Patent Publication Number: US-7210429-B2

Title: Rotating positive displacement engine

Description:
CROSS-REFERENCE TO PRIORITY APPLICATION 
   The present application is based on and claims the benefit of U.S. provisional patent application Serial No. 60/346,534, filed Jan. 8, 2002, the content of which is hereby incorporated by reference in its entirety. 

   BACKGROUND OF THE INVENTION 
   The present invention relates to engines of all sorts. More particularly, the present invention relates to an engine having a rotating cylinder bank. 
   Internal combustion engines have been around for a long time and include, primarily, the Otto-type and Wankel engines. The Otto-type engine is a four-cycle engine in which a piston linearly reciprocates within a cylinder combustion chamber. The cylinders are typically arranged in one of three ways: a single row (in line) with the centerlines of the cylinders vertically oriented; a double row with the centerlines of opposite cylinders converging in a V (V-engine); or two horizontal, opposed rows (opposed or pancake engine). Beginning in the early part of the twentieth century, the conventional Otto-type reciprocating engine began to assume dominance as the most practical approach, even though it was recognized that a large portion of the energy developed through combustion of fuel was wasted in decelerating and accelerating the pistons on their reciprocating strokes. The Wankel engine, which is also known as a rotary engine, is denoted as such because it utilizes a triangular rotating disc which forms combustion chambers as it rotates within a fixed cylinder. The Wankel engine is also a four-cycle engine, and while it has several advantages over the Otto-type engine, it lacks torque at low speeds which leads to greater fuel consumption. 
   It is desirable that a practical internal combustion engine have one or more, and preferably all, of the following advantageous features not heretofore provided: (1) a smooth, relatively vibration-free engine; (2) no energy lost in accelerating and decelerating reciprocatingly moving pistons; (3) multiple power take-off points; (4) a plurality of ignition systems optional; (5) an option of employing conventional supercharger and fuel injector-spark plug ignition or compression ignition of air and fuel injection analogous to a diesel engine; (6) improved central fuel/air injection in which the fuel/air is moved outwardly through the engine by centrifugal force to afford a more nearly uniform combustion mixture and complete exhaust through a peripherally disposed discharge port; (7) an unusual high-power-to-weight ratio; (8) a mechanical efficiency curve that becomes more advantageous to doing meaningful work earlier in the power stroke, than in the conventional Otto-type engine, in order to take advantage of the higher cylinder pressures at that time which results in increased torque and more power; (9) an ability to change the cubic displacement and therefore the torque potential of the engine while it is running thereby giving it the ability to respond to varying power needs; (10) an ability to take advantage of a four-cycle progression which includes intake, compression, ignition-power, and exhaust, in a rotary configuration; and (11) the option of altering the mechanical efficiency curve to virtually any configuration. 
   In the early 1970&#39;s a two-cycle rotary vee engine was invented as illustrated in U.S. Pat. Nos. 3,830,208; 3,902,468; and 3,905,338. In essence, the rotary vee included six cylinders in each end of a housing, the middle of which was bent at a vee angle of 110°. The pistons in each cylinder at one end of the housing were fixedly attached to the respective piston in the opposite end of the housing, and the entire cylinder-piston arrangement revolved. The advantages of the rotating cylinder banks of the vee engine were in the substantial increased power and efficiency when compared to a linearly reciprocating Otto-type engine or Wankel engine. However, the design structure of the vee engine failed because the torque developed by the second cylinder bank was transmitted through the first via a violent twisting motion which scored the pistons and cylinder walls whenever a large load was applied. The other problem with the vee engine was that it was a two-cycle oil-in-fuel mixture design which is less reliable and less clean burning than a four-cycle configuration. 
   It is therefore desirable to provide a new rotary engine with a rotating cylinder bank like the vee engine, but with improved fuel efficiency, lower emissions, smaller size, and/or greater power and which has the advantageous features mentioned above. 
   SUMMARY OF THE INVENTION 
   The present invention relates to an engine including a stationary housing; a cylinder bank rotatably mounted to the housing about a central longitudinal axis, the cylinder bank having a plurality of cylinders therein radially distanced from and parallel to the central longitudinal axis, each cylinder having a cylinder wall, an intake port, an exhaust port, a valve assembly governing the opening and closing of the intake port and the exhaust port, a piston moveable within the cylinder between an up position and a down position, and a connecting member having an inner end connected to the piston and an outer end; a torque plate operatively connected to the outer ends of the connecting members, the torque plate being rotatably mounted in a torque plane defined by the outer ends of the connecting members and which makes an oblique angle to a plane perpendicular to the central longitudinal axis, so that as the cylinder bank rotates the torque plate sequentially guides each piston from the up position to the down position during a first portion of a rotation of the cylinder bank and then sequentially guides each piston from the down position to the up position during a second portion of the rotation of the cylinder bank; and a synchronizing member operatively connected to the cylinder bank and the torque plate so that the cylinder bank and torque plate rotate at the same speed. 
   The engine according to the present invention is adaptable to a four-cycle internal combustion engine having an exhaust stroke, an intake stroke, a compression stroke, and a power stroke. In this case, the engine further comprises valve control means for sequentially opening the intake port of every other cylinder for a first rotation of the cylinder bank for the exhaust stroke during which combusted gases are exhausted from every other cylinder as the respective piston therein moves from the down position to the up position and then for the intake stroke during which the combustible fuel is supplied to every other cylinder as each respective piston therein moves from the up position to the down position, and the valve control means then sequentially closing the valve of every other cylinder for a second rotation of the cylinder bank for the compression stroke during which the combustible fuel in every other cylinder is compressed as the respective piston therein moves from the down position to the up position and then for the power stroke during which the ignition means sequentially ignites the combustible fuel in every other cylinder forcing the respective piston therein from the up position to the down position, wherein the four-cycle operation is completed for each cylinder after two full rotation of the cylinder bank. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  is a longitudinal cross sectional along Line I—I of  FIG. 2B  showing a four-cycle rotating positive displacement engine according to the teachings of the present invention. 
       FIGS. 2A-2G  are a series of horizontal cross sections of the engine shown in  FIG. 1  at selected positions of a rotational cycle, with the cam surfaces superimposed over the cylinders according to the teachings of the present invention. 
       FIG. 3  is a perspective view of a cam plate for activating the cylinder valves in accordance with the teachings of the present invention. 
       FIG. 4  is a longitudinal cross section of another embodiment of the four-cycle positive displacement engine according to the teachings of the present invention. 
       FIG. 5  is a longitudinal cross section of another embodiment of the four-cycle positive displacement engine according to the teachings of the present invention. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     FIG. 1  illustrates a rotating four-cycle positive displacement internal combustion engine  10  according to the principals of the present invention. The engine  10  includes a power production assembly  12 , a fuel control assembly  14 , and a power take-off assembly  16 . Four-cycle operation is provided in the course of two complete revolutions of the engine, wherein there is an intake cycle ranging from about 0° to about 180° of the first revolution of the engine, a compression cycle ranging from about 180° to about 360° of the first revolution, a power cycle ranging from about 360° to about 540° of the second revolution, and an exhaust cycle ranging from about 540° to about 720° of the second revolution, as will be further explained below in the section entitled Operation of the Invention. 
   The power production assembly  12  includes a stationary housing  18 , a cylinder bank  20  rotatably mounted within the stationary housing  18  about a central longitudinal axis  22  via bearings  21  and  25 , an exhaust manifold  23  fixedly attached to the stationary housing  18 , a spark plug commutator  24  mounted to the stationary housing  18  so as to operate in contact with the rotating cylinder bank  20 , and a control unit  26  for providing the desired ignition sequence. The cylinder bank  20  includes a plurality of equidistantly-spaced and radially-offset combustion chambers therein, each of which is formed by a cylinder  28 , a piston  30 , and a valve  32 , and each of which further includes an intake port  34 , an exhaust port  36 , and a spark plug  38 . The fuel control assembly  14  admits a fuel and air mixture in a timed sequence into each cylinder  28  via its intake port  34  as the piston  30  therein moves from an up position to a down position as the cylinder bank  20  rotates. The fuel/air mixture is compressed within the cylinder  28  as the piston  30  therein moves from the down position to the up position as the cylinder bank  20  rotates, and then the control unit  26  explodes the fuel/air mixtures in timed sequence as the spark plug  38  in each cylinder  28  operatively engages the spark plug commutator  24  at location  29  as the cylinder bank  20  rotates. Commutator as used herein includes any form of mechanical or electronic timing of initiating spark. The explosion drives the respective piston  30  from the up position to the down position and causes the cylinder bank  20  to rotate thereby capturing the expanding gases from the exploded fuel and transferring the energy to torque. The combusted gases within the cylinder  28  are exhausted through the exhaust port  36  thereof and into the exhaust manifold  23  as the piston  30  moves from the down position to the up position as the cylinder bank  20  rotates. 
   Each piston  30  is connected to a rod  40  which transfers the torque to the power take off assembly  16 . Each rod  40  has an inner end  42  spherically mounted to an underside of the respective piston  30  using a retaining ring  44  so that the inner end  42  of the rod  40  freely rotates and pivots about its own axis as the cylinder bank  20  rotates. Each rod  40  has an outer end  44  coupled (e.g. spherically, universal joint, etc.) mounted to power take off assembly  16  using a retaining ring  48  so that the outer end  46  of the rod  40  freely rotates and pivots about its own axis as the cylinder bank  20  rotates. 
   In order to achieve the four-cycle operation, it is preferred that there is an odd number (1, 3, 5, 7, 9, etc.) of combustion chambers so that as the cylinder bank  20  rotates, each cylinder  28  goes through the four-cycle operation in a simple timed sequence wherein every other cylinder  28  is acted upon. More specifically, on one side of the engine adjacent cylinders  28  alternate between the intake and power cycles, wherein the control unit  26  times the spark plugs  38  so as to fire in every other cylinder  28  as the cylinder bank  20  rotates, and wherein the fuel control assembly  14  admits a fuel and air mixture to every other cylinder  28  as the cylinder bank  20  rotates. On the other side of the engine, the adjacent cylinders  28  alternate between the compression and exhaust cycles. In the seven cylinder  28  engine illustrated in  FIG. 2 , this alternate firing/fueling and, conversely, compression/exhaust provides continuous operation and accomplishes the four-cycle operation for all of the cylinders  28  in the course of two full rotations of the cylinder bank  20  in the following sequence: Cylinder #1, #3, #5, #7, #2, #4, #6, #1, etc., as will be further explained below in the section entitled Operation of the Invention. 
   The valves  32  seal the cylinder  28  from the intake port  34  and the exhaust port  36  and are built to withstand the full pressure of the exploding gasses within the combustion chamber. The valves  32  are typically poppet valves as are used in standard contemporary gasoline engines. This single valve  32  configuration is preferred over separate intake and exhaust valves because it achieves greater volumetric efficiency, simplifies the cam geometry, enables less energy to be spent depressing the valve  32  only once during each four cycle operation, and reduces the need for rapid acceleration of the valve stroke as is necessary in a two valve configuration. Nevertheless, it should be noted one or more intake and one or more exhaust valves can be used in other embodiments of the invention. 
   Referring to  FIGS. 1 and 2A , in the embodiment illustrated, the fuel control assembly  14  includes a rotating air supply turbine  50  or other air compressor unit for admitting and pressurizing ambient air into the engine  10 , a plurality of fuel lines  51  having liquid fuel injectors  52  connected thereto for mixing and admitting atomized liquid fuel and the pressurized ambient air that is entering the cylinders  28 , a fuel supply unit  54 , and the control unit  26  for regulating the flow of fuel from the fuel supply  54  to the fuel injectors  52  and for regulating the speed of the turbine  50  and the pressure and volume of air flowing into the cylinders  28 , and a cam assembly  56  for regulating the valves  32  of each cylinder  28  in relation to the turbine  50 , the fuel injectors  52 , and the exhaust manifold  23 . Ambient air enters the engine  10  at the center of rotation through an air intake port  58  and is compressed by the turbine  50 , which spins at a substantially greater rate than the cylinder bank  20 . The turbine  50  is rotatably mounted via bearings  47  and  49  and driven by any one of a variety of methods including a gear train directly linked to the rotating cylinder bank  20 . Preferably, the turbine  50  is driven by a variable speed motor  60 , mounted on a support  62 , which transfers power either directly or through a power train  64 . The speed of the motor  60  is variable and governed by control unit  26  via line  55  so as to control the pressure and volume of air provided to the engine  10  in proportion to the needs of varying operating engine conditions such as load, rpm, temperature, etc. The engine conditions are monitored through the use of dedicated real time sensors, which are well known in the art, for measuring conditions such as rpm, load, throttle position, head temperature, air velocity, exhaust composition, and manual override, etc. 
   Air in the turbine  50  flows axially and radiates downwards from the air intake port  58  and towards the circumference of a stationary turbine shroud  68  by action of turbine impellers  70  and thereby becomes pressurized for entering the rotating cylinder bank  20 . This pressurized air can serve two purposes. First, the pressurized air enters the plurality of cooling ports  72  to cool the interior of the cylinder bank  20 . A bimetallic valve  74 , or similar acting device, at the entrance to cooling port  72  automatically opens and closes to increase or decrease the heat dissipation, thereby keeping the engine  10  at a uniform operating temperature. The cylinder bank  20  has cooling fins  76  protruding therefrom to help increase the efficiency in transferring cooling air to and heat away from the interior of the engine  10 . The pressurized air from the turbine  50 , augmented by the spinning, turbine-like motion of the cylinder bank  20  and the cooling fins  76 , exits the cylinder bank  20  via a plurality of cooling slots  78  on the exterior stationary housing  18 . The cooling slots  78  should be irregularly spaced so as to avoid harmonic whistling. The second function of the pressurized air from the turbine  50  is to provide pressurized air for combustion in the cylinder chambers. In this case the pressurized air passing through the turbine  50  then passes butterfly valve  80  and through intake port  34 , where it mixes with the fuel, and then into the cylinder  28 . Fuel is added to the cylinder  28  via the series of fuel lines  51 , which pass longitudinally through a portion of the stationary turbine shroud  68  and then to fuel injectors  52 , which can be in the intake manifold or associated with the cylinder. The control unit  54  supplies and controls the flow of liquid fuel through the fuel injectors  52  to the stream of pressurized air passing through the intake port  34 , depending on engine conditions. 
   Referring to  FIGS. 1 and 3 , the cam assembly  56  includes a cam plate  82  having a plurality of cam surfaces  84  protruding therefrom or other mechanical actuator, and a tracking ball  86 , retaining ring  88 , valve lifter  90 , and valve return spring  92  associated with each cylinder valve  32 . The cam assembly  56  times the valves  32  so as to open commencing at the exhaust cycle (540° to 720°) and remaining open through the intake cycle (0° to 180°). It is preferred to use an odd number of pistons  30  and corresponding cylinders  28  so that every other piston  30  continuously fires while the cylinder bank  20  is rotating in normal operation. If an even number of pistons  30  and corresponding cylinders were to be used it would substantially complicate the timing of valves  32  and they would have to include electronically controlled actuators. Nevertheless, electronically controlled actuators can be used in place of the cam plate, if desired. In an embodiment comprising a cam plate, cam plate  82  has an external gear  100  that engages an internal gear  102  on the cylinder bank  20 , or any other similar positive method of interaction, at position  104 . The cam plate  82  spins at an exact synchronous ratio to the cylinder bank  20  so that the cam surfaces  84  are timed to actuate the valves  32  according to the particular timing sequence of the engine. In the illustrated example of a seven-cylinder engine, the cam plate  82  advances seven rotations for every six rotations of the cylinder bank  20 . The three cam surfaces  84  on the cam plate  82  are squiggle in shape and of uniform height, as shown in  FIG. 3 , so that with the seven-to-six gear ratio of the cam plate  82  to cylinder bank  20  the cam surfaces  84  contact and stay in contact with every other roller tracking ball  86  as the cylinder bank  20  rotates (see FIGS.  2 A- 2 G). Depression of the roller ball  86  by the cam surfaces  84  thereby actuates the valve  32 , herein through the respective valve lifter  90 , and corresponding valve  32  as the engine rotates, so that each valve  32  is depressed only one time in every two rotations (720°) of the cylinder bank  20 . The valve return spring  92  returns the valve  32  to the closed position after the cam surfaces  84  move past the tracking ball  86 . 
   Referring again to  FIGS. 1 and 3 , the cam plate  82  is rotatably mounted to the stationary housing  18  about a cam axis  106  using a suitable bearing assembly, herein exemplified as ball bearings  110  which ride in a bearing race  111 . The cam axis  106  is essentially parallel to the central longitudinal axis  22  and radially offset outwardly from it in the direction of top dead center. This offset is to be determined by the difference in the radius of the gears  100  and  102  on the spinning cam plate  82  and the rotating cylinder bank  20 , respectively. The six-to-seven gear ratio causes each valve  32  to be opened only for the desired fuel exhaust and intake cycles of the engine  10 , and to remain closed for the compression and power cycles of the engine  10 . For other design embodiments involving a different odd number of cylinders  28  (for example 1, 3, 5, 9, 11, etc.) and a different number of valves  32  per cylinder (for example 1, 2, 3, 4, etc.) there will be a different timing ratio and a different number of cam surfaces  84  on the cam plate  82 . For example in a five cylinder engine (not shown) having one valve per cylinder, the cam plate  82  would spin slower than the cylinder bank  20  at a ratio of ⅚ its speed and there would be three cam surfaces  84 . 
   As shown in  FIG. 1 , in its simplest form the power take off assembly  16  includes a load bearing torque plate  120 , a spinning thrust plate  122 , and a power take off shaft  124 . The thrust plate  122  revolves in a plane  129  around a torque axis  126  and is supported by the torque plate  120  by bearings  128  which contain the thrust plate  122  both laterally and longitudinally. Tapered roller bearings  125  absorb stresses between the rotating cylinder bank  20 , the thrust plate  122  and the stationary housing  18 . The torque plate  120  is tilted at a fixed oblique angle  130  to a plane  131  which is perpendicular to the central longitudinal axis  22 , which is between 0° and 90° degrees. At the perimeter of the thrust plate  122  is a gear  132  or other synchronizing mechanism, which interfaces with a gear  135  at the perimeter of the cylinder bank  20  and synchronizes the two in a one-to-one rotational relationship at the fixed oblique angle  130 . The power take off shaft  124  is fixed to the spinning thrust plate  122  and rotatably mounted to the thrust plate  122  via bearings  127 . The thrust plate  122  supports the outer ends  46  of all the connecting rods  40 , which are spherically, rotatably mounted thereto via retaining rings  48 . The thrust plate  122  directs the connecting rods  40  on a circular course in unison with the pistons  30  as the cylinder bank  20  rotates. Since the torque plate  120  is at an oblique angle  130  to the central longitudinal axis  22  and since the pistons  30  are linked to the thrust plate  122  and thereby to the torque plate  120 , by the connecting rods  40 , the pistons  30  are forced to reciprocate between an up position at top dead center (0°) and a down position at bottom dead center (180°) as they rotate with the cylinder bank  20  about the central longitudinal axis  22 . As is evident from  FIGS. 1 and 2 , increasing the oblique angle  130  which the torque plate  120  makes with the plane  131  perpendicular to the central longitudinal axis  22  would cause the cubic displacement in the combustion chamber of the cylinder  28  to increase to a maximum defined by the stroke, which is the distance that the piston travels within the cylinder  28  as the rotation of the cylinder bank  20  advances from top dead center (0°) to bottom dead center (180°) multiplied by the radius of the circular trajectory of the centers of the outer ends  46  of the connecting rods  40  as they travel about torque axis  126 . It is envisioned that a spherical-faced miter gear (not shown)can be used in place of perimeter gear  132  on both the torque plate  120  and cylinder bank  20  to enable the oblique angle  130  between the torque plate  120  and cylinder bank  20  to be adjusted in a range between 0° and 90°. The embodiment shown in  FIG. 5  illustrates, as explained below, another way to vary this oblique angle  130  and thereby the torque potential of the engine  10 . 
   Since the pistons  30  are linked to the torque plate  120  by connecting rods  40  they are thus made to follow said trajectory thereby forming an oval trajectory with the long axis of the oval at an oblique angle to the central longitudinal axis  22 . This oval trajectory of the pistons  30  is important because as the cylinder bank  20  rotates, the pistons  30  and connecting rods  40  travel in sequence along a longer path than the circular path of the cylinder bank  20 , thereby in effect increasing the mechanical efficiency of the pistons  30  to the torque plate  120 . 
   Referring to  FIG. 4 , it can be helpful to modify the otherwise planar circular course that the bottoms  46  of the connecting rods  40  would follow on the torque plate  120  in order to advance the mechanical advantage curve of the engine. Properly configured, the course which the connecting rods  40  follow allows the attached piston-rod assembly to have an optimum mechanical advantage earlier in the power stroke in order to take advantage of the higher pressures that are available during the initial phase of the power stroke. In this embodiment, the torque plate  120  includes an undulating cam surface  134  and the spinning thrust plate  122  includes a pivoting arm cam roller mechanism  136 . The undulating cam surface  134  will, starting sharply at approximately 0° of rotation, dip below the normally planar rotation of imaginary plane  138 , thereby increasing the angle of attack of outer ends  46  of the rods  40  to the imaginary plane  138 . The cam surface  134  will gradually, starting at approximately 15° of rotation, rise to meet the imaginary plane trajectory  138  at approximately 90° of rotation. This cam surface  134  can vary at other points around the rotational trajectory as desired. The pivoting arm cam roller mechanism  136  includes a pivot arm  140  that articulates from pivot  142 , a semi-spherical seat  144  in an upper section of the pivot arm  140  for engaging the outer end  46  of the connecting rod  40 , and a cam roller  148  rotatably mounted to a lower section of the pivot arm  140  for engaging the undulating cam surface  134  along the now undulating circular course. As the cylinder bank  20  rotates, the cam roller  148 , the respective pivot arm  140 , and thereby the connecting rod  40  and piston  30  all track in unison along cam surface  134 . When cam surface  134  dips below the imaginary circular trajectory, the mechanical advantage at the moment of change is amplified according to the pitch of the tangent, in relation to the torque axis of the center rotation  126 . The moment of change of piston  30  reflects the mechanical advantage of the whole system. In other words, the undulating cam surface  134  allows the piston  30  movement to be increased at the initial part of the rotational cycle, thereby capturing more of the expanding force from the fuel explosion power cycle and directing it to rotational energy rather than having the body of the engine  10  absorb the energy as excess heat or waste. Thus, the engine  10  runs cooler and has significantly higher torque. 
     FIG. 5  illustrates a more versatile embodiment of the invention since it provides for a variable torque power take off assembly  216 . The variable torque power take off assembly  216  includes a cup-shaped load-bearing rotating thrust plate  222  which is nested adjacent a cup-shaped torque plate  220 , and which is supported by bearings  150  and  152 . The angle of the torque plate  220  and therefore the stroke can be adjusted using a variety of methods. One method utilizes a torque load bearing spring  169  which is set beneath torque plate  220  and attached at one end to the torque plate  220  at pivot  170  and at the other end to the stationary housing  18  at pivot  172 . The spring  169  is calibrated to compress with increasing pressure placed upon it. As the spring  169  compresses, the oblique torque plate angle  130  decreases in relation to the central longitudinal axis  22 , thereby increasing the displacement within the cylinders  28  and effectively enlarging the engine so as to respond to an increased demand made upon it. The cylinder bank  20  and thrust plate  222  are synchronized to rotate at the same speed by the action of a synchronizing member  154  which may include an internally-splined connecting shaft  156  coupled to an externally splined shaft  158 . An upper end of the externally splined shaft  158  is connected to the cylinder bank  20  by a universal joint  160 , while a lower end of the internally-splined shaft  156  is connected to the thrust plate  222  by a universal joint  162 . 
   The variable torque power take-off assembly  216  may be tilted about pivot axis  164  while rotating in step with the cylinder bank  20  at any stage of the operation of the engine in order to change the length/displacement of the piston stroke, the compression ratio, and the advancement, retardation or alteration of the mechanical advantage curve. The torque plate  220  freely pivots at an oblique torque plate angle  130  around pivot axis  164 , which is essentially perpendicular to the central longitudinal axis of rotation  22  and radially located at a distance from the central longitudinal axis  22  so as to keep the compression ratio fixed or at a desirable change ratio. The oblique torque plate angle  130  is most useful from 0° in relation to the central longitudinal axis  22 , which allows the cylinder bank  20  to be free spinning, to about 90° for maximum torque potential. The larger the oblique torque plate angle  130 , the more torque the engine  10  develops and the more stress there is on the structure of the universal joints  160  and  162 . The pivot axis  164  may be, if desired, varied in location from 90° to the central longitudinal axis  22  or to any other angle and any distance from the central longitudinal axis  22  in order to optimize performance. The tilting of the variable torque power take-off assembly  216  causes the synchronizing member  154  to lengthen or shorten, as externally splined shaft  158  slides, respectively, out of or into the internally splined shaft  156 . The power output shaft  124  is fixed to the spinning thrust plate  222  for rotation therewith and for delivering the output torque of the engine  10 . The oblique torque plate angle  130  is ultimately controlled by the control unit  54  which regulates both the fuel and air and/or expansion products. When a throttle (not shown) is activated, the control unit  26  causes the expansion products to increase in pressure and volume and therefore enlarge the combustion or buckling pressure between the cylinder bank  20  and the torque plate  220 . This increased pressure compresses the spring  169  which increases the torque plate angle  130  and the cubic displacement in the cylinders  28 , and therefore increases the torque of the entire system. 
   It should now be apparent that the torque plate angle  130  may be varied by other more controlled means such as mechanical actuators (not shown) like stepper motors, hydraulic pistons, magnetic actuators or manual controls. These systems can be operatively linked to the control unit  26  and made to operate in real time by monitoring and reacting to the physical conditions within the engine such as RPM, torque load, accelerator position, cylinder temperature, intake pressure, torque plate angle, turbine RPM, etc. 
   It should also be noted that in the illustrated case of a variable torque power take off assembly  216  as shown in  FIG. 5 , it is desirable to vary the stoke of the valve  32  in relation to the oblique angle  130  of the torque plate  220 . The cam plate  82  is rotatably mounted to support  237  which is attached to an indexing servo motor  212  which moves up or down on a threaded rod  214  to drive support  237  either up to decrease the stroke of valve  32  when the stroke of the piston  30  is decreased or down to increase the stroke of valve  32  when the stroke of piston  30  is increased. The purpose of changing the stroke (i.e. amplitude) of valve  32  is to provide for increased volumetric capability within the combustion chamber when the stroke of piston  30  is increased. On the other hand, as the stroke of the piston  30  is deceased the stroke of valve  32  must be decreased to provide clearance between the valve  32  and the piston  30  as they pass in near proximity at the position of top dead center of rotation which occurs between the exhaust cycle and intake cycle and between the compression cycle and the power cycle. It should be apparent that other linear positioning devices can be used in place of indexing servo motor  212  including a direct linkage to the torque plate  220 . 
   In still another embodiment (not shown), the torque plate angle  130  may be varied using a system of six load-bearing, telescoping struts which are operatively connected between the cylinder bank  20  and the torque plate  120 . The struts are positioned at an angle with respect to each other so that adjacent struts are closer to one another at one end thereof. The configuration forms a series of six nesting triangular spaces. By coordinating the extension and retraction of the telescoping struts, the torque plate axis  126  may be positioned at any angle in relationship to the central longitudinal axis  22 , may be positioned at any point longitudinally along central longitudinal axis  22 , and may be positioned at any point radially separated from central longitudinal axis  22 . This total freedom of movement, in addition to changing the torque plate angle  130 , can also change the position of top dead center, the acceleration rate, and the rate of the trajectory curve of the interaction between the pistons  30  and the cylinder bank  20 . Again, the torque plate angle  130  is varied in real time in order to optimize the engine performance while operating in changing conditions of altitude, weather, RPM, fuel inconsistencies, simple throttle position, etc. 
   Operation of the Engine 
   Referring to  FIGS. 1 and 2A , each combustion chamber in the cylinder bank  20  completes two full rotations in order to achieve a four-cycle operation as follows: intake (0°-180°), compression (180°-360°), power (360°-545°), and exhaust (540°-720°). It should be noted that the aforementioned and following degree ranges are approximate, and are stated as such, for purposes of clarity only. The degree ranges may be adjusted to affect the power, speed, torque, fuel economy and emission quality for each application of the engine. 
   With reference to Cylinder #1, the intake cycle starts with the piston  30  in the top dead center position at 0°, the torque plate  120  set at an oblique angle in relation to the cylinder bank  20 , and the poppet valve  32  opened by action of the cam surface  31 . As the Cylinder #1 rotates, the piston  30  in that cylinder  28  is pulled downward in relation the cylinder bank  20  by the torque plate  120  thereby enlarging the combustion chamber within the cylinder  28 . The poppet valve  32  is serially modulated to open by action of the cam surface  84  on the cam plate  82 , which is synchronized to the cylinder bank  20  by the meshing action of external gear  100  on cam plate  82  with internal gear  102  on cylinder bank  20  at location  104  at a ratio of seven rotations of the cam plate  82  to six rotations of the cylinder bank  20 . Pressurized air from the turbine  50  passes through stationary port  180  (see  FIG. 2 ) in the turbine shroud  68  and enters the cylinder  28  through intake port  34  at 0° of rotation through 70° of rotation so as to cool the valve  32  and so as to increasingly fill the cylinder  28  with air as the combustion chamber enlarges within the cylinder  28 . The stationary port  180  in the turbine shroud  68  is separated by an area  182  from about 70° to 90° of rotation so as not to allow the fuel/air mixture from intake manifold inlet area  184  to touch the hot valve  32  before it has been cooled by the pressurized air coming from the turbine  50 . Starting at 90° of rotation fuel is added to the cylinder chamber via the series of fuel lines  34 , which pass longitudinally through the turbine shroud  68  to the fuel injectors  52 . Each fuel injector  52  introduces an appropriate measure of atomized fuel to the stream of pressurized air as intake port  34  passes circumferentially along intake manifold inlet area  184  in the turbine shroud  68  up to a point of 180° of rotation. 
   The compression cycle begins at 180° of rotation at which point the intake manifold inlet  184  ends and the poppet valve  32  closes by action of the cam plate  82  and passes into intake manifold sealed area  186  thereby effectively sealing the combustion chamber within the cylinder  28  via the poppet valve  32  for the entire compression and power cycles of the engine. As the cylinder  28  moves from 180° to 360°, the piston  30  now moves circumferentially upward, in relation to the cylinder bank  20 , by action of the torque plate  120 , thereby compressing the air/fuel mixture to its smallest volume at about 360° of rotation. 
   The power cycle commences at 360° of rotation. During the power cycle the compressed air/fuel mixture in the cylinder  28  is ignited by any one of a variety of means including a spark plug, glow plug, diesel effect or other ignition promoter. As shown in  FIG. 1 , the spark plug is controlled to fire on every other cylinder  28  via the spark plug commutator  24  and ignition sequencer  26 . The ignition of the fuel/air mixture forms a high pressure within the cylinder  28  and a buckling relationship forms between cylinder  28  and the piston  30  between 360° and 540° of rotation. This buckling relationship forces the cylinder head and piston  30  apart and thereby causing the entire cylinder bank  20 , pistons  30 , connecting rods  40 , and torque plate  120  to rotate. The vertical downward force of the connecting rod  40  on the torque plate  120  equals the circumferential force when the torque plate  120  is at a 45° angle to central longitudinal axis  22 . The radius of the circumferential path that outer ends  46  of the connecting rods  40  take as the torque plate  120  rotates about the central axis  84  multiplies this force by the length of said radius. A change in the oblique angle  130  of the torque plate  120  to the central longitudinal axis  22  will proportionally vary this value. A decrease in the angle of the torque plate  120  to the central longitudinal axis  22  will multiply the force upwards, and conversely, an increase in the oblique angle  130  will lower this value. The action of the power cycle thus causes the whole system to rotate in a positive direction. The valve  32  remains closed through both the compression and power cycles from 180° to 540° of rotation. From 360° through 540° of rotation, sealed area  188  on the stationary housing  18  is operatively engaged with exhaust port  36  via seal  190  (see FIG.  1 ). Seal  190  forms a second barrier to the pressures that forms within cylinder  28 . This further seals the combustion gases from escaping into the atmosphere until the exhaust port  36  is aligned with the exhaust manifold opening area  192  on the stationary housing  18  and the exhaust manifold  23 . 
   The exhaust cycle commences at 540° of rotation through 720°. The combustion exhaust is released from the cylinder  28  as the valve  32  is depressed by action of the cam surface  84 . The combustion exhaust passes through exhaust port  34  and through circumferential exhaust opening  192  in the stationary housing  18 , which leads to exhaust manifold  23 , and then to an appropriate collection system, preferably including a muffler and catalytic converter (not shown). The exhaust opening area  192  and the exhaust manifold  23  end just prior to 720° of rotation and the four-cycle operation is complete. As the degrees of rotation turn past top dead center (720°), circumferential opening  180  again is exposed and a fresh charge of air is again introduced as described above and the valve  32  remains open for the next cycle. 
   The above description is made with respect to Cylinder #1 and applies respectively to Cylinders #2-190 7.  FIGS. 2A-2G  illustrate the precise sequence of valve  32  activation in relation to the four-cycle operation of the engine, wherein the cam plate  82  is rotating at a seven-to-six gear ratio with respect to the cylinder bank  20 .  FIGS. 2A-2G  illustrate this relationship over one revolution or 360° wherein each combustion chamber undergoes two cycles. Since adjacent cylinders simultaneously undergo opposite cycles it is possible to discern the full four-cycle operation which occurs over two full rotations or 720° of the cylinder bank  20 . 
     FIG. 2A  illustrates the position of the cam surfaces  84  in relation to the valves  32  when Cylinder #1 is in the top dead center position (approximately 0°). In this position the valve  32  in Cylinder #1 is opened by action of Cam #1 for an intake cycle, the valve  32  in Cylinder #2 is closed for the power cycle, the valve  32  in Cylinder #3 is opened by action of Cam #2 for an intake cycle, the valve  32  in Cylinder #4 is closed for the power cycle but it is about to be opened for the exhaust cycle, the valve  32  in Cylinder #5 is closed for the compression cycle, the valve  32  in Cylinder #6 is opened by action of Cam #3 for the exhaust cycle, and the valve  32  in Cylinder #7 is closed for the compression cycle. 
     FIG. 2B  illustrates the position of the cam surfaces  84  in relation to the valves  32  after rotation of both the cam plate  82  and the cylinder bank  20  at 1/7 of one rotation (approximately 51.4°). In this position, the valve  32  in Cylinder #1 is still opened by Cam #1 for the intake cycle, the valve  32  in Cylinder #2 is still closed for the power cycle, the valve  32  in Cylinder #3 is still opened by Cam #2 for the intake cycle, the valve  32  in Cylinder #4 is opened by Cam #2 for the exhaust cycle, the valve  32  in Cylinder #5 is still closed for the compression cycle, the valve  32  in Cylinder #6 is still opened by Cam #3 for the exhaust cycle, and the valve  32  in Cylinder #7 is closed for the power cycle. 
     FIG. 2C  illustrates the position of the cam surfaces  84  in relation to the valves  32  after rotation of both the cam plate  82  and the cylinder bank  20  at 2/7 of one rotation (approximately 102.8°). In this position, the valve  32  in Cylinder #1 is still opened by Cam #1 for the intake cycle, the valve  32  in Cylinder #2 is still closed for the power cycle but is about to be opened by Cam #1 for the exhaust cycle, the valve  32  in Cylinder #3 is now closed for the compression cycle, the valve  32  in Cylinder #4 is opened by Cam #2 for the exhaust cycle, the valve  32  in Cylinder #5 is still closed for the compression cycle, the valve  32  in Cylinder #6 is still opened by Cam #3 for the intake cycle, and the valve  32  in Cylinder #7 is still closed for the power cycle. 
     FIG. 2D  illustrates the position of the cam surfaces  84  in relation to the valves  32  after rotation of both the cam plate  82  and the cylinder bank  20  at 3/7 of one rotation (approximately 154.3°). In this position, the valve  32  in Cylinder #1 is still opened by Cam #1 for the intake cycle and about to be closed to start the compression cycle, the valve  32  in Cylinder #2 is opened by Cam # 1 for the exhaust cycle, the valve  32  in Cylinder #3 remains closed for the compression cycle, the valve  32  in Cylinder #4 is opened by Cam #2 for the exhaust cycle, the valve  32  in Cylinder #5 remains closed for the power cycle, the valve  32  in Cylinder #6 is still opened by Cam #3 for the intake cycle, and the valve  32  in Cylinder #7 is still closed for the power cycle. 
     FIG. 2E  illustrates the position of the cam surfaces  84  in relation to the valves  32  after rotation of both the cam plate  82  and the cylinder bank  20  at 4/7 of one rotation (approximately 205.7°). In this position, the valve  32  in Cylinder #1 is now closed for the compression cycle, the valve  32  in Cylinder #2 is opened by Cam #1 for the exhaust cycle, the valve  32  in Cylinder #3 is closed for the compression cycle but about to start the power cycle, the valve  32  in Cylinder #4 is opened by Cam #2 for the intake cycle, the valve  32  in Cylinder #5 remains closed for the power cycle, the valve  32  in Cylinder #6 is still opened by Cam #3 for the intake cycle, and the valve  32  in Cylinder #7 is still closed for the power cycle but is about to be opened by Cam #3 to start the exhaust cycle. 
     FIG. 2F  illustrates the position of the cam surfaces  84  in relation to the valves  32  after rotation of both the cam plate  82  and the cylinder bank  20  at 5/7 of one rotation (approximately 257.1°). In this position, the valve  32  in Cylinder #1 is closed for the compression cycle, the valve  32  in Cylinder #2 is opened by Cam #1 for the exhaust cycle, the valve  32  in Cylinder #3 is closed for the power cycle, the valve  32  in Cylinder #4 is opened by Cam #2 for the intake cycle, the valve  32  in Cylinder #5 remains closed for the power cycle, the valve  32  in Cylinder #6 is still opened by Cam #3 for the intake cycle, and the valve  32  in Cylinder #7 is still opened by Cam #3 for the exhaust cycle. 
     FIG. 2G  illustrates the position of the cam surfaces  84  in relation to the valves  32  after rotation of both the cam plate  82  and the cylinder bank  20  at 6/7 of one rotation (approximately 308.6°). In this position, the valve  32  in Cylinder #1 is closed for the compression cycle and about to enter the power cycle, the valve  32  in Cylinder #2 remains open by Cam #1 for the intake cycle, the valve  32  in Cylinder #3 is closed for the power cycle, the valve  32  in Cylinder #4 is opened by Cam #2 for the intake cycle, the valve  32  in Cylinder #5 remains closed for the power cycle but is about to be opened by Cam #2 for the exhaust cycle, the valve  32  in Cylinder #6 is now closed for the compression cycle, and the valve  32  in Cylinder #7 remains open by Cam #3 for the exhaust cycle. 
   Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. For example, slight modifications to the structure of the present invention which has been described with respect to a four cycle internal combustion engines, would permit the functioning principals of the design to be applied to a two cycle, diesel, steam or sterling cycle engines.