Abstract:
A rotary piston engine energizable by internal combustion having an engine assembly whereby expansion of gas for driving the engine occurs on the outer circumference of at least one rotary disc element in the engine assembly and generated power is taken and exerted at a place that is relatively distant from the axis of a main drive shaft incorporated in the engine assembly so as to allow maximum torque generation in and by the apparatus even when operating at relatively low rates of rotation.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in-part of Ser. No. 878,111, filed June 24, 1986, now abandoned. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention pertains to improvements in rotary piston engines or motors powered by internal combustion procedures. 
     2. Description of the Prior Art 
     The evolution of modern internal combustion powered engines and motors is well known. The commencement thereof is many years past and the improvements upon original pioneering concepts and implementations has been constantly continuing since their inception. 
     A great proportion of, and a most significant thrust in, these developments has been towards engine adaptation of the conventional piston type with powering expansion by fuel combustion of an energizing medium suitable for the purpose of providing an explosive force to drive the movable piston within a plane of reciprocation, wherein an eccentric mechanism, such as a crankshaft, is furnished and so adapted as to be capable of converting reciprocating force and energy into rotary motive power of one or another sort. 
     Efforts have been made to make internal combustion engines and motors of a rotary configuration because of a perceived maximization of efficiencies with respect to function, performance and fuel consumption. 
     In all of this, it has indeed been observed and recognized that insofar as concerns the obtention of maximized work output efficiency in a so-called four stroke cycle there is continued need for compression patterns in gas engines and the like according to the now old expressions that Beau de Rochas first expressed in 1864. These classical rules of thumb are still appropriately applicable in presett day engines of various sorts, including the rotary type, and set forth clearly that: (i) there should be a maximum of cylinder volume per unit of cylinder surface; (ii) expansion should occur with maximum rapidity; (iii) there should be a maximum ratio of expansion; and (iv) there should be a maximum initial pressure. 
     In any event, many of the contemplated as well as actually employed rotary style engines did not prove successful nor find much practicality or applicability for actual use and installation. 
     Indicative and rather typical of the more-or-less impractical early types of rotary engines are those shown in U.S. Pat. No. 937,298 granted Oct. 19, 1909 to one A. Finch for a &#34;REVERSIBLE GAS OR OIL ENGINE&#34;; U.S. Pat. No. 1,272,728 granted July 18, 1918, to W. J. Tower for a &#34;ROTARY ENGINE&#34;; U.S. Pat. No. 1,286,900 granted Dec. 10, 1918, to A. C. Ashcraft for &#34;ROTARY ENGINE&#34;; and U.S. Pat. No. 1,319,932 granted Oct. 28, 1919, to S. B. Stevenson for a &#34;ROTARY ENGINE - EXPLOSIVE TYPE.&#34; These engines and even envisagable modifications thereof within the limits of the specified disclosures in which they are to be found are truly relatively primitive and crude devices by today&#39;s standards, especially as regards meeting modern needs and requirements; and are, therefore, totally unsuited to and unacceptable for vehicular and other possible usages. 
     More recent endeavors to provide efficient and useful types of rotary engines for modern needs and applications have been spurred on and accelerated by the desires and necessities to conserve fuels and energization media, especially those of hydrocarbon and petroleum origin. 
     Notwithstanding, rotary engines of the type shown in British Patent No. 838,166 dated June 22, 1960, for improvements in or relating to &#34;ROTARY INTERNAL COMBUSTION ENGINES&#34; and in British Patent No. 910,417 granted Nov. 14, 1962, for &#34;INTERNAL COMBUSTION ENGINES&#34;, have failed to overcome or really cure the deficiencies and inadequacies of earlier style rotary engines. On the other hand, some of those, such as the versions of E. T. Miller brought forth in his U.S. Pat. No. 3,852,001 issued Dec. 3, 1974, for a &#34;FLUID TRANSLATOR&#34;, are likely adaptable for use with such pressurized fluids as steam, despite being unsuited for adaptation with combustible fuel materials, such as gasoline. 
     Also, rotary engines of the type taught in U.S. Pat. No. 4,200,084 issued Apr. 29, 1980, to K. Alexeev, et al., are conceivably operable with combustible fuel supplies but are seriously hindered and rendered awkward and overly complex by their requirement to have numerous moving parts, cams, seals, etc., tending to hamper manufacture and easy maintenance for good operability and, also, regardless of condition, to also reduce efficiency and balance in and of the involved unit. 
     Nothing heretofore, however, appears to realistically concern itself with nor teach an effective, efficient, extremely reliable and exceptionally economic apparatus assembly which is well-adapted for manufacture and admirably endowed for usage with utmost satisfaction in order to furnish a most propitious rotary piston engine drivable with a variety of fuels for power motivation of the involved apparatus in the way so crucially indigenous as are present and innately associable in and with the present invention. 
     SUMMARY OF THE INVENTION 
     The invention is directed to a rotary piston combustion engine and contemplates an assembly arrangement utilizing a rotary disc element or rotor secured to and revolvable about a main shaft for rotation between a cover member and a housing. The rotary disc element, which runs in close proximity to a conforming end or termination of the housing, carries at least two cavities or depressions equidistant (that is, 180° apart when only two cavities are utilized) on the outer circumferential peripheral surface of the rotor disc element, each of the rotor cavities representing in fact one-half, or a substantially similar proportion, of a combustion or expansion chamber which is periodically formed during rotation of the rotor disc element. Similar and analogous, equispaced matching cavities or depressions are formed and provided in and on the inner circumferential surface of the rotor-confining and rotor-accommodating portion of the housing in such a way of disposition that, when only two cavities for chamber formation are on the rotor, there is a combustion (or other expanding gas or vapor-containing) chamber formed at each 180° of revolution of the rotor disc element. The outer circumferential surface of the rotor disc element has a diameter selected to be less than the inside diameter of the inner circumferential surface of the housing. The main shaft is located at the axial center of the inner circumferential surface of the housing, and the rotor disc element is attached to the main shaft off center so that the rotor disc element rotates eccentrically. The eccentricity of rotation of the rotor disc element results in successive formation of the aforesaid combustion chambers. The formed combustion chamber is fed a compressed, combustible, vaporized fuel mixture by a smaller, impelling end of one of two double-ended or double-headed, reciprocating, positive displacement pistons incorporated functionally in the engine assembly. Each piston is reciprocally driven by a swash plate impeller which is also secured to and rotatable with the main shaft in the assembly. The motivation of the pistons by the swash plate impeller alternatively feed and charge each forming combustion chamber as it is being formed upon commencement of alignment of the rotor and housing cavities during rotation of the rotor disc element. Ignition, when following an Otto cycle mode of operation (Diesel cycle being another preferred mode of operation), then occurs so as to effectively and functionally drive what amounts to, and is the equivalent of, a rotary piston in the form of the eccentrically located rotor disc element, which is the only movable part in the assembly positively contacted and actuated by the involved expanding and machine-energizing gas. 
     For a significant portion of its passage, the rotor disc element is subjected to explosive driving force. Upon dissipation of that propulsive actuation, an alignment is made, as a result of rotor positioning of the formed combustion cavity, with a waste gas discharge port so as to then complete a cyclic action for the given combustion chamber after its formation in the course of rotor rotation within the engine. Rotary impedance valves, fuel mixture and other pressurized motivating fluid media are provided, usually by appropriate machining, into an impeller barrel element within the assembly to facilitate and allow intake, transfer and check valving functions. At least one roller seal is provided between the inner circumferential surface of the housing and the outer circumferential surface of the rotor disc element to confine the aforesaid expanding gas. 
     Thus, this invention is an improved rotary piston engine capable of being fueled and operated by an internal combustion mode. The invention thus pertains to a novel rotary piston engine construction and operational technology which is very efficient, is relatively simple and straightforward to make and run, is comparatively inexpensive to fabricate in that it has low maintenance costs and easy maintenance requirements during operation, is extraordinarily rugged and durable, is uncommonly lightweight in that it features a unit power output per unit weight rating comparable with other motive power engines, is notably adaptable for multitudinous utilizations, and is technically advanced. All of these general characteristics of the present invention (including the methods and procedures involved in the various possible embodiments of same) are amongst the principal aims and objectives hereof. 
     Accordingly, it is an object of the present invention to provide a new and improved rotary engine unit especially well suited to be made and operated as an internal combustion apparatus. 
     It is a further object of the present invention to provide a rotary piston engine drivable as an internal combustion engine, and is in any event highly efficient in its use and consumption of ignitable fuel or other energizing media. 
     It is still a further object of the present invention to provide a rotary internal combustion engine which owes much of its simplicity to the fact that it is easily fabricatable in that it has few major and essential moving parts in its construction. 
     It is still another object of the present invention to provide a rotary internal combustion engine capable of minimizing impact loads and vibration during operation and which allows and provides motive power output in a relatively smooth, continuous and stable manner. 
     It is yet a further object of the present invention to provide a rotary internal combustion engine which is effectively separated into two heat zones for ease of cooling by virtue of having separate and distinct intake and compression functions associated with combustion and exhaust functions so as to readily allow combustion and exhaust to be processed in and through the rotor housing area of the engine assembly and subsequently exhausted through open ports in the block of the engine assembly. 
     It is an additional object of the present invention to provide a rotary engine of the internal combustion variety, which utilizes differentially sized, double-ended, positive displacement pistons for energizing media (such as a combustible fuel/air mixture) intake, transfer and necessary compression preparation functions external from the gas expansion chamber of the engine. 
     It is yet an additional object of the present invention to provide a rotary internal combustion engine which has a swash plate impeller drive to cause reciprocal motion in double-ended piston inclusions in the assembly in order to effectuate and perform energizing media (such as a combustible fuel/air mixture) intake, transfer and necessary compression effectuation and functions in and for the engine. 
     It is still a further object of the present invention to provide a rotary internal combustion engine having the above-described double-ended piston and swash plate impeller disc drive components and which utilizes, as one preferred means for this purpose, split ball tracking bearings in association with the swash plate impeller disc drive to facilitate smooth and sure transfer of the swash plate impeller disc drive force for operation and movement, during running of the engine, of the reciprocally-performing double-ended piston components. 
     And, it is yet a further object of the present invention to provide a rotary internal combustion engine of the above-indicated type which, having the above-mentioned distinctive and separated heat or temperature zones therein, allows for greater choices and diversities in the employed materials of construction and fabricating techniques in and for engine assembly as compared with conventional internal combustion engines. 
     The achievement of all the above indicated objects, with additional benefits and advantages derivable as accruements and desiderations thereto, will become more apparent in the ensuing detailed description taken in conjunction with the drawing attached hereto. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a broken-away plan view, partly in section, of the rotary internal combustion engine according to the present invention in which the rotor element cavities are situated at a mid-point between the housing cavities and the pistons are at their &#34;mid-stroke&#34; positionings; 
     FIG. 2 is a broken-away plan view of the engine assembly of FIG. 1 and in section analogous thereto, in which the rotor element cavities are aligned with the housing cavities, and the pistons are at extremes of their respective strokes; 
     FIG. 3 is a broken-apart view taken in elevation of the impeller barrel, the impeller barrel being oriented as in FIG. 1; 
     FIG. 4 is a side view, taken in section, of the impeller device, showing the passageway communicating between ends thereof; 
     FIG. 5 is a broken-apart view in elevation of the impeller barrel, the impeller barrel being oriented as in FIG. 2; 
     FIG. 6 is a perspective view of the impeller device which is otherwise illustrated in FIGS. 1 through 5; 
     FIG. 7 is an enlarged, cross-sectional side view taken along the plane intersecting the centerline or axis of either piston; 
     FIG. 8 is a front view, taken in section, of the engine according to the present invention, portraying the rotor element and showing therewith combustion chamber and exhaust port arrangements made in the housing; and 
     FIG. 9 is a perspective view, partly in section, of the engine according to the present invention, with the engine assembly housing cut or broken away, the rotor element being situated as in FIG. 1. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Looking with particularity to the several views of the drawing, an applied construction of the invention is now explained which, for convenience, is a described and illustrated construction of a rotary piston internal combustion gasoline engine. 
     As has been indicated, however, engines adapted to the internal combustion mode of powering of operation can also be designed within the scope of the invention utilizing other vaporizable liquid hydrocarbon or petroleum-based fuel stocks as well as other combustible fuel materials of known constitution and character. These include the so-called diesel fuels, as well as propane and the like; that is, normally-gaseous hydrocarbon combustibles. Other cycle processes are also contemplated including the Diesel cycle. 
     Now, then, referring first to FIG. 1 of the drawing, there is shown an engine assembly 10 according to the present invention, aspects of the major and essential components of the apparatus being arranged in functional, cooperative, combined style for operation. The same is applied to the portrayals of FIGS. 2 and 8. 
     In the assembly there is provided and appropriately mounted on a bearing (not shown), a main shaft 12 having a forward end 14 and a rearward end 16. The main shaft 12 is rotatably installed, via the bearing, in a housing 18, the housing including a forward cover plate 19 and a rearward cover plate 21, each of the cover plates supporting the aforesaid bearings. In each of FIGS. 1, 2 and 9, the forward end of the main shaft 12 extends to the left-hand side of each illustration. About the forward end 14 of the main shaft 12 is firmly affixed thereto and rotatable therewith a circularly-shaped rotor disc element 20 having a circumferential, peripheral surface 22; this surface being of cylindrical nature and generated as to be in eccentric relation with the axis of rotation of the main shaft 12 as shown in FIG. 8. The eccentric relation is achieved by connecting the rotor disc element to the main shaft at an off center location 23 of the rotor disc element, as shown in FIG. 8. 
     The rotor disc element 20 is preferably fabricated so as to contain on its outer circumferential surface 22 two rotor cavities 24 and 26 occurring as relatively deep indentations or depressions extending below the circumferential surface 22 of the rotor disc element 20 and of appropriate volumetric size and shape so as to suitably provide at least a substantial portion, preferably exactly half, of the desired capacity of the combustion chamber it is intended to in part form periodically during rotation of the rotor disc element 20 in its rotational travel while the engine is being run. As brought out in FIG. 2, one rotor cavity 24 is involved in forming a combustion chamber 28. This occurs when the rotor cavity 24 aligns with a housing cavity 32. The other rotor cavity 26, equispaced 180° from the rotor cavity 24, provides balance in the rotor disc element 20. A second combustion chamber is formed when the rotor cavity 24 has rotated to align with another housing cavity 34. 
     The engine outer casing or housing 18 is built to extend forward and backward along the main shaft 12 and, at its forward end, is internally shaped cylindrically (at least within its forward internal portion) so as to have an inner circumferential surface 36. The equispaced housing cavities 32 and 34 are formed as indentations or depressions which back up into the inner circumferential surface 36 of the housing 18 so as to match those on the rotor element 20. Preferably, as is the case with the rotor cavity 24, the housing cavities 32 and 34 form exactly half of the periodically formed combustion chamber volume. 
     It will be seen from FIG. 8 that the rotor cavities 24 and 26 and the housing cavities 32 and 34 each respectively have a lead cut 25A, 25B, 25C and 25D. Further, exhaust openings 27 and 29 are provided in the housing 18. The lead cuts and the exhaust openings facilitate aspiration of the combustion chambers, as will be described hereinbelow. 
     The rotor disc element 20 is mounted on the main shaft 12 off center. That is, the center of the rotor disc element is displaced in the direction away from the rotor cavity 24 that is involved in combustion functions. The outer circumferential surface 22 of the rotor disc element has a diameter less than the diameter of the inner circumferential surface 36 of the housing. The offset location of the rotor disc element on the main shaft cooperates with the aforesaid difference in diameters so that the outer circumferential surface 22 surrounding the rotor cavity 24 is adjacent the inner circumferential surface 36 of the housing. The outer circumferential surface 22 surrounding the rotor cavity 26 is separated from the inner circumferential surface 36. The offset relationship of the rotor disc element in relation to the housing and the main shaft affords production of a net unbalanced force during combustion, as will be explained hereinbelow. 
     When the rotor cavity 24 is rotated into an aligned position with the matching housing cavity 32 in the housing 18 so as to be in conformed opposition therewith, the first combustion chamber 28 is formed. Similarly, when the rotor cavity 24 is rotated into alignment with matching housing cavity 34, a second combustion chamber is formed identical to the first combustion chamber 28. These combustion chambers are completed when the smaller or forward end 37 and 40, respectively, of a respective one of double-ended first and second pistons 38 and 42 is reciprocated during operation of the engine to its forward-most point of travel (towards the forward end 14 of the main shaft 12 whereat the rotor disc element 20 is installed), which is its maximum stroke location. 
     As can be seen from FIGS. 1, 2 and 9, the pair of reciprocable pistons 38 and 42 are included within the engine assembly 10. The purpose of these pistons is to deliver combustible gas to the periodically formed combustion chambers. Each piston includes the forward, smaller end 37 and 40, respectively, and a larger rearward end 31 and 33, respectively. The forward end of the pistons reciprocates in a cylinder 39 and 41, respectively, which is sized for a respective sealing engagement therewith; the rearward end of the pistons reciprocates in a cylinder 43 and 45, respectively, which is sized for respective sealing engagement therewith. The pistons serve as combustible gas delivery agents in a manner discussed hereinbelow. 
     In this connection, it is noteworthy and of distinctive character insofar as concerns rotary piston engines to have as is done in the preferred embodiment of the present invention, the pistons of the machine moving and working their particular function in a longitudinally oriented stroke following a fixed in station path in the assembly 10 that is concentric with the centerline of rotation of the drive-transmitting main shaft 12 without, in fact, entering into the formed combustion chambers or, for that matter, lending a surface upon which the expanding gas operates. This is very different from the case of conventional, piston-driven internal combustion or other pressurized fluid engines wherein the functional piston elements are directly exposed to expansion gases in the cylinder enclosures during compression and expansion strokings in the operating cycle thereof. 
     Also firmly fixed in attachment to and about the main shaft 12 rearwardly along its length away from the rotor element 20 is an impeller device 44 (for ultimately reciprocatively-motivating the first and second pistons 38 and 42) in the form of an impeller barrel 46 upon which is securely mounted (so as to move circularly with movement of the main shaft 12 and surrounding impeller barrel 46) a swash plate impeller blade 48. Reciprocation of the pistons is achieved by constant contact between the swash plate impeller blade 48 at its outer peripheral rim 50 with connecting members 52 and 54, respectively, for accommodating swiveling of the rim 50 during rotation located at an intermediate rod-like portion of each of the first and second pistons 38 and 42. While equivalents are available, a preferred connecting member allowing the outer, reciprocally-moving rim of the swash plate impeller blade 48 to motivate the pistons reciprocally is a split ball tracking bearing 56 shown in FIG. 7 but also seen in FIG. 2 mounted to and contained in a suitable socket formation along the length (usually cylindrical) between the ends or heads of each of the first and second double-ended pistons 38 and 42. As can be understood from FIG. 7, an adjustment and clamping screw 58 secures, maintains and positions good joinder for motivating cooperation with and between the swash plate impeller blade 48 and each of the first and second pistons 38 and 42. The clamping screw is threaded to be received in a threaded aperture 59 in the pistons and is threaded thereinto so as to provide precise alignment of the ball tracking bearings with the swash plate impeller blade rim. The structure shown provides excellent and precise working contact and reliable engagement during operation between the swash plate impeller blade 48 and each of the first and second pistons 38 and 42. 
     The impeller barrel 46 is structured to additionally function as a multiple rotary valve arrangement for effective and efficient running and operation of the engine assembly 10. This is demonstrated by FIGS. 1, 2 and 6 as well as by FIG. 9. There are provided at appropriate locations in the rearward engine housing cover 21 a pair of primary intake port openings 62 and 64. There is located in the terminal peripheral circumference 66 of the impeller barrel 46 at its rear end 67 a first quarter-relief 68 therein. As shown in FIG. 6, this indentation 68 extends along the terminal circumference 66 and provides selective communication between the ports 62 and 64 and the cylinders 43 and 45. A second quarter-milled-relief 70, as shown in FIG. 1 as well as in FIG. 6, extends along the terminal peripheral circumference 66 and forms a slot for communicating fluid selectively between the cylinders 43 and 45 and a passageway 74 which is described hereinbelow. The relief 70 provides an intermediate passageway (or introductory, as it were, routing path) for vapor or gas flow from the inlet or intake ports 62 and 64 feeding into the intake valving in and for its transfer from the rear end 67 of the impeller barrel to its forward end 69 towards the rotor element 20. The impeller barrel circumference 66 at the first and second quarter-milled-relief renders, at needed and appropriate times in the cycle, a temporary blockage of and stoppage for all flow as that is momentarily unwanted so as to separate the valving functions. The passage of combustible vapor from its rearward intake end for delivery ultimately to the two combustion chambers is through the drilled or otherwise bored or tunneled passageways 74 running through the interior of the impeller barrel 46 and leading into and out of the circumference of the impeller barrel, as is shown for one of them in FIG. 4 and also indicated in FIGS. 3 and 5 of the drawing. 
     As appears in FIG. 6 (as well as in FIGS. 1, 2, 4 and 9), the swash plate impeller blade 48 for reciprocatingly motivating and stroking the first and second pistons 38 and 42, respectively, is generally circular at its outer peripheral rim 50. This, of course, can be varied to best suit and accommodate particular engine assembly arrangements that are implemented. 
     Further, the swash plate impeller blade 48 is set so as to be canted from perpendicular alignment upon the main shaft 12 so as to regulate and determine the length of travel of piston stroke according to the degree of cant. Again, according to particular given engine designs and specification characteristics, the degree of cant imparted to the swash plate impeller blade 48 can be readily varied to best meet the needs and exigencies of given operating requirements for any particular installation. A typical and frequent satisfactory impeller blade degree of cant for usual installations of the presently contemplated rotary engine apparatus is at or about 10.4° from the normal plane emanating from the impeller barrel center as defined along the main shaft 12 with respect to the flat surface 76 of the swash plate impeller blade 48. The swash plate impeller blade is thereby tilted to assume an alternating yawing disposition during rotation of the impeller barrel. 
     As shown in the illustrations, the impeller barrel 46 is composed of two parts 78 and 80 which mate with the swash plate impeller blade 48. The impeller device 44 is then held together by four counter-sunk bolts 82. A center aperture 83 of the impeller barrel is keyed or splined, as shown at 86 to the main shaft 12 for affixing the impeller device 44 on the main shaft. 
     FIG. 4 (as well as FIGS. 3 and 5) show a double seal 84 adjacent the periphery 86 of an annular shoulder 60 located at the forward end 69 of the impeller barrel 46. The double seal serves to isolate the annular shoulder from the interior of the main block of the engine assembly by abutting an annular wall 92 of the housing. 
     As has been discussed and brought forth, satisfactory piston structure for present purposes is detailed in FIG. 7. The important function of the piston units in the engine assembly 10 is their role in effectuating synchronization of the feed of energizing media into the forming combustion chambers. This is accomplished by having the piston feeding function timed with respect to the rotation of the rotor disc element 20 so that fluidic communication is present as the particular combustion chamber is forming, but closed at all other times. In other words, there is no piston-assisted fuel or other energizing media fed to any formed chamber during combustion and exhaust processes of rotor element rotation. In one sense, in fact, each piston in its manner of function and operation behaves somewhat like a particular variety of a two-stage compressor device. This comes from its first compression of the energizing media (such as a combustible fuel medium) being fed after its initial aspiration into the assembly by means of the vacuum-effect of the rearward end 31 and 33, respectively, of the pistons 38 and 42, when moving toward the rotor disc element 20 when the first quarter-milled relief 68 allows fluidic communication with a respective one of the intake ports 62 and 64. Then when moving away from the rotor disc element 20 and the aforesaid communication is cut-off, the second quarter milled relief 70 allows gas to be compressed through the passageway 74 into a particular cylinder 39 or 41 selectively through a rotary valve slot 96 in the annular shoulder and a respective housing opening 90 and 94. Subsequent reverse movement of the respective forward piston end 37 or 40 causes gas to be compressively delivered to the respective forming combustion chamber through a respective housing port 98 or 100, when the rotary valve slot 96 has rotated so as to prevent gas movement through the passageway 74. When the combustion chamber is fully formed and gas has been delivered thereto, the spark plug 88 is fired resulting in a torque being applied to the rotor disc element 20. To retain the compressive forces of the combusting and combusted fuel, a pair of roller valves 102A, 102B and 104A, 104B, are respectively provided for each housing cavity, located between the housing cavity and its respective exhaust opening 27 or 29. Each roller valve is biased to follow the outer circumferential surface 22 of the rotor disc element. 
     From the foregoing, it should be clear that the rotary internal combustion engine according to the present invention derives all of its motive power from combustion in the periodically formed combustion chambers with the expansion of the combusted fuel being directed against the rotor disc element 20 to produce rotary movement thereof. The pistons 38 and 42 are not exposed to the expanding gases of the combusted fuel, and, accordingly, the pistons do not participate in producing rotary movement; the pistons serve only as fuel mixture intake devices to the forming combustion chambers. 
     Operation will now be detailed with respect to the combustion chamber 28. The main shaft 12 is rotated. Rotation of the main shaft causes the impeller barrel 46 to rotate as well as its attached swash plate impeller blade 48. The swash plate impeller blade causes the double-ended piston 38 to reciprocate so that rearward end 31 is caused to move toward the rotor disc element 20. A vacuum is created thereby in the cylinder 43 while at the same time the first quarter-milled relief 68 permits fluidic communication between the intake port 62 and the cylinder 43. Continued rotation of the main shaft results in the double-ended piston 38 reaching its furthest stroke location toward the rotor disc element. At this point, combustible gases will have been sucked from the intake port 62 and are now contained in the cylinder 43. Additional rotation of the main shaft results in the double-ended piston moving away from the rotor disc element. Accordingly, the gas now in the cylinder 43 is pushed thereout by entry of the piston rearward end 31 into the cylinder. At this same time, the aforesaid fluidic communication between the intake port 62 and the cylinder 43 is terminated by the first quarter-milled relief having rotated from the intake port 62. Further, at this same time, the second quarter-milled relief 70 has rotated into position such as to permit fluidic communication between the cylinder 43 and passageway 74. Still further, the rotary valve slot 96 has rotated to permit fluidic communication between the passageway 74 and the housing opening 90. Accordingly, gas is transferred from the cylinder 43 to the cylinder 39 through the passageway 74. Eventually, the piston 38 reaches a location of maximum stroke in which it is furthest from the rotor disc element. At this point, fluidic communication between the cylinders 43 and 39 is cut-off because the rotary valve slot 96 has rotated to a position away from the housing opening 90. Continued rotation of the main shaft results in the piston 38 moving again toward the rotor disc element. Accordingly, gas in the cylinder 39 is now forced through the housing port 98 into the forming combustion chamber 28 through the lead cuts 25A and 25C. When the piston 38 has reached its end of stroke closest to the rotor disc element, and the forward end 37 thereof is masked by an annular lip 106, the spark plug 88 is fired, triggering combustion of the gas in the combustion chamber 28. 
     The rotor disc element is connected to the main shaft eccentrically. This eccentricity creates an imbalance, which forces the rotor disc element to rotate in a direction of increasing separation from the housing inner circumferential surface 36. The aforesaid rotational direction is indicated in FIG. 9 by arrow A. Combustion gases are confined to the combustion chamber 28 as well as the space between the circumferential surface 22 of the rotor disc element 20 and the inner circumferential surface 36 of the housing 18 between the roller valves 102A and 102B. When the rotor disc element has rotated to a location in which the lead cut 25A begins to move beyond the roller valve 102B, combusted gas then vents to the exhaust opening 27. At this point, the cycle is ready to repeat with respect to the second formed combustion chamber. 
     Complementary to that discussed hereinabove, it is worthwhile to further notice as within the ken of the artisan that along with the immediate foregoing and other involved parts and pieces of prospective apparatus, assemblies, and operating techniques pursuant to the invention, the rotary piston engine includes additional items as: lubricants, sealings, packings, sealing lubrications, bearings, journals and other mountings for rotatable elements (such as shafts, generally-cylindrical constructions, etc.), fasteners and other joining provisions including weldings, solderings, brazings and the like or equivalent securements, shimming and motion-stopping supplements, such as flangings and the like, piston ring and wall provisions, aperture, opening and passageway or channel constructions, threadings and implementations, means for mounting driven parts about arbors, shafts and so forth including locking keys and keyways, screw gearings, splines, shrink fits, headings and swagings, etc., moving elements and parts associations, mountings, and so forth that in general are common to and ordinarily practiced in the field of engine mechanics. 
     While the illustrated embodiment discloses an engine made with a single drive or main shaft, it is to be understood that several such engines may be mounted in tandem upon the same main shaft so as to effect an advantageous multiplication of output power and capability with a unitary engine construction. 
     Power take off means and transmission units are not discussed nor positively called for in the foregoing. Neither are clutches nor clutching appliances or the like when it is wanted to effectively idle power generation or application without stopping the engine. Neither is carburetion, timing devices for ignition, nor exhaust handling systems such as mufflers. For that matter, engine stopping and starting provisions are likewise not brought in as all of these are within the skill of those versed in the relevant art. 
     As is deducible from the foregoing revelations, engines in accordance with the present invention may be provided so as to have additional (i.e., more than a pair of) cylinders incorporated therein and so disposed in the assembly as to be capable of charging additional combustion (or other expansion) chambers about the same rotor element in the housing of the engine. Further, it is likewise readily comprehensible that additional piston means may be arrayed around the same main shaft and on opposite sides of the same rotor disc element. 
     It is to be recognized and comprehended that many modifications can be readily made to the present invention without substantial or materially-meaningful departation from its apparent and intended spirit and scope as to embodiments and practices thereof and in keeping therewith, which is all pursuant to and in accordance with that which is set forth and delineated in the hereto-appended claims.