Bastian, Douglas (P.O. Box 161, North Rose, NY, US)

Plaque It!

10/543744

10/28/2008

06/09/2004

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123/241

418/36, 418/34, 123/245, 418/35, 123/243, 123/246

F02B53/00; F01C1/02; F01C1/063; F01C1/06; F04C2/063

418/34-38, 123/241, 123/245, 123/243, 123/246

0901554		October, 1908	Pearson
0912332		February, 1909	Thompson
0930601		August, 1909	Kasparek	123/201
0947403		January, 1910	Jagersberger et al.	123/213
0988319		April, 1911	Edqvist	123/245
1305966		June, 1919	Green
1458641	Rotary internal-combustion engine	June, 1923	Cizek	418/34
1482627		February, 1924	Bullington
1568053	Multicylinder rotary engine	January, 1926	Bullington
1652172	Sheet-feeding machine	December, 1927	King	271/230
1839275	Rotary internal combustion engine	January, 1932	Sweningson
2173663	Rotary engine	September, 1939	Raymond
2367676	Rotary internal-combustion engine	January, 1945	Griffith
2816527	Rotary four-stroke engine	December, 1957	Palazzo	418/36
2944533	Internal combustion engine	July, 1960	Park
3227090	Engine or pump having rotors defining chambers of variable volumes	January, 1966	Bartolozzi	418/35
3256866	Internal combustion engine	June, 1966	Bauer
3270719	Pressure reducing device for diesel type rotary engines	September, 1966	Hamada
3340815	Clutch device	September, 1967	Sinnott	418/35
3359956	Rotor construction for rotary engines	December, 1967	Bentele
3595014	ROTARY ENGINES	July, 1971	McMaster
3712273	INTERNAL COMBUSTION ROTARY ENGINE	January, 1973	Thomas	123/248
3769946	ROTARY ENGINES	November, 1973	Scherrer	418/36
3857370	ROTARY INTERNAL COMBUSTION ENGINE	December, 1974	Hemenway
3858560	RECIPROCATING ROTARY ENGINE	January, 1975	Harrington	418/36
3885532	Rotary engine	May, 1975	Pike
3918258	Exhaust gas reactor for a combustion engine	November, 1975	Gaschler
3918414	Rotary motor	November, 1975	Hughes
4034718	Internal combustion engine with rotating chambers	July, 1977	Snider
4136661	Rotary engine	January, 1979	Posson
4148292	Energy conversion devices	April, 1979	Reytblatt	123/245
4194871	Rotary piston internal combustion engine	March, 1980	Studenroth	418/38
4239465	Rotary motor with alternating pistons	December, 1980	Guillaume
4279577	Alternating piston rotary engine with latching control mechanism and lost motion connection	July, 1981	Appleton
4319551	Rotary internal combustion engine	March, 1982	Rubinshtein	123/245
4604909	Cam-follower transfer mechanism for controlling relative rotational movement	August, 1986	Marson
4605361	Oscillating vane rotary pump or motor	August, 1986	Cordray	418/38
4646694	Rotary engine	March, 1987	Fawcett
4776777	Rolling cylinder engine system	October, 1988	Doty	418/61.1
4890591	Rotary internal combustion engine and method of starting the engine	January, 1990	Stauffer
5192201	Rotary engine and drive coupling	March, 1993	Beben
5429085	Timing mechanism for rotary engines	July, 1995	Stauffer	123/245
5501070	Double-rotor rotary engine and turbine	March, 1996	Lin	418/34
5685269	High speed rotary engine and ignition system	November, 1997	Wittry	123/245
6962137	Two-cycle rotary engines	November, 2005	Udy	123/245
20030121494	Reciprocating vane type rotary internal combustion engine (vane engine)	July, 2003	Yosikane	123/243
20050013719	Alernative-step appliance rotary piston engine	January, 2005	Fong et al.	418/36

FR540052	July, 1922
GB313413	October, 1930
JP57168022	October, 1982		123/242	ROTARY ENGINE
JP62058020	March, 1987			CIRCULAR ROTARY PISTON MOTION TYPE PRIME MOVER
JP06002559	January, 1994			ROTARY ENGINE
WO/2001/081729	November, 2001			PISTON ENGINE
WO/2005/047655	May, 2005			ROTARY PISTON ENGINE

A translation copy of the reference to Akimoto (Patent Number JP 06-002559 A).

Trieu, Thai-ba

Scott, Steven R.

RELATED APPLICATIONS

This application claims an invention that was disclosed in U.S. Provisional Application No. 60/476,975, filed 9 Jun. 2003, entitled “Rotary Engine System”. The benefit under 35 USC §119(e) and/or other applicable law of the aforesaid United States provisional application is hereby claimed, and the aforementioned application is hereby incorporated herein by reference.

I claim:

1. A method for operating rotary internal combustion engine systems, comprising: providing two independent rotary internal combustion engines having power trains and linking apparatus for linking said power trains, each of said two independent rotary internal combustion engines further comprising: a casing defining an internal plenum; a rotatable shaft extending through said plenum with a first radial piston permanently attached thereto; a rotatable sleeve on said shaft with a second radial piston permanently attached thereto such that said first radial piston and said second radial piston define two substantially closed spaces within said plenum; a first engageable locking mechanism for preventing rotary movement of said first radial piston and said second radial piston, the position of said first radial piston and said second radial piston when engaged by said first locking mechanism being a first position; a second engageable locking mechanism for preventing rotary movement of said first radial piston and said second radial piston, the position of said first radial piston and said second radial piston when engaged by said second locking mechanism being a second position, a substantially closed space between said first radial piston and said second radial piston when one of said first radial piston and said second radial piston is in the first position and the other of said first radial piston and said second radial piston is in the second position being an initial combustion space; an exhaust outlet in communication with said plenum; an oxidizer insertion inlet in communication with said plenum; a fuel insertion inlet in communication with said plenum; means for combusting a fuel and oxidizer mixture in said initial combustion space so as to drive one of said first radial piston and said second radial piston from said second position around said shaft towards said second position, said first radial piston and said second radial piston alternating as the driven piston; and wherein at least one of said first engageable locking mechanism and said second engageable locking mechanism engages at least one of said first radial piston and said second radial piston to prevent rotary movement of said radial piston; and initiating combustion of fuel in said two independent rotary internal combustion engines at different times such that one of said two independent rotary internal combustion engines is initiating combustion in its initial combustion space after the other of said two independent rotary internal combustion engines has already initiated combustion in its initial combustion space.

2. The method for operating rotary internal combustion engine systems, as described in claim 1, further comprising initiating combustion of fuel in said two independent rotary internal combustion engines at different times such that one of said two independent rotary internal combustion engines is exhausting byproducts via its exhaust outlet when the other of said two independent rotary internal combustion engines initiates combustion in its initial combustion space.

3. The method for operating rotary internal combustion engine systems, as described in claim 2, further comprising one of said two rotary internal combustion engines assisting the other of said two rotary internal combustion engines in moving the driven piston of the other of said two rotary internal combustion-engines from the second position towards the first position by said linking apparatus linking the drive trains of said engines together so that an engine assists an other engine.

4. The method for operating rotary internal combustion engine systems, as described in claim 1, further comprising one of said two rotary internal combustion engines assisting the other of said two rotary internal combustion engines in moving the driven piston of the other of said two rotary internal combustion-engines from the second position towards the first position by said linking apparatus linking the drive trains of said engines together so that an engine assists an other engine.

TECHNICAL FIELD

The present invention relates to internal combustion engines, and more specifically, to non-turbine rotary engines having a non-eccentric configuration.

BACKGROUND

Internal combustion engines having a rotary configuration can generally be classified as turbine or non-turbine. In turbine engines, a flow of combustion gases parallel to an axle impacts inclined vanes attached to the axle, causing the axle to rotate. This rotational motion is then used to perform work. This type of rotary internal combustion engine is widely accepted and used.

The field of non-turbine rotary engines has seen far less development and practical application. In this field, only eccentric rotary engines, such as the Wankel engine, have been significantly developed and used. Non-turbine rotary engines that are also non-eccentric have been proposed in numerous patents, but have not seen significant development and use to this date. Representative examples of engines of this general type can be seen in the following U.S. Patents:

U.S. Pat. No. 1,458,641 issued to Cizek in 1923 for a “Rotary Internal-Combustion Engine.”

U.S. Pat. No. 1,482,627 issued to Bullington in 1924 for a “Rotary Internal Combustion Engine.”

U.S. Pat. No. 2,816,527 issued to Palazzo in 1957 for a “Rotary Four-Stroke Engine.”

U.S. Pat. No. 2,944,533 issued to Park in 1960 for an “Internal Combustion Engine.”

U.S. Pat. No. 3,227,090 issued to Bartolozzi in 1966 for a “Engine or Pump Having Rotors Defining Chambers of Variable Volumes.”

U.S. Pat. No. 3,595 issued to McMaster in 1971 for “Rotary Engines.”

U.S. Pat. No. 3,712,273 issued to Thomas in 1973 for an “Internal Combustion Rotary Engine.”

U.S. Pat. No. 3,857,370 issued to Hemenway in 1974 for a “Rotary Internal Combustion Engine.”

U.S. Pat. No. 3,885,532 issued to Pike in 1975 for a “Rotary Engine.”

U.S. Pat. No. 3,918,414 issued to Hughes in 1975 for a “Rotary Motor.”

U.S. Pat. No. 4,136,661 issued to Posson in 1979 for a “Rotary Engine.”

U.S. Pat. No. 4,148,292 issued to Reyblatt in 1979 for a “Energy Conversion Devices.”

U.S. Pat. No. 4,239,465 issued to Guillaume in 1980 for a “Rotary Motor with Alternating Pistons.”

U.S. Pat. No. 4,279,577 issued to Appleton in 1981 for a “Alternating Piston Rotary Engine with Latching Control Mechanism and Lost Motion Connection.”

U.S. Pat. No. 4,319,551 issued to Rubinshtein in 1982 for a “Rotary Internal Combustion Engine.”

U.S. Pat. No. 4,646,694 issued to Fawcett in 1987 for a “Rotary Engine.”

U.S. Pat. No. 5,192,201 issued to Beben in 1993 for a “Rotary Engine and Drive Coupling.”

U.S. Pat. No. 5,685,269 issued to Wittry in 1997 for a “High Speed Rotary Engine and Ignition System.”

However, none of these devices provides the simplicity, efficiency, ease of operation and advantages of my invention.

SUMMARY OF THE INVENTION

The rotary internal combustion engine of my invention overcomes many of the problems and defects of prior art devices in a design that is simple, durable, and easily implemented. In its most basic embodiments it is comprised of two rotatable vane type pistons mounted for axial rotation in a sealed casing. Engageable locking mechanisms can lock the two pistons in position proximate to each other so as to form a combustion space between the two pistons. One piston is released to rotate at or prior to initiating combustion in the combustion space, while the other remains fixed.

As the free piston rotates around to the position where the first piston is located, it drives exhaust from a prior cycle out of an exhaust outlet and then compresses air towards the combustion space. The force of these compressed gases can serve to move the formerly fixed piston to the starting position for the moving piston as the moving piston takes the position formerly held by the fixed piston. However, in the preferred embodiments of my invention, two units are operated in tandem. In this situation, the power stroke of one unit provides power to help finalize the cycle of the other unit and rotate the moving piston all the way to the fixed piston position. In either case, the roles of the pistons are reversed on the next cycle with the piston that was fixed before becoming the moving piston and the piston that was moving before becoming the fixed piston.

In the preferred embodiments my engine is operated using Hydrogen for fuel and thereby generates water vapor (steam) as a combustion byproduct. Water is also introduced into the combustion chamber as an entrained mist or spray so as to generate additional steam to enhance the operation of the system and to lubricate its working parts. Thus the primary byproduct of my invention—steam—is not only non-polluting in itself, it can and is intended to serve as a piston/combustion chamber lubricant for my invention. Thus, in its preferred embodiments my invention serves to largely eliminate piston/combustion chamber lubricants as well as exhaust as sources of environmental pollution. However, it is also capable of being used with more typical fuels and lubricants if desired.

DRAWINGS

FIG. 1A provides a first schematic side view of my invention, illustrating its casing and two radial vanes/pistons in locked position at the initiation of a power stroke.

FIG. 1B provides a first schematic perspective view of my invention. Like FIG. 1A, it illustrates the casing and two radial vanes/pistons in locked position at the initiation of a power stroke.

FIG. 1C provides a more detailed side schematic of the top portion of the combustion chamber of my invention, illustrating the shape of its engageable locking mechanisms.

FIG. 2A provides a second schematic side view of my invention, illustrating its two vanes/pistons at a later point in time where the stationary piston remains in its starting position and the rotating piston has moved more than half way around towards its starting position.

FIG. 2B provides a second schematic perspective view of my invention. Like FIG. 2A, it illustrates the two vanes/pistons at a later point in time where the stationary piston remains in its starting position and the rotating piston has moved more than half way around towards its starting position.

FIG. 3A provides a third schematic side view of my invention, illustrating its two vanes/pistons at a still later point in time where the stationary piston has moved from its starting position into position to be the rotating piston on the next cycle and the rotating piston has moved to the stationary piston position so as to be positioned to act as stationary piston on the next cycle.

FIG. 3B provides a third schematic perspective view of my invention. Like FIG. 3A, it illustrates the two vanes/pistons at a still later point in time where the stationary piston has moved from its starting position into position to be the rotating piston on the next cycle and the rotating piston has moved to the stationary piston position so as to be positioned to act as stationary piston on the next cycle.

FIG. 3C provides a schematic view of a combustion chamber of my invention operating in conjunction with a clutch and gear system as part of a power train.

FIG. 4A provides a schematic view of combustion in a chamber A (which has pistons A 1 , A 2 ) driving piston A 2 from its second position. In this initial combustion phase, piston A 2 is linked to piston B 1 in chamber B illustrated in FIG. 4B.

FIG. 4B provides a schematic view of a chamber B (which has pistons B 1 , B 2 ) linked to chamber A such that the power phase of chamber A, for piston A 2 is used to move piston B 1 through to the completion of its cycle to first position in chamber B.

FIG. 5A provides a schematic view of chamber A where piston B 2 of chamber B (in its initial combustion phase) is being used to assist piston A 2 of chamber A.

FIG. 5B provides a schematic view of chamber B where piston B 2 of chamber B (in its initial combustion phase) is being used to assist piston A 2 of chamber A.

FIG. 6A provides a schematic view of chamber A where piston A 1 of chamber A (in its initial combustion phase) is being used to assist piston B 2 of chamber B.

FIG. 6B provides a schematic view of chamber B where piston A 1 of chamber A (in its initial combustion phase) is being used to assist piston B 2 of chamber B.

FIG. 7A provides a schematic view of chamber A where piston B 1 of chamber B (in its initial combustion phase) is being used to assist piston A 1 of chamber A.

FIG. 7B provides a schematic view of chamber B where piston B 1 of chamber B (in its initial combustion phase) is being used to assist piston A 1 of chamber A.

FIG. 7C provides a more complete schematic chart showing operational details related to the functioning of two combustion chambers in tandem.

FIG. 8 provides a schematic view of a clutch and gear arrangement for use with my invention, the two combustion chambers acting cooperatively such that each combustion chamber serves during its power stroke to help move necessary elements of the other chamber to required positions for a next power stroke in that other chamber.

FIG. 9A provides a schematic side view of a chamber of my invention, illustrating a mechanical timing chain arrangement to operate a locking mechanism of the invention. This mechanism can also be used to time the engagement of clutches and gears related to the operation of the invention.

FIG. 9B provides a schematic perspective view based on FIG. 9A.

FIG. 9C provides a schematic view of a combustion chamber of my invention operating in conjunction with a clutch and gear system as part of a power train and an electronic monitoring and control system.

FIG. 10A provides a first schematic chart showing preferred types and positionings of sensors and their relationship to the overall operation of the control system of my invention.

FIG. 10B provides a second schematic chart showing preferred types and positionings of sensors and their relationship to the overall operation of the control system of my invention.

FIG. 10C provides a third schematic chart showing preferred types and positionings of sensors and their relationship to the overall operation of the control system of my invention.

DETAILED DESCRIPTION

An initial understanding of the structure and operation of my invention can best be obtained by review of the basic schematics illustrated in FIGS. 1A through 3C. As will be noted upon review of these figures, my invention is relatively simple in overall design. Its combustion chamber is formed by a casing 1 defining a closed internal plenum (denoted generally by arrow 2 ). A rotatable shaft 3 with a first radial piston A 1 attached extends through plenum 2 . A rotatable sleeve 4 on shaft 3 with a second radial piston A 2 attached also extends through plenum 2 such that said first radial piston A 1 and said second radial piston A 2 define two substantially closed spaces within plenum 2 . (An engine bearing system for my invention can include radial and axial load carrying sealed bearings with synthetic lubricant and/or ceramic bearings, and thrust bushings). A first engageable locking mechanism 5 serves to prevent rotary movement of a radial piston A 1 , A 2 . (The position of a radial piston A 1 , A 2 when engaged by said first locking mechanism 5 will be hereafter referred to as the first position). A second engageable locking mechanism 6 likewise prevents rotary movement of a radial piston A 1 , A 2 . (The position of a radial piston A 1 , A 2 when locked by said second locking mechanism will be hereafter referred to as the second position).

The substantially closed space between radial pistons A 1 , A 2 when one of said radial pistons A 1 , A 2 is in the first position and the other radial piston A 2 , A 1 is in the second position serves as an initial combustion space (denoted generally by arrow 7 in FIG. 1A). As will be noted in reviewing the drawings of the preferred embodiment, the first locking mechanism 5 (when engaged) merely needs to prevent a piston A 1 , A 2 from moving away from the initial combustion space 7 . Locking mechanism 5 does not need to prevent it from moving into the initial combustion space 7 when engaged. Likewise, the second locking mechanism 6 prevents a piston A 1 , A 2 from moving away from initial combustion space 7 when engaged, but does not prevent it from moving into the initial combustion space 7 . Locking mechanisms 5 , 6 can be advantageously formed by cylindrical members with flattened portions (i.e.—removed semi-cylindrical sections) within casing 1 and generally adjacent plenum 2 , such that a slight rotation will release a radial piston A 1 , A 2 . (See, FIG. 1C). A preferred apparatus or means for operating these locking mechanisms is described in more detail in the discussion of FIGS. 9A and 9B, below.

In the preferred embodiments illustrated, fuel and oxidizer are introduced into initial combustion space 7 by, respectively, a fuel insertion inlet 7 A and a separate oxidizer insertion inlet 7 B. (However, these two could be combined with a single opening serving as both fuel insertion inlet 7 A and oxidizer inlet 7 B). Combusting the fuel and oxidizer mixture introduced in the initial combustion space 7 drives a radial piston A 1 , A 2 from the second position towards the first position as illustrated in FIGS. 1 A through 3 C. (Combustion can be initiated by a simple spark mechanism which can be positioned on, e.g., casing 1 or radial pistons A 1 ,A 2 ). The second engageable locking mechanism 6 is disengaged at or prior to combusting said fuel and oxidizer mixture, but the first engageable locking mechanism 5 remains engaged during the process. As a radial piston A 1 , A 2 moves from the second position to the first position, it expels exhaust from a prior combustion through at least one exhaust outlet 8 . After passing the exhaust outlet 8 the radial piston A 1 ,A 2 compresses the oxidizer (usually ambient air) received via oxidizer insertion inlet 7 B towards initial combustion space 7 . In addition, as illustrated in the drawing figures, this basic combustion cycle can be supplemented by a second combustion at a later point in the cycle. This can be readily accomplished by the positioning of a second fuel insertion inlet 9 A and a second oxidizer insertion inlet 9 B between the second position and exhaust outlet 8 . Combustion can, once again, be initiated using means well known in the mechanical arts via a spark from radial pistons A 1 , A 2 or casing 1 .

Although my invention, as previously outlined, can operate purely on the combustion of fuel and oxidizer, its operation is greatly enhanced by the introduction of clean water as vapor or spray during the combustion process. This can assist in the lubrication process. However, more importantly, it assists in converting the extreme heat generated by the combustion of my preferred fuel, hydrogen, into a more utilizable form. Water absorbs the heat of hydrogen combustion, flashing into steam and lowering the temperature of the combustion chamber substantially in the process. The pressure generated by the high volume of steam generated in this process is the primary source of force for driving the radial pistons A 1 , A 2 of my invention. Further, as exhaust, this steam also provides a very useful byproduct for, e.g., home or business heating purposes or for power generation. Water used for this purpose can be advantageously entrained in the air/oxidizer stream for the system via atomizer spray nozzles 7 C, 9 C. Alternatively, water can be injected at various other points through the casing. In whatever manner it is produced, and however it is initially used after it is exhausted from a combustion chamber, the steam produced and used by my invention can easily be run though a condensation system and then reintroduced (recycled) as water for further use in my invention.

The torque and power generated by a single chamber of my invention can be advantageously harnessed using a clutch and gear system of the type schematically illustrated in FIG. 3C. In operation, clutch CA 2 is engaged while radial piston A 2 is reacting to combustion (prior to reaching exhaust outlet 8 ) and conveys torque via gear GA 2 to a power train. During this same period, radial piston A 1 is engaged at the first position via locking mechanism 5 . Thus, clutch CA 1 is disengaged, breaking the connection between radial piston A 1 and gear GA 1 . However, as soon as the next cycle begins, the positions and actions of the aforesaid elements are reversed.

The aforesaid system can be used alone or in conjunction with a flywheel or system equivalent to maintain a steady stream of power/torque and facilitate the operation of my invention. However, it is more advantageous to operate at least two of my combustion chambers in tandem, so that the combustion phase of one assists the other in completing its cycle. Oxidizer compressed by radial piston A 1 , A 2 while being driven from the second position to the first position and/or introduced via oxidizer inlet 7 B serves to push the other radial piston A 1 , A 2 from the first position to the second position. (See, FIGS. 2A through 3B). Unfortunately, at this point, the compressed air between piston A 1 and piston A 2 may serve to force them apart, preventing the next piston A 1 , A 2 in line from being able to reach the first position. This problem is compounded by the fact that the exhaust from combustion has been allowed to escape via outlet S. Thus, there is no longer any countervailing force in operation. When at least two combustion chambers are operated in tandem, the power stroke of one chamber can be used to facilitate completion of the cycle in the other.

The general operations of multi-chamber systems can be illustrated using only two chambers A, B operating in tandem. (See, FIGS. 4A through 7B). Obviously, in this situation, each chamber A, B initiates combustion of fuel at a different time such that one chamber engine, the “later” chamber, is initiating combustion in its initial combustion space 7 after the other chamber, the “earlier” chamber, has already initiated combustion in its initial combustion space 7 . Thus, when the earlier chamber has largely exhausted the energy available from combustion (its moving radial piston may even have passed exhaustion outlet 8 and begun releasing combustion byproducts), the later chamber will have just initiated combustion in its initial combustion space or, at the least, will be earlier in its combustion cycle. In this situation, the excess power available from the later chamber can be used to help finish the cycle of the earlier chamber by assisting in driving the moving radial piston of the earlier chamber the remainder of the distance to the first position.

The best understanding of this system can, once again, be gained from first reviewing simplified schematics illustrating two chambers A, B operating in tandem as shown in FIGS. 4A through 7B:

• • 1. In FIG. 4A combustion is initiated in chamber A (which has pistons A 1 , A 2 ) driving piston A 2 from second position. In this initial combustion phase, piston A 2 is linked to piston B 1 in chamber B. (See, FIG. 4B). Thus, the power phase of chamber 1 , for piston A 2 is used to move piston B 1 through to the completion of its cycle to first position in chamber B.
  • 2. In FIGS. 5A and 5B, the situation is reversed, with piston B 2 (in its initial combustion phase) being used to assist piston A 2 in moving to first position.
  • 3. In FIGS. 6A and 6B, the cycle illustrated above continues, with piston A 1 of chamber A in its initial combustion phase serving to assist piston B 2 of chamber B.
  • 4. In FIGS. 7A and 7B, the tandem system returns to its initial configuration, ready for the beginning of another cycle, with piston B 1 in its combustion phase assisting piston A 1 back to first position.
    The foregoing information and system review provides a basis for understanding the more detailed schematic chart presented in FIG. 7C.

The torque and power generated by two combustion chambers A, B operating in tandem can be advantageously harnessed using a clutch and gear system of the type schematically illustrated in FIG. 8. Here, as in FIG. 3C, a respective clutch CA 1 , CA 2 and gear GA 1 , GA 2 is engaged while its respective radial piston A 1 , A 2 is reacting to combustion and conveys torque to a power train. During the period that a radial piston A 1 , A 2 is engaged at the first position via locking mechanism 5 , its respective clutch CA 1 , CA 2 is disengaged, breaking the connection between radial piston A 1 , A 2 and its respective gear GA 1 , GA 2 . However, in this case, as discussed with reference to FIGS. 4 A through 7 C, a second chamber B is also operating in the same general manner. And, a radial piston B 1 , B 2 of the second chamber B will also be connected via its respective clutch CB 1 , CB 2 and gear GB 1 , GB 2 to the power train during at least part of the time that A 1 , A 2 is connected thereto. This connection serves to assist in moving the radial piston A 1 , A 2 , B 1 , B 2 of the system that is nearing the end of its cycle back to the first position in its respective chamber A, B. For this purpose, I have found it advantageous to intiate combustion in a chamber A, B when the radial piston of the other chamber A, B that has just experienced combustion has traversed approximately 180 degrees from the second position. This provides support for the “weak” part of the cycle in each chamber A, B and assures smooth and effective operation.

Coordinating the activities of single chamber or even of two chambers operating in tandem can be accomplished by mechanical linkages of the type well known in the mechanical arts for use with engines and mechanical systems. They can also be accomplished via electronic monitoring and operational systems of the type currently known and practiced with regard to engines and mechanical systems. However, I have found it advantageous to combine these approaches by coordinating mechanical linkages with an electronic monitoring and operational system. Thus, FIGS. 9A and 9B provide schematic views of a chamber of my invention, illustrating a mechanical timing chain arrangement to operate locking mechanism 5 . (This embodiment also features manifolds 26 for introduction of water and air into the combustion chamber). In these drawing figures, a timing chain or belt 20 runs between inner shaft 3 and pulley 21 . Pulley 21 is arranged to turn a cam 22 that interacts with a lever arm 23 to operate a link 24 connected to engageable locking mechanism 5 and biased by tensioner 25 . There is a 1:1 correspondence between the turning of the shaft 3 and the turning of cam 22 with the system being arranged to disengage locking mechanism 5 so as to allow radial piston A 1 to pass and be locked into the first position at an appropriate point in its cycle. (Similar mechanisms can be used to time and effectuate the engagement/disengagement of other elements, clutches and gears related to the operation of the invention). Arrangements of this type can advantageously be coupled with an electronic monitoring and control system of the type illustrated schematically in FIG. 9C. Further details regarding the type and positioning of sensors and the overall operation of my control system are provided by the charts of FIGS. 10A-10C, which describe the sensor devices and their functions and locations.

However, numerous changes and variations can be made to the system without exceeding the scope of the inventive concept. Accordingly, it is to be understood that the embodiments of the invention herein described are merely illustrative of the application of the principles of the invention. Reference herein to details of the illustrated embodiments is not intended to limit the scope of the claims, which themselves recite those features regarded as essential to the invention.