 12A-12B ) may be inserted through the central opening  91  in the base plate  30  (see  FIGS. 6A-68 ) to provide support for the crank shaft  45  and pulley  40 . The base plate  30  is designed to include features that assist in the alignment of the cylinder liners  50 ,  55 , the crank shaft bearings, and the slider rail. A first crank cup bearing  95  (see  FIGS. 13A-138 ) can be inserted into the non-axially aligned opening  100  on the second crank shaft  45 , in which position it can act not only as a bearing, but also as a pin. 
     Referring to  FIG. 14A-14B , the intermediate sub-assembly  105  includes multiple components, such as a first intermediate member  115 , a second intermediate member  110 , and a halter (not shown), as well as at least one slider sub-assembly, which comprises multiple primary sliders  120 , slider cups, slider covers  130 , and rails  70 . The intermediate sub-assembly  105  is in contact with the first  75  and second  80  primary members. The intermediate sub-assembly  105  utilizes a sliding mechanism to facilitate the movement of the first and second primary members  75 ,  80  in opposite directions along a predetermined toroidal path The first intermediate member  115  (see  FIGS. 15A-15B ) include multiple T-members  135  (see  FIGS. 16A-16B ) positioned on both its lower and upper extensions  140 L,  140 U. These T-members  135  will allow the sliders  120  and ultimately the halter  90  to slide upon them, as well as provide stability to the sliding mechanism due to the interlocking features between the T-members  135  and the first intermediate member  115 . The open end  145  is designed such that the upper and lower extensions  140  of the first intermediate member  115  will couple and mate with the upper and lower extensions  150 U,  150 L of the second intermediate member  110  (see  FIGS. 17A-17B ). Separation of the first intermediate member  115  and second intermediate member  110  during the operation of the engine assembly  1  may be prevented by the use of at least one pin (not shown) press fit into a hole in each of the intermediate members  110 ,  115  that aligns itself during assembly. 
     The slider sub-assembly includes multiple primary sliders  120  (see  FIG. 18 ) with the peripheral surface of each being in contact with a slider cover  130  (see  FIG. 19 ). A slider cup  125  (see  FIG. 20 ) is inserted on to the rod-like provisions  160  located on the sides of each slider  120 . The slider cup  125  also makes contact with the slider cover  130 . The slider sub-assembly may also include a side wall and/or a top or lid as part of the overall structure. The side wall and the top/lid may act as frictional planar bearings. Preferably, the slider components are made of graphite or similar material, thereby, enabling the slider sub-assembly to move within the intermediate sub-assembly  105  with a low level of friction. 
     The halter sub-assembly is comprised of the halter  90  (see  FIGS. 21A-21B ) and multiple planar bearings with examples shown at  92 . The planar bearings are preferably made of graphite or a similar low friction material. At least one of the planar bearings, which will act as a horizontal frictional bearing, is inserted into the horizontal provisions  165  inside the halter  90 . Similarly, at least one of the planar bearings may be inserted on the vertical peripheral provisions  170  of the halter  90 . 
     Two slider sub-assemblies are used in conjunction with the intermediate sub-assembly  105 . More specifically, as shown in  FIGS. 14A-14B , the slider assemblies contact the T-member  135  near the peripheral edge of the intermediate sub-assembly  105 . Thus the intermediate sub-assembly includes a slider  120  on each side of the halter  90 . 
     Referring now to  FIGS. 22A-22B , the engine assembly  1  further comprises a piston sub-assembly  175  whose movement is assisted by the intermediate sub-assembly  105  along with the sliders  120  and halter  90 . The piston sub-assembly  175  includes the first primary member  75  (see  FIGS. 23A-23B ), the second primary member  80  (see  FIGS. 24A-24B ), and multiple piston heads  180  (see  FIGS. 25A-25B ). Each of the primary members  75 ,  80  includes two piston heads  180  positioned at opposite ends of the member. The piston heads are fastened to each primary member  75 ,  80  by means of a retaining component, such as a piston plate (not shown). The retaining component is inserted into the slot  185  located along the radial arc of the piston head  180 . The retaining component is prevented from moving during the operation of the engine assembly  1  by the placement of a low friction cover (not shown) over the slot that is preferably made of a similar material as the piston head  180 . The surface of the cover preferably coincides with the surface of the piston head  180  in order not to obstruct the movement of the piston heads  180  when positioned inside the piston cylinder liners  50 ,  55 . 
     The piston heads  180  positioned on either a first  75  or second  80  primary members may also delimit the internal cavity of the cylinder liners  50 ,  55 . Each piston head  180  may have a torus shape. The internal surface of the walls  57  within the cylinder liners  50 ,  55  may further act as guides for the piston heads  180  located at the ends of the primary members  75 ,  80 . 
     The engine assembly  1  may also include the use of various radial friction bearings located between the crank shafts  10 ,  45  and the primary members  75 ,  80 , or planar friction bearings located between the primary members  75 ,  80 , and/or between the intermediate members  110 ,  115  and rails  70 . The crank shafts  10 ,  45  are arranged such that they are positioned inside the diameter of the piston heads  180  and primary members  75 ,  80  toroidal path (see  FIGS. 5A-5B ). 
     The rails  70  (see  FIGS. 26A-26B ) are designed such that they are capable of mating with the internal surface base plate  30 . In addition, the halter  90  is designed to interact with and mate with the crank shafts  10 ,  45 , the sliders  120  and/or slider cups  125 . The crank shafts  10 ,  45  along with the crank cup bearings  95  interact with the crank rods  190  located on the halter  90  (see  FIGS. 21A-21B ). 
     The engine assembly  1  may further comprise any number of side plates  195  as shown in  FIGS. 1A-1B  with each side plate providing for structural support for the engine assembly. These side plates  195  may also act as the surface upon which the engine assembly  1  may be mounted to a structure (not shown) for use in a specific application. During the assembly of the engine  1 , the alignment of the cylinder liners  50 ,  55  with the piston heads  180  and the crank shafts  10 ,  45  through the top  15  and base  30  plates is accomplished. The entire engine assembly  1  may be securely held together through the use of more than one push bolt or other similar means that go through the top plate  15  and are threaded or fastened to the base plate  30 . 
     The first primary member  75 , the second primary member  80 , the piston heads  180 , the first cylinder liner  50 , and/or the second cylinder liner  55  may be comprised of a metal, a carbon composite, or a ceramic composite among others. The piston heads  180 , as well as any bearing surfaces, including but not limited to the crank cup bearing  95 , may be made of graphite composite in order to reduce friction resulting from contact with other components in the engine assembly  1 . One benefit of using a ceramic composite, such as graphite, is that the need for the use of an oil or other external lubricant to reduce the amount of friction between moving parts or components in the engine assembly  1  is either reduced or eliminated entirely. 
     The primary members  75 ,  80  and piston heads  180  may be either completely solid or partially hollow depending upon the weight requirements for the intended application. Examples of metals may include but are not limited to aluminum and heat treated steel. Examples of ceramic composites may include silicon carbide or silicon nitride, among others. The strength of carbon and ceramic composites may be enhanced through the use of fiber reinforcement. Each of the various components within the engine assembly  1  may be made as a single component or in multiple pieces that are fastened together to make the component. 
     During operation of the engine assembly  1 , when the primary sliders  120  are located at a point at which the sliders  120  are the farthest apart from one another with the assembly  1 , the piston heads  180  are located in a middle position where the piston heads  180  in the lower and upper cylinder liners  50 ,  55  are separated from one another. As the primary sliders  120  are allowed to move towards one another, the piston heads  180  in one of the cylinder liners  50 ,  55  move closer together until heads in that cylinder line reaches the dead center position within the liner. When the piston heads  180  are in the dead center position, the halter  90  is also in a middle plane position with respect to the entire engine assembly  1 . 
     The engine assembly  1  has multiple primary members  75 ,  80  with piston heads  180  that travel along a path of at least a partial torus. The motion of the primary members  75 ,  80  in the engine assembly  1  of the present disclosure may rotate into an upper position (not shown), whereby, the piston heads  180  in the upper cylinder liner  50  minimizes the volume of space located between these piston heads  180 . At the same time, the volume of space between the piston heads  180  in the lower cylinder line  55  reaches its maximum. When the primary members  75 ,  80  are rotated into a middle position (shown in  FIGS. 8A-8B ) the volume of space between the piston heads  180  in the upper  50  and lower  55  cylinder liners will be similar. When the primary members  75 ,  80  are rotated into a lower position (shown in  FIGS. 22A-22B ), the volume of space between the piston heads  180  in the lower cylinder liner  55  is minimized, while the volume of space between the piston heads  180  in the upper cylinder liner  50  becomes maximized. The volume of space between the piston heads  180  in the cylinder liners  50 ,  55  may be referred to as the combustion chambers. 
     The engine assembly  1  may also incorporate the use of in-line valves, including but not limited to flapper valves, without exceeding the scope of the present disclosure. These in-line valves may be in the exhaust ducting  66  located proximate to the exhaust openings in the cylinder liners  50 ,  55  in order to prevent the back flow of air into the combustion chamber during the exhaust cycle. 
     According to one aspect of the present disclosure, the engine assembly  1  may be utilized as an efficient steam engine due to its small geometric footprint and opposing torus piston design and kinematic mechanism. When operated as a steam engine, only one or two inlet/exhaust ports  65  would preferably be present in the upper  50  and lower  55  cylinder liners with such ports  65  being positioned to intersect with the combustion chambers delimited by the piston heads  180 . These ports  65  enable the steam to enter the combustion chambers and to press or force the piston heads  180  apart. For example, when the spatial area between the piston heads  180  in the upper cylinder liner  50  is minimized, steam is allowed to enter the combustion chamber, thereby, forcing the piston heads  180  apart. This action simultaneously causes the piston heads  180  in the lower cylinder liner  55  to move closer together in order to minimize the spatial area between the piston heads  180 , thereby delimiting the combustion chamber in the lower cylinder liner  55 . Steam is then diverted into the combustion chamber in the lower cylinder liner  55  to force the piston heads  180  in the lower cylinder liner  55  apart, while simultaneously forcing the piston heads  180  in the upper cylinder liner  50  closer together to begin the cycle over again. When the piston heads  180  are forced together, the steam or air present in the combustion chamber escapes through the exhaust port  65 . The inlet and exhaust ports  65  may be separate openings in each cylinder liner  50 ,  55  or the same opening. 
     Another aspect of the present disclosure is to provide a forced charge air system  200  that comprises a turbocharger  67  and/or a supercharger  68  in addition to the engine assembly  1  as shown in  FIGS. 27  A- 278 . Both the supercharger  68  and the turbocharger  67  provide air to fill a storage air tank  69  holding a quantity of air at a constant pressure. The constant pressure in the tank allows the combustion chambers in the engine assembly  1  to draw (e.g., scavenge) air once the piston heads and any electronic in-line air valves open to allow the flow of air into the combustion chambers. The pressure and flow of air entering the combustion chamber may depend upon such variables as the opening of in-line air valves, the settings associated with any pressure regulator valves that are utilized, and/or the rotations per minute (RPMs) of the engine  1 . When the mass air flow of air is plotted as a function of the revolutions per minute of the engine, the resulting graph may be linear in nature. 
     One purpose of the supercharger  68  and turbocharger  67  is to sustain the air pressure in the forced charge air system  200  by replenishing the amount of air in the fill tank. The pressure of the flow of air available for scavenging or entering the combustion chambers is equal to combination of the pressure for the air exhausted from the chambers, air supplied as cooling air through the flywheel  5 , and the air flowing in the exhaust ducting  66  that leads to the turborcharger  67 . The amount of air flowing to the turbocharger  67  can limit the efficiency of the turbocharger  67 , thereby, requiring supplemental air arising from the use of a supercharger  68 . A supercharger  68  will supplement or supply an additional air volume/pressure to the fill tank. The exhaust of air from the engine  1  through the exhaust ducting  66  and turbocharger  67 /supercharger  68  arrangement may be cooled through the use of a radiator  71  prior to being re-circulated for use as supply air for the engine assembly  1 . 
     Another aspect of the present disclosure is to provide a method of operating an internal combustion engine assembly as described above. The method generally comprises providing an engine assembly having a plurality of combustion chambers. Each combustion chamber is delimited by two piston heads  180  and the wall  57  of a cavity located in a cylinder liner  50 ,  55 . Each piston head and combustion chamber defines at least a section of a curved toroidal path with the piston heads adapted to move in opposite directions along this toroidal path. The fuel is injected into the combustion chamber, followed by the combustion of the fuel resulting in the release of chemical energy and the formation of combustion by-products. The release of chemical energy forces the piston heads to move apart. The chemical energy is transformed into mechanical energy via the movement of a primary member as part of the engine assembly that is coupled to each piston head. The mechanical energy so generated is transmitted to at least one crankshaft that is coupled to the primary members. The combustion by-products can be vented from the combustion chamber, followed by the piston heads being forced to move towards one another in order to delimit the combustion chamber, thereby restarting the process or method. 
     The foregoing description of various embodiments of the invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise embodiments disclosed. Numerous modifications or variations are possible in light of the above teachings. The embodiments discussed were chosen and described to provide the best illustration of the principles of the invention and its practical application to thereby enable one of ordinary skill in the art to utilize the invention in various embodiments and with various modifications as are suited to the particular use contemplated. All such modifications and variations are within the scope of the invention as determined by the appended claims when interpreted in accordance with the breadth to which they are fairly, legally, and equitably entitled.