Patent Publication Number: US-7721687-B1

Title: Non-reciprocating, orbital, internal combustion engine

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   This application claims the benefit of U.S. Provisional Application Ser. No. 60/792,603, filed Apr. 17, 2006, the specification and drawings of which are hereby incorporated by reference. 

   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   This invention relates to engines, including motors, of the internal combustion type, and in a specific case to reciprocating engines free of momentum change in the movement of their piston and cylinder parts. 
   More particularly, the invention is concerned with improving the basic internal combustion engine by eliminating many of the commonly associated albeit peripheral parts such as coolant systems, lubrication apparatus, and crankshafts that add weight, drain horsepower and cost efficiency. Further, by eliminating reciprocation of pistons, energy usually lost to reversing piston momentum within the engine is regained. By redesign and optimization of all facets of the internal combustion process we are able to present an engine that has a remarkably high horsepower to weight ratio, operates efficiently at low and high rpms, and runs on virtually any combustible fluid, including synfuels and biofuels as well as conventional hydrocarbon fuels and in different modes including diesel mode. 
   The invention uses an optimized cylinder and piston assembly and avoids e.g. Wankel rotor and stator assemblies that have proved expensive to build and hard to maintain. 
   The invention carries cooperating piston and cylinder pairs on separate, but intersecting, angularly counter-rotating carrier wheels to achieve interfittment in their relative movement but without the reversal of momentum that characterizes prior art devices. Momentum in the invention engine is angular and is never reversed, giving an inherent flywheel effect. 
   By carrying the cooperating cylinder/piston pairs at a chordal disposition relative to the circles defined by their respective carrier wheel, and mutually coordinating their junction in timed relation, pistons enter their cylinders in coaxial disposition, eliminating hitherto required complex mechanisms to tilt the pistons or cylinders into mating orientations. The thus carried pistons being fixed on the wheel are readily used without intricate fittings to deliver by injection combustible fluid fuel to the cylinder once interfittment is achieved for mixing with air or other combustible gases within the cylinder volume also simply in view of the fixed nature of the cylinders on their carrier wheel. Progressive penetration of the cylinder by the piston body, necessarily effected by the intersecting angular paths of the respective carriers, compresses the air fuel mixture as the cylinder exhaust port is closed or partially closed suitably by a spring biased valve and valve controller against escape of the mixture, as will be described. 
   Fuel detonation is typically by a spark plug or similar device, or by compression as in a diesel. Injection of fuel is controlled for efficiency and can be varied in volume, timing and shape for the application presented. Similarly, fully or partially maintaining cylinder exhaust port valve closure provides a means of varying engine output while maintaining the angular rotation of the carrier wheels constant by varying the amount of combustible mixture under piston compression in proportion to cracking or not of the valve before detonation. A further variation in output is provided by varying the piston stroke suitably while maintaining carrier wheel angular rotation and piston and cylinder positioning constant by moving the carrier wheels more or less apart to vary the active cylinder volume and thus fuel mixture compression without changing the basic operation of the wheels, pistons and cylinders. These designed-in variabilities in mode of operation enable tailoring the engine to a wide variety of applications and to the use of many different fuels. 
   Once the fuel is detonated, the exhaust port being closed, the piston and cylinder are driven apart thereby and their movement impels their respective carrier wheels to further rotation effecting rotation of a power take off shaft coupled to either or both carrier wheel hubs for e.g. powering vehicle movement. Auxiliary devices such as a blower can be driven off the power take off as well. Upon fuel detonation and concomitant piston withdrawal, the cylinder exhaust port valve, generally disposed at the bottom of the cylinder opposite the face of the piston, and adjacent the spark plug if present, is opened. The exhaust gases are vented out of the cylinder via the valved exhaust port in the cylinder bottom wall, e.g. to a catalytic converter. 
   Heat from combustion is cooled from the piston and cylinder by exposing these parts to coolant typically comprising only ambient air as they are carried circularly toward their next conjunction. The pistons and cylinders are completely separated by withdrawal of the piston from its cooperating cylinder facilitating their respective cooling. The cylinder exhaust port is open and ambient air coolant can enter and pass through the cylinder volume from bottom and top. 
   2. Description of the Related Art 
   Engines using rotary components rather than reciprocating are known. Reciprocation of pistons and or cylinders is achieved in this invention without change in momentum using chordally (not radially) disposed and angularly carried cylinders intersecting with chordally (not radially) disposed oppositely carried pistons for interfittment in coaxial relation; thus are the complications of radial disposition systems, such as cooperating parts being relatively rounded to mate properly, with an accompanying loss of efficiency, and/or parts pivotally brought into alignment for interfittment requiring beefy aligning gearing to withstand the forceful shocks of repeated detonations between the interfitted parts. 
   BRIEF SUMMARY OF THE INVENTION 
   As noted, the invention engine features an absence of direction-reversing action of the pistons and piston rods, this eliminates the inertial losses associated with reverse-type reciprocation. Further, pistons and cylinders are in constant orbital motion. Pistons and cylinders are in direct alignment throughout the compression and power cycle eliminating connecting rod angular oscillation; this minimizes frictional losses between pistons and cylinders. The greater lever arm advantage inherent in the invention engine results in higher torsional forces, allowing for low RPM operation and less engine wear. The invention engine has no crankshaft, no block, no connecting rods and no wrist pins to complicate the engine. The invention engine has no piston rings, sealing and oiling is achieved at the bottom of the cylinder by nonmetallic materials and this results in less wear on pistons and cylinders. There is no flywheel. Flywheel inertia is inherent in this engine design. There is only one valve, and thus less supporting hardware. The engine is air cooled from inside and outside of cylinders and pistons eliminating a radiator, water pumps, hoses, and like parts that are peripheral to an engine&#39;s main function. All cylinders complete a power stroke with each carrier wheel revolution. Variable compression pressures can automatically adjust for different fuels and greatly increase the efficiency of combustion, reducing pollution, eliminating engine knock and allowing for the use of available fuel including synfuels and biofuels. There is automatic variable exhaust valve control, allowing changes in displacement of the engine to effectively control engine horsepower to the level needed. This reduces the number of transmission gears required on vehicles and improves engine efficiency. Direct injection of the fuel through the piston provides optimum air/fuel mixing and increased combustion efficiency. The engine is suited for diesel operation by merely increasing compression and injector pressure as the engine design readily permits. 
   It is an object of the invention to meet the continuing need for engines offering the benefits of freedom from reciprocation-generated momentum changes, simplified construction, flexibility in fuels, variable output, high horsepower to weight ratios, and other benefits, including those noted above and hereinafter, that better match the power and efficiency needs of a modern economy. 
   These and other objects of the invention to become apparent hereinafter are realized in the invention combustible fluid operated engine, comprising a series of angularly carried cylinders adapted to receive the combustible fluid, and a cooperating series of oppositely angularly carried pistons arranged to coaxially oppose and sequentially enter and completely withdraw from respective ones of the cylinders in combustible fluid introducing, compressing, detonating and exhausting relation repetitively as a function of the relative angular carriage of the cylinders and pistons. 
   In this and like embodiments, typically the cylinders are carried on a cylinder wheel, the pistons are carried on a piston wheel, and the cylinder and piston wheels counter-rotate and are opposed edgewise and disposed in the same plane, the cylinder and piston wheels rotate on respective hubs, the hubs having plates defining the wheels, and including also a hub coupled power take off, there is also included a combustible fluid supply in fluid communication with each piston for delivery thereby into the respective ones of the cylinders in timed relation with piston cylinder entry for compression, detonation and exhaust, each cylinder has an exhaust port closable during piston entry in combustible fluid compression aiding relation, the cylinder exhaust port is at least partially openable during entry of the piston in combustible fluid compression varying relation, the cylinder exhaust port is open between successive piston entries into the cylinder in coolant passing relation into the cylinder, the engine further includes an exhaust port control valve controlling between the open and closed states of the exhaust port in timed relation with the angular carriage of the cylinder, each cylinder has an exhaust port closable during piston entry in combustible fluid compression aiding relation, the cylinder exhaust port is at least partially openable during entry of the piston in combustible fluid compression varying relation, the engine further includes an exhaust port control valve controlling between the open and closed states of the exhaust port in timed relation with piston entry into and withdrawal from the cylinder, the cylinders are carried on a cylinder wheel, the pistons are carried on a piston wheel in counter-rotating relation relative to the cylinder wheel, the cylinder and piston wheels being opposed edgewise and disposed in the same plane and supported by a frame, there is further included a frame, the cylinder and piston wheels rotating on respective hubs journaled on the frame, and there is also a hub coupled power take off, the respective hubs are relatively movable in piston-stroke-within-the-cylinder varying relation, the cylinder wheel carries multiple circularly distributed, chordally disposed cylinders at all angles of rotation of the cylinder wheel, the cylinders being open to cooperating pistons carried by the piston wheel, the piston wheel carries multiple circularly distributed, chordally disposed pistons at all angles of rotation of the piston wheel, the pistons being registerable with cooperating cylinders carried by the cylinder wheel, there is further included a combustible fluid supply in fluid communication with each piston for delivery thereby into the respective ones of the cylinders in timed relation with piston cylinder entry for compression, detonation and exhaust, there is further a combustible fluid detonator operatively associated with each cylinder such as a spark plug having a tip within the cylinder. 
   In a further embodiment, the invention provides a combustible fluid operated engine comprising a cylinder or piston angularly translatable in chordal disposition on a first driven wheel extending in a plane, a piston or cylinder respectively counter angularly translatable in chordal disposition on a second driving wheel extending in the plane, the first and second wheels being relatively arranged to interfit periodically the piston increasingly with the cylinder angular translation, and an energy supply to the cylinder for decreasing cylinder and piston interfittment. 
   In this and like embodiments, typically, the cylinders are carried on a cylinder wheel, the pistons are carried on a piston wheel, and the cylinder and piston wheels counter-rotate and are opposed edgewise and disposed in the same plane, the cylinder and piston wheels rotate on respective hubs, the hubs having plates defining the wheels, there is further included a combustible fluid supply in fluid communication with each piston for delivery thereby into the respective ones of the cylinders in timed relation with piston cylinder entry for compression, detonation and exhaust, each cylinder has an exhaust port closable during piston entry in combustible fluid compression aiding relation, the cylinder exhaust port is at least partially openable during entry of the piston in combustible fluid compression varying relation, the cylinder exhaust port is open between successive piston entries into the cylinder in coolant passing relation into the cylinder, the engine further includes an exhaust port control valve controlling between the open and closed states of the exhaust port in timed relation with the angular carriage of the cylinder, the engine also includes a frame, and the cylinder and piston wheels rotate on respective hubs journaled on the frame, and also including a hub coupled power take off, and the respective hubs are relatively movable in piston stroke within the cylinder varying relation. 
   In a further embodiment, the invention provides a combustible fluid operated engine having a power output, the engine comprising a cooperating cylinder and piston structure, the cylinder having a first axis, the piston having a first axis, a cylinder carrier wheel rotating on a cylinder carrier wheel hub and carrying the cylinder on a cylinder circular path in a first angular direction with the cylinder first axis chordally disposed to the cylinder circular path, a piston carrier wheel rotating on a piston carrier wheel hub parallel to and spaced from the cylinder wheel carrier and carrying the piston on a piston circular path in a second angular direction counter to the first angular direction with the piston first axis chordally disposed to the piston circular path and to the cylinder circular path, the cylinder and piston circular paths locally intersecting in cylinder and piston increasing and then decreasing interfitting relation, a detonatable fuel supply for detonating fuel within the cylinder in piston and cylinder decreasing interfitting relation to drive a carrier wheel, the driven carrier wheel being coupled to the power output in driving relation. 
   In its method aspects the invention contemplates a method of operating a combustible fluid operated engine, including angularly translating a cylinder in chordal disposition on a first circular path extending in a plane, oppositely angularly translating a cooperating piston in chordal disposition on a second circular path extending in the plane and that periodically intersects the first circular path in piston-in-cylinder increasing interfitting relation, and supplying energy between the cylinder and the piston in piston and cylinder decreasing interfitting relation. 
   The invention methods further include a method of operating a combustible fluid operated engine, including coaxially opposing and sequentially interfitting a series of angularly carried cylinders adapted to receive the combustible fluid and a cooperating series of oppositely angularly carried pistons, and thereafter completely withdrawing the pistons from respective ones of the cylinders in combustible fluid introducing, compressing, detonating and exhausting relation repetitively as a function of the relative angular carriage of the cylinders and pistons. 
   In this and like embodiments, typically, the method includes carrying the cylinders on a cylinder wheel, carrying the pistons on a piston wheel, counter-rotating the cylinder and piston wheels in edgewise opposed relation and disposed in the same plane, supplying a combustible fluid via each piston into the respective ones of the cylinders in timed relation with piston cylinder entry for compression, detonation and exhaust, maintaining closed within the cylinder an exhaust port during piston entry in combustible fluid compression aiding relation, maintaining the cylinder exhaust port at least partially open during entry of the piston in combustible fluid compression varying relation, and/or varying the spacing between the cylinder and piston wheels in piston stroke limiting relation. 

   
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
     The invention will be further described in conjunction with the attached drawings in which: 
       FIGS. 1-4  are progressive schematic depictions of a side elevation view of the engine with the piston and cylinder approaching, interfitting and withdrawing as a result of their indicated travel paths as defined by their respective carrier wheels; 
       FIGS. 5-1  and  5 - 4  are upper left portion and lower left portion respectively of a sexpartite top plan view of a left and first zone of the invention engine in one embodiment; 
       FIGS. 5-2  and  5 - 5  are an upper center portion and a lower center portion respectively of a sexpartite top plan view of a center and second zone of the invention engine in this embodiment; 
       FIGS. 5-3  and  5 - 6  are an upper right portion and a lower right portion respectively of a sexpartite top plan view of a right and third zone of the invention engine; and 
       FIG. 6  is an oblique view of the engine. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   In General 
   With reference to  FIGS. 1-6 , the invention combustible fluid operated engine  110  comprises a series of angularly carried cylinders  103  adapted to receive the combustible fluid, and a cooperating series of oppositely angularly carried pistons  104  arranged to coaxially oppose and sequentially enter and completely withdraw from respective ones of the cylinders in combustible fluid introducing, compressing, detonating and exhausting relation repetitively as a function of the relative angular carriage of the cylinders and pistons. 
   Cylinders  103  are carried on a cylinder wheel  118 ; the pistons  104  are carried on a piston wheel  112 . Cylinder and piston wheels  118 ,  112  counter-rotate and are opposed edgewise and disposed in the same plane, as shown. Cylinder and piston wheels  118 ,  112  rotate on respective hubs  82 ,  81 , the cylinder hub having plates  83 ,  84 , the piston hub having plates  85 ,  86  that defining the respective wheels, and at least in the case of the cylinder hub provide a hub coupled power take off. 
   A combustible fluid supply S is in fluid communication with each piston  104  for delivery thereby into the respective ones of the cylinders  103  in computer control module M-controlled timed relation (and sensor responsive relation as well) with piston cylinder entry for compression, detonation and exhaust. Each cylinder  103  has an exhaust port  111  closable during piston  104  entry in combustible fluid compression aiding relation. The cylinder exhaust port  111  is at least partially openable during entry of the piston  104  in combustible fluid compression varying relation. The cylinder exhaust port  111  is open between successive piston  104  entries into the cylinder  103  in coolant passing relation into the cylinder. 
   The engine  110  further includes an exhaust port control valve  46  controlling between the open and closed states of the exhaust port  111  in timed relation with the angular carriage of the cylinder  103 . 
   The cylinders  103  are carried on the cylinder wheel  118 , while the pistons  104  are carried on piston wheel  112  in counter-rotating relation relative to the cylinder wheel. The cylinder and piston wheels  118 ,  112  are opposed edgewise and disposed in the same plane and supported e.g. by a frame  115 . The cylinder and piston wheels  118 ,  112  rotate on respective hubs  82 ,  81  journaled on the frame  115 , the hubs providing a hub coupled power take off such as shaft continuation  82   a  of hub  82  where blower pulley  82   b  is mounted. 
   The respective hubs  81 ,  82  are relatively movable in piston  104  stroke-within-the-cylinder-varying relation. Cylinder wheel  118  carries multiple circularly distributed, chordally disposed cylinders  103  at all angles of rotation of the cylinder wheel, the cylinders being open to cooperating pistons  104  carried by the piston wheel  112 . In turn, the piston wheel  112  carries multiple circularly distributed, chordally disposed pistons  104  at all angles of rotation of the piston wheel, the pistons being registerable with cooperating cylinders  103  carried by the cylinder wheel  118 . A combustible fluid supply S is in fluid communication with each piston  104  for delivery thereby into the respective ones of the cylinders  103  in timed relation with piston cylinder entry for compression, detonation and exhaust. A combustible fluid detonator is operatively associated with each cylinder such as a spark plug  126  having a tip within the cylinder  103 . 
   More specifically, the invention combustible fluid operated engine  110  comprises a cylinder  103  or piston  104  angularly translatable in chordal disposition on a first driven wheel  118 ,  112  extending in a plane, a piston  104  or cylinder  103  respectively counter angularly translatable in chordal disposition on a second driving wheel  112 ,  118  extending in the plane, the first and second wheels being relatively arranged to interfit periodically the piston increasingly with the cylinder angular translation, and an energy supply S to the cylinder for decreasing cylinder and piston interfittment. 
   The invention further provides a combustible fluid operated engine  110  comprising a cylinder  103  or piston  104  angularly translatable in chordal disposition on a first driven wheel  112 / 118  extending in a plane, a piston  104  or cylinder  103  respectively counter angularly translatable in chordal disposition on a second driving wheel  118 / 112  extending in the plane, the first and second wheels being relatively arranged to interfit periodically the piston increasingly with the cylinder angular translation, and an energy supply S to the cylinder for decreasing cylinder and piston interfittment. 
   The cylinders  103  are carried on a cylinder wheel  118 , the pistons  104  are carried on a piston wheel  112 , supported for rotation by their respective axles and the cylinder and piston wheels counter-rotate and are opposed edgewise and disposed in the same plane. Further, the cylinder and piston wheels  118 ,  112  rotate on respective hubs  82 ,  81 , the hubs having plates  83 ,  84 ,  85  and  86  defining the wheels, and there is further included a combustible fluid supply S in fluid communication with each piston for delivery thereby into the respective ones of the cylinders in timed relation with piston cylinder entry for compression, detonation and exhaust. Each cylinder  103  has an exhaust port  111  closable during piston entry in combustible fluid compression aiding relation. The cylinder exhaust port  111  can be at least partially openable during entry of the piston  104  in combustible fluid compression varying relation. The cylinder exhaust port  111  is open between successive piston  104  entries into the cylinder  103  in coolant passing relation into the cylinder. The engine further includes an exhaust port control valve  46  controlling between the open and closed states of the exhaust port  111  in timed relation with the angular carriage of the cylinder  103 . The engine also includes a frame  115 , and the cylinder and piston wheels  118 ,  112  rotate on respective hubs  81 ,  82  journaled on the frame. There is a hub  81 ,  82  coupled power take off, and the respective hubs are relatively movable in piston-stroke-within-the-cylinder varying relation. 
   Further, the invention provides a combustible fluid operated engine  110  having a power output, the engine comprising a cooperating cylinder  103  and piston  104  structure. Cylinder  103  has a longitudinal axis C-C, piston  104  has the same longitudinal axis P-P, these longitudinal axes being at all times parallel with the longitudinal axes of each other cooperating cylinder and piston. There is a cylinder carrier wheel  118  rotating on a cylinder carrier wheel hub  82  carrying the cylinder on a cylinder circular path  118   a  in a first angular direction with the cylinder first axis chordally disposed to the cylinder circular path. There is a piston carrier wheel  112  rotating on a piston carrier wheel hub  82  parallel to and spaced from the cylinder wheel carrier hub  82  and carrying the piston on a piston circular path  112   a  in a second angular direction counter to the first angular direction with the piston first axis chordally disposed to the piston circular path and to the cylinder circular path. The cylinder and piston circular paths  118   a ,  112   a  locally intersect in cylinder and piston increasing and then decreasing interfitting relation. A detonatable fuel is supplied for detonating within the cylinder in piston  104  and cylinder  103  decreasing interfitting relation to drive a carrier wheel  118 ,  112 , the driven carrier wheel being coupled to the power output P in driving relation. 
   The invention method of operating a combustible fluid operated engine  110  includes angularly translating a cylinder  103  in chordal disposition on a first circular path  118   a  extending in a plane, oppositely angularly translating a cooperating piston  104  in chordal disposition on a second circular path  112   a  extending in the plane and that periodically intersects the first circular path in piston-in-cylinder increasing interfitting relation, and supplying energy between the cylinder and the piston in piston and cylinder decreasing interfitting relation. 
   A further invention method of operating a combustible fluid operated engine includes coaxially opposing and sequentially interfitting a series of angularly carried cylinders  103  adapted to receive the combustible fluid and a cooperating series of oppositely angularly carried pistons  104 , and thereafter completely withdrawing the pistons from respective ones of the cylinders in combustible fluid introducing, compressing, detonating and exhausting relation repetitively as a function of the relative angular carriage of the cylinders and pistons. 
   The method further can include carrying the cylinders  103  on a cylinder wheel  118 , carrying the pistons  104  on a piston wheel  112 , counter-rotating the cylinder and piston wheels in edgewise opposed relation and disposed in the same plane, supplying a combustible fluid via each the piston into the respective ones of the cylinders in timed relation with piston cylinder entry for compression, detonation and exhaust, maintaining closed within the cylinder an exhaust port  111  during piston entry in combustible fluid compression aiding relation, maintaining the cylinder exhaust port  111  at least partially open during entry of the piston in combustible fluid compression varying relation, and/or varying the spacing between the cylinder and piston wheels in piston stroke limiting relation. 
   Overview 
   The basic movement of the pistons and cylinders of invention engine  110  is schematically illustrated in  FIGS. 1-4 . An illustrative piston carrier wheel  112  carrying piston  104  is rotating clockwise (CW) on a circular path  112   a  about an axle  116  (hub  81 ). An illustrative cylinder carrier wheel  118  carrying cylinder  103  is shown rotating counter clockwise (CCW) on a circular path  118   a  about axle  124  (hub  82 ) that is parallel with axle  116  and spaced therefrom a distance (which can be varied for varying the interfittment of piston  104  and the cylinder and thus compression realized) as shown. Path  118   a  of cylinder  103  intersects path  112   a  of piston  104  as shown. Piston  104  and the cylinder  103  are disposed chordally (i.e. pistons and cylinders extend on an imaginary line that intersects the circular paths in two places without passing through the circle center, as represented by axles  116 ,  124 ) to the paths  112   a  and  118   a  respectively (the paths being representative of the cylinder  103  and piston  104  carrier wheels perimeters). Being thus carried and coordinated and relatively timed in their movement by gearing G,  117  the piston  104  and cylinder  103  are in paraxial alignment as they approach each other ( FIG. 1 ), coaxially aligned as their paths intersect ( FIG. 2 ) and again paraxially aligned as they depart each other ( FIG. 3 ), and continue on their respective paths ( FIG. 4 ) as shown. Fuel supply S to the cylinder  103  is via the piston  104  during the interfitting stroke and detonation is effected by spark plug  126  such that the piston is driven backward from interfittment, with the reaction force driving the cylinder carrier wheel  118  counterclockwise to a power take off such a rotating shaft extension of the cylinder wheel hub (not shown). The carrier wheels  112 ,  118 , then rotate under the explosive impetus of this detonation to bring a further cylinder  103  and a further piston  104  together in a circular cycle. 
   Control of the sole exhaust valve  46  in each cylinder  103  includes closing the valve when the piston  104  enters the cylinder  103  for full horsepower output, fuel is injected during the compression cycle, spark plug  126  ignites the fuel, the exhaust valve  46  opens to vent the exhaust gases before the piston  104  leaves the cylinder  103 . The exhaust valve  46  then remains open through the rest of the rotation cycle allowing fresh air or other coolant to cool the cylinder  103  and replenish air in the cylinder. With lower horsepower requirements the exhaust valve  46  remains open (by an adjustable cam AC,  FIGS. 5-3 ,  5 - 6 ) until the piston  104  has traveled as much as ⅔ the length of the cylinder  103  and then closes, effectively reducing the quantity of air in the cylinder volume  119 . Concurrently, the piston and cylinder carrier wheels  112 ,  118  can be moved closer together (by a small amount) reducing the volume  121  ( FIG. 3 ) of the combustion chamber to maintain the original compression ratio if desired. Thus, horsepower output can be varied to suit power requirements and greatly improve efficiency. 
   Specific Embodiments 
   In the ensuing description, left, right and center, and upper and lower are used with reference to the  FIGS. 5-1 , and following; in practice the engine  110  can be arranged in various orientations. 
   With reference to  FIGS. 5-1  to  5 - 6 , an embodiment of the engine  110  is shown having four cylinders  103  carried on a single cylinder carrier wheel  118  and four pistons  104  carried on a piston carrier wheel  112 . The number of cylinder and piston pairs can be varied as can the number of engines  110  connected together, e.g. by stacking with wheel hubs interconnected. Engine  110  is shown to have for purposes of description three zones, left, center and right, labeled Z 1 , Z 2 , and Z 3 ; in practice the engine is an integrated whole. 
   The first zone Z 1  corresponding to the left side of the engine  110  is shown to comprise a portion of the cylinder carrier wheel  118  and a cylinder  103 - 1  and related parts to be described. Second zone Z 2  corresponding to the center portion of the engine  110  is shown to comprise a second cylinder  103 - 2  and piston  104 - 2  carried by piston carrier wheel  112  and fully within the cylinder  103 - 2  carried by cylinder carrier wheel  118  and related parts to be described. Third zone Z 3  corresponding to the right side of the engine  110  is shown to comprise a portion of the piston carrier wheel  112  and a piston  104 - 3  and related parts to be described. 
     FIGS. 5-1  and  5 - 4  depict engine zone Z 1  and show respectively the upper left and lower left side of this embodiment of the invention engine  110 . Principal gearing  117  for the engine  110  is on the upper side and this region will be referred to as the engine gear side or gear side. The other or lower side of engine  110  will be referred to as lower engine side. Characteristic of the engine first zone Z 1  is the presence of an empty cylinder  103 - 1  that is being carried on carrier wheel  118  angularly downward in the Figures in a cooling mode following detonation and piston withdrawal. Cylinder carrier wheel  118  is partially shown and has a hub  82  that is useable as a power take-off beyond the gear side of the engine  110 . Cylinder hub  82  extends normal to the plane of wheel  118  (parallel to the paper) and coincides with the wheel axis  124 . Cylinder wheel  118  comprises a lower side cylinder wheel plate  83  and a gear side cylinder wheel upper plate  84 . A frame  115  having bearings  8  supports the hub  82  and thus the cylinder wheel  118  in journaled relation. 
   Cylinder  103 - 1  has a topmost piston-receiving opening  113  letting in to cylinder volume  119  and a bottom-most exhaust port  111 . Exhaust valve  46  extends through valve guide  47  and is spring loaded via compression valve spring  45  and valve spring retainer  44 . Rocker arm  107  and rocker arm adjuster  108  carried on the cylinder head  102  control movement of the valve  46  under actuation by push rod  106 . A spark plug  126  extends into cylinder volume  119  to provide ignition of air-fuel mixture in Zone Z 2 . Exhaust housing bushing  80  is shown on cylinder  103 - 1  for later registration with the exhaust housing  136  (Zone Z 2 ). Gearing  117  linking cylinder wheel hub  82  and piston wheel hub  81  is supported on the frame  115  on the side thereof opposite cylinder wheel  103 - 1 . 
     FIGS. 5-2  and  5 - 5  depict engine zone Z 2  and show respectively the upper center and lower center portions of this embodiment of the invention engine  110 . Principal gearing  117  for the engine  110  is again on the upper side supported by a further part of frame  115 . Characteristic of the engine second zone Z 1  is the presence of both a cylinder  103 - 2  and a piston  104 - 2  interfitted as in  FIG. 3 . Cylinder  103 - 2  and piston  104 - 2  are being carried on cylinder carrier wheel  118  having hub  82  and piston carrier wheel  112  having hub  81  both angularly upward (counter-rotating) in the Figures in an interfitted mode for immediate detonation upon their conjunction and subsequent cylinder  103 - 2  and piston  104 - 2  withdrawal from each other as they travel the wheel-defined arcuate paths  118   a ,  112   a . Cylinder carrier wheel  118  is as described with reference to zone Z 1 . Piston cylinder wheel  112  comprises a lower side piston wheel plate  86  and a gear side piston wheel plate  85 . 
   Cylinder  103 - 2  is as cylinder  103 - 1  was described in reference to zone Z 1 . Exhaust housing bushing  80  is shown on cylinder  103 - 1  for later registration with the exhaust housing (Zone Z 2 ). Gearing  117  is supported on the frame  115  beyond the cylinder wheel  103 - 1 . Piston  104 - 2  (and  104 - 3  in zone Z 3 ) comprises a plug  104  forming the piston per se, and therewithin a piston cartridge  105  and an injector  34  communicating fuel supply S via a rotary union  57  and piston opening  134  with the cylinder volume  119  in the interfitted condition of the cylinder and piston  103 - 2 ,  104 - 2 . 
   Spark plug  126  detonates the air fuel mixture, the exhaust valve  46  being closed. Exhaust housing bushing  80  on cylinder  103 - 2  is registered with exhaust housing  136  (Zone Z 2 ). In some embodiments exhaust valve  46  is left partly open during piston entry into the cylinder volume  119  reducing the amount of air-fuel mixture to be compressed. The gearing  117  linking cylinder wheel hub  82  and piston wheel hub  81  is supported on the frame  115  on the side thereof opposite cylinder wheel  118 . 
     FIGS. 5-3  and  5 - 6  depict engine zone Z 3  and show respectively the upper right and lower right sides of this embodiment of the invention engine  110 . Characteristic of the engine third zone Z 3  is the presence of an unengaged piston  104 - 3  that is being carried on piston carrier wheel  112  supported by hub  81  (zone Z 2 ) angularly downward in the Figures in a cooling mode following detonation and piston withdrawal. Cylinder hub  81  extends normal to the plane of wheel  112  (parallel to the paper) and coincides with the wheel axis  116 . Frame  115  having bearings  8  supports the hub  81  and thus the piston wheel  112  in journaled relation. The adjustment of the hub  81  relative to hub  82  to enable variation in compression within cylinder compression zone volume  121  is through linkages  76 ,  77  and displacement arm  78  in zone Z 3 . 
   A typical engine has a height of about 20 inches, a width of about 10 inches and a length of about 40 inches, and weighs about 300 pounds; cylinder bores can be 2.5-inch by 3-inch. 
   The invention engine thus meets the present need for engines offering the benefits of freedom from reciprocation-generated momentum changes, simplified construction, flexibility in fuels, variable output, high horsepower to weight ratios, and other benefits noted above, to better match the power and efficiency needs of a modern economy. 
   The foregoing objects are thus met.