Engine Crank and Connecting Rod Mechanism

Abstract

A crank and connecting rod mechanism, comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to the at least one piston, a crank end; at least one gear set, comprising: a crankpin, the crank end pivotally connected to the crankpin; a crank gear; a crank gear shaft, the crank gear rotatably mounted on the crank gear shaft, the crankpin located between centerline of the crank gear shaft and radius of the pitch circle of the crank gear; a stationary gear, the crank gear meshing with the stationary gear, the crank end driving the crankpin, which drives the crank gear and the crank gear shaft about the stationary gear; the crank pin and the crank end rotating about the stationary gear and following the path of a roulette of a centered trochoid about the stationary gear.

Claims

1. A rotary valve for use in an engine, which passes intake air from an engine intake manifold to an engine intake cylinder throat and exhausts spent gasses from an engine exhaust cylinder throat to an engine exhaust manifold, comprising: a rotary valve bore; a rotary valve body, which rotates stepwise within said rotary valve bore, comprising: an intake passageway, an exhaust passageway, stepped notches; said rotary valve comprising: an intake stepped notch pusher and an exhaust stepped notch pusher, which push said stepped notches stepwise, rotating said intake passageway and said exhaust passageway each stepwise, cyclically aligning said intake passageway with said engine intake manifold and said engine intake cylinder throat, cyclically aligning said exhaust passageway with said engine exhaust cylinder throat and said engine exhaust manifold.

2. The rotary valve according to claim 1, wherein: said rotary valve body has a plurality of dimple shaped stops, said rotary valve bore has a spring loaded stop ball bearing, which cyclically presses against an adjacent one of said plurality of dimple shaped stops and stops said rotary valve body from overshooting any of said plurality of stepped notches, as said rotary valve body rotates stepwise.

3. The rotary valve according to claim 1, wherein: said rotary valve bore has a plurality of spring loaded centering ball bearings, which press against said rotary valve body and maintain said rotary valve body concentric with said rotary valve bore.

4. The rotary valve according to claim 1, wherein: each revolution of said rotary valve body results in two four stroke cycles.

5. The rotary valve according to claim 1, wherein said engine comprises at least one said rotary valve, further comprising: a crank and connecting rod mechanism comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to said at least one piston, a crank end; at least one gear set, comprising: a crankpin, said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft, said crank gear rotatably mounted on said crank gear shaft, said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear, said crank gear meshing with said stationary gear, said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

6. The rotary valve according to claim 1, wherein said engine comprises an internal combustion engine, said rotary valve comprises a plurality of rotary valves, further comprising: a crank and connecting rod mechanism comprising a plurality of pistons, which reciprocate within a plurality of cylinders, each having a cylinder bore, comprising: a plurality of connecting rods, each connecting rod of said plurality of connecting rods having a piston end and a crank end, each piston of said plurality of pistons pivotally connected to a said piston end; a plurality of gear sets, each gear set of said plurality of gear sets comprising: a crankpin,  said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft,  said crank gear rotatably mounted on said crank gear shaft,  said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear,  said crank gear meshing with said stationary gear,  said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

7. The rotary valve according to claim 1, wherein said engine comprises an opposed piston engine, said rotary valve comprises a plurality of rotary valves, further comprising: a crank and connecting rod mechanism comprising opposed pistons, which reciprocate within opposed cylinders, each having a cylinder bore, comprising: opposed connecting rods, each connecting rod of said opposed connecting rods comprising: a piston end and a crank end, each piston of said opposed pistons pivotally connected to a said piston end; opposed gear sets, each gear set of said opposed gear sets comprising: a crankpin,  said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft,  said crank gear rotatably mounted on said crank gear shaft,  said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear,  said crank gear meshing with said stationary gear,  said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

8. The rotary valve according to claim 1, wherein said engine or said rotary valve alone or in combination further comprises an electronic control unit: said electronic control unit communicating with and controlling said intake stepped notch pusher and said exhaust stepped notch pusher.

9. The rotary valve according to claim 1, wherein: said intake stepped notch pusher and said exhaust stepped notch pusher are from the group consisting of: at least one stepped notch pusher, at least one pushrod, at least one solenoid, at least one solenoid plunger, at least one electromagnet, at least one pusher, at least one incrementer, at least one actuator, at least one stepwise rotator, means for incrementally rotating at least one stepped notch, means for incrementally rotating said rotary valve body, means for rotating said rotary valve in stepwise rotational increments, and any combination thereof.

10. A rotary valve for use in an engine, which communicates with an engine cylinder throat and an engine manifold, the engine cylinder throat having an intake throat and an exhaust throat, the engine manifold having an intake manifold and an exhaust manifold, comprising: a rotary valve bore; a rotary valve body, concentrically and rotationally seated in said rotary valve bore, having: intake stepped notches; exhaust stepped notches; an intake passageway; an exhaust passageway; an intake stepped notch pusher, which stepwise and rotationally pushes said intake stepped notches and stepwise rotates said rotary valve body, including said intake passageway, said intake passageway cyclically communicating with said intake manifold and said intake throat; an exhaust stepped notch pusher, which stepwise and rotationally pushes said exhaust stepped notches and stepwise rotates said rotary valve body, including said exhaust passageway, said exhaust passageway cyclically communicating with said exhaust throat and said exhaust manifold.

11. The rotary valve according to claim 10, wherein: said rotary valve body has a plurality of dimple shaped stops, said rotary valve bore has a spring loaded stop ball bearing, which cyclically presses against an adjacent one of said plurality of dimple shaped stops and stops said rotary valve body from overshooting any of said plurality of stepped notches, as said rotary valve body rotates stepwise.

12. The rotary valve according to claim 10, wherein: said rotary valve bore has a plurality of spring loaded centering ball bearings, which press against said rotary valve body and maintain said rotary valve body concentric with said rotary valve bore.

13. The rotary valve according to claim 10, wherein: each revolution of said rotary valve body results in two four stroke cycles.

14. The rotary valve according to claim 10, wherein said engine comprises at least one said rotary valve, further comprising: a crank and connecting rod mechanism comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to said at least one piston, a crank end; at least one gear set, comprising: a crankpin, said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft, said crank gear rotatably mounted on said crank gear shaft, said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear, said crank gear meshing with said stationary gear, said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

15. The rotary valve according to claim 10, wherein said engine comprises an internal combustion engine, said rotary valve comprises a plurality of rotary valves, further comprising: a crank and connecting rod mechanism comprising a plurality of pistons, which reciprocate within a plurality of cylinders, each having a cylinder bore, comprising: a plurality of connecting rods, each connecting rod of said plurality of connecting rods having a piston end and a crank end, each piston of said plurality of pistons pivotally connected to a said piston end; a plurality of gear sets, each gear set of said plurality of gear sets comprising: a crankpin,  said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft,  said crank gear rotatably mounted on said crank gear shaft,  said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear,  said crank gear meshing with said stationary gear,  said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

16. The rotary valve according to claim 10, wherein said engine comprises an opposed piston engine, said rotary valve comprises a plurality of rotary valves, further comprising: a crank and connecting rod mechanism comprising opposed pistons, which reciprocate within opposed cylinders, each having a cylinder bore, comprising: opposed connecting rods, each connecting rod of said opposed connecting rods comprising: a piston end and a crank end, each piston of said opposed pistons pivotally connected to a said piston end; opposed gear sets, each gear set of said opposed gear sets comprising: a crankpin,  said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft,  said crank gear rotatably mounted on said crank gear shaft,  said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear,  said crank gear meshing with said stationary gear,  said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

17. The rotary valve according to claim 10, wherein said engine or said rotary valve alone or in combination further comprises an electronic control unit: said electronic control unit communicating with and controlling said intake stepped notch pusher and said exhaust stepped notch pusher.

18. The rotary valve according to claim 10, wherein: said intake stepped notch pusher and said exhaust stepped notch pusher are from the group consisting of: at least one stepped notch pusher, at least one pushrod, at least one solenoid, at least one solenoid plunger, at least one electromagnet, at least one pusher, at least one incrementer, at least one actuator, at least one stepwise rotator, means for incrementally rotating at least one stepped notch, means for incrementally rotating said rotary valve body, means for rotating said rotary valve in stepwise rotational increments, and any combination thereof.

19. A rotary valve for use in an engine, which communicates with an engine cylinder throat, an engine manifold, and an electronic control unit, the engine cylinder throat having an intake throat and an exhaust throat, the engine manifold having an intake manifold and an exhaust manifold, comprising: a cylindrical valve bore; a cylindrical valve body, concentrically and rotationally seated in said cylindrical valve bore, having: intake circumferential stepped notches; exhaust circumferential stepped notches; an intake passageway; an exhaust passageway; an intake stepped notch pusher, said electronic control unit communicating with and controlling said intake stepped notch pusher, which stepwise and rotationally pushes said intake circumferential stepped notches and stepwise rotates said cylindrical valve body including said intake passageway, which cyclically communicates with said intake manifold and said intake throat; an exhaust stepped notch pusher, said electronic control unit communicating with and controlling said exhaust stepped notch pusher, which stepwise and rotationally pushes said exhaust circumferential stepped notches and stepwise rotates said cylindrical valve body including said exhaust passageway, which cyclically communicates with said exhaust throat and said exhaust manifold.

20. The rotary valve according to claim 19, wherein: said rotary valve body has a plurality of dimple shaped stops, said rotary valve bore has a spring loaded stop ball bearing, which cyclically presses against an adjacent one of said plurality of dimple shaped stops and stops said rotary valve body from overshooting any of said plurality of stepped notches, as said rotary valve body rotates stepwise.

21. The rotary valve according to claim 19, wherein: said rotary valve bore has a plurality of spring loaded centering ball bearings, which press against said rotary valve body and maintain said rotary valve body concentric with said rotary valve bore.

22. The rotary valve according to claim 19, wherein: each revolution of said rotary valve body results in two four stroke cycles.

23. The rotary valve according to claim 19, wherein said engine comprises at least one said rotary valve, further comprising: a crank and connecting rod mechanism comprising at least one piston, which reciprocates within at least one cylinder, comprising: at least one connecting rod, comprising: a piston end pivotally connected to said at least one piston, a crank end; at least one gear set, comprising: a crankpin, said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft, said crank gear rotatably mounted on said crank gear shaft, said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear, said crank gear meshing with said stationary gear, said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

24. The rotary valve according to claim 19, wherein said engine comprises an internal combustion engine, said rotary valve comprises a plurality of rotary valves, further comprising: a crank and connecting rod mechanism comprising a plurality of pistons, which reciprocate within a plurality of cylinders, each having a cylinder bore, comprising: a plurality of connecting rods, each connecting rod of said plurality of connecting rods having a piston end and a crank end, each piston of said plurality of pistons pivotally connected to a said piston end; a plurality of gear sets, each gear set of said plurality of gear sets comprising: a crankpin,  said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft,  said crank gear rotatably mounted on said crank gear shaft,  said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear,  said crank gear meshing with said stationary gear,  said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

25. The rotary valve according to claim 19, wherein said engine comprises an opposed piston engine, said rotary valve comprises a plurality of rotary valves, further comprising: a crank and connecting rod mechanism comprising opposed pistons, which reciprocate within opposed cylinders, each having a cylinder bore, comprising: opposed connecting rods, each connecting rod of said opposed connecting rods comprising: a piston end and a crank end, each piston of said opposed pistons pivotally connected to a said piston end; opposed gear sets, each gear set of said opposed gear sets comprising: a crankpin,  said crank end pivotally connected to said crankpin; a crank gear; a crank gear shaft,  said crank gear rotatably mounted on said crank gear shaft,  said crankpin located between the centerline of said crank gear shaft and the radius of the pitch circle of said crank gear; a stationary gear,  said crank gear meshing with said stationary gear,  said crank end driving said crankpin, which drives said crank gear and said crank gear shaft about said stationary gear; said crank pin and said crank end rotating about said stationary gear and following the path of a roulette of a centered trochoid about said stationary gear.

26. The rotary valve according to claim 19, wherein said engine or said rotary valve alone or in combination further comprises said electronic control unit: said electronic control unit communicating with and controlling said intake stepped notch pusher and said exhaust stepped notch pusher.

27. The rotary valve according to claim 19, wherein: said intake stepped notch pusher and said exhaust stepped notch pusher are from the group consisting of: at least one stepped notch pusher, at least one pushrod, at least one solenoid, at least one solenoid plunger, at least one electromagnet, at least one pusher, at least one incrementer, at least one actuator, at least one stepwise rotator, means for incrementally rotating at least one stepped notch, means for incrementally rotating said rotary valve body, means for rotating said rotary valve in stepwise rotational increments, and any combination thereof.

Description

DRAWINGS

[0041] These and other features, aspects, and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings where:

[0042] FIG. 1 is a perspective view of an interior portion of an opposed piston engine, showing opposed crank and connecting rod mechanisms of the present invention, constructed in accordance with the present invention;

[0043] FIG. 2 is a top view of the interior portion of the opposed piston engine of FIG. 1, showing the opposed crank and connecting rod mechanisms of the present invention;

[0044] FIG. 3 is an enlarged portion of the top view of FIG. 2, showing adjacent ones of the opposed crank and connecting rod mechanisms;

[0045] FIG. 4 is an exploded perspective view of one of the opposed crank and connecting rod mechanisms of FIG. 1;

[0046] FIG. 5 is a perspective view of one of the opposed crank and connecting rod mechanisms of FIG. 1;

[0047] FIG. 6 is a side view of the crank and connecting rod mechanism of FIG. 5;

[0048] FIG. 7 is a side view of a crank gear and a first driven gear of the crank and connecting rod mechanism of FIG. 5;

[0049] FIG. 8 is a side view of a connecting rod, the crank gear, and the first driven gear of the crank and connecting rod mechanism of FIG. 5, showing the crank gear and the first driven gear in different positions in phantom;

[0050] FIG. 9 is a partial side view of the crank and connecting rod mechanism of FIG. 5, showing the connecting rod and the crank gear in a first position;

[0051] FIG. 10 is a partial side view of the crank and connecting rod mechanism of FIG. 5, showing the connecting rod and the crank gear in a second position;

[0052] FIG. 11 is a partial side view of the crank and connecting rod mechanism of FIG. 5, showing the connecting rod and the crank gear in a third position;

[0053] FIG. 12 is a partial side view of the crank and connecting rod mechanism of FIG. 5, showing the connecting rod and the crank gear in a fourth position;

[0054] FIG. 13 is an exploded perspective view of an alternate embodiment of a crank and connecting rod mechanism of the present invention;

[0055] FIG. 14 is a perspective view of an interior portion of an engine, showing an alternate embodiment of a crank and connecting rod mechanism of the present invention;

[0056] FIG. 15 is a perspective view of an interior portion of an engine, showing an alternate embodiment of a crank and connecting rod mechanism of the present invention;

[0057] FIG. 16 is an exploded perspective view of the alternate embodiment of the crank and connecting rod mechanism of FIG. 15;

[0058] FIG. 17 is a perspective view of an interior portion of an engine, showing the alternate embodiment of the crank and connecting rod mechanism of FIG. 15 further comprising a rotary valve;

[0059] FIG. 18 is an end view of the interior portion of the engine of FIG. 17, showing the alternate embodiment of the crank and connecting rod mechanism of FIG. 15 further comprising the rotary valve;

[0060] FIG. 19 is a front view of the interior portion of the engine of FIG. 17, showing the alternate embodiment of the crank and connecting rod mechanism of FIG. 15 further comprising the rotary valve;

[0061] FIG. 20 is an enlarged end cross section view of the rotary valve of FIG. 17;

[0062] FIG. 21 is an enlarged front cross section view of the rotary valve of FIG. 17;

[0063] FIG. 22A is a cross section view of the rotary valve of FIG. 17 in a first stepwise rotational increment;

[0064] FIG. 22B is a cross section view of the rotary valve of FIG. 17 in a second stepwise rotational increment;

[0065] FIG. 22C is a cross section view of the rotary valve of FIG. 17 in a third stepwise rotational increment;

[0066] FIG. 23 is an enlarged end cross section view of an alternate embodiment of a rotary valve for use with the crank and connecting rod mechanism of FIG. 15;

[0067] FIG. 24 is an exploded perspective view of an alternate embodiment of a crank and connecting rod mechanism of the present invention;

[0068] FIG. 25 is a perspective view of an engine using a plurality of crank and connecting rod mechanisms of the present invention;

[0069] FIG. 26 is a perspective view of another engine using a plurality of crank and connecting rod mechanisms of the present invention;

[0070] FIG. 27 is a perspective view of an opposed piston engine using a plurality of crank and connecting rod mechanisms of the present invention;

[0071] FIG. 28 is an enlarged end cross section view of an alternate embodiment of a rotary valve of the present invention;

[0072] FIG. 29 is an enlarged front cross section view of the alternate embodiment of the rotary valve of FIG. 28;

[0073] FIG. 30 is an enlarged end cross section view of an alternate embodiment of the rotary valve of FIG. 28;

[0074] FIG. 31 is an enlarged end cross section view of an alternate embodiment of a rotary valve of the present invention;

[0075] FIG. 32 is an enlarged front cross section view of the alternate embodiment of the rotary valve of FIG. 31;

[0076] FIG. 33 is an enlarged end cross section view of an alternate embodiment of the rotary valve of FIG. 31;

[0077] FIG. 34 is an enlarged end cross section view of an alternate embodiment of a rotary valve of the present invention;

[0078] FIG. 35 is an enlarged front cross section view of the alternate embodiment of the rotary valve of FIG. 34; and

[0079] FIG. 36 is an enlarged end cross section view of an alternate embodiment of the rotary valve of FIG. 34.

DESCRIPTION

[0080] The preferred embodiments of the present invention will be described with reference to FIGS. 1-36 of the drawings. Identical elements in the various figures are identified with the same reference numbers.

[0081] Improvements in engine performance, power, and efficiency can be achieved by modifying the motion and travel characteristics of the connecting rods of an internal combustion engine.

[0082] The connecting rods in conventional internal combustion engines have composite motion, i.e., the small ends of the connecting rods reciprocate, and the large ends of the connecting rods rotate. The small ends of the connecting rods are connected to the pistons with floating cylindrical pins, called wrist pins. The large ends of the connecting rods, which oppose the small ends of the connecting rods, are typically connected to the crankshaft of a typical conventional internal combustion engine by a crankpin.

[0083] The characteristics of the motion of the pistons in a convention internal combustion engine are determined by the motion that the connecting rods and the crankshaft assembly impart to the pistons. The motion of the connecting rods and the crankshaft assembly, thus, determine the motion characteristics of the pistons.

[0084] The motion of the pistons within ninety degrees before and after “Top Dead Center” is different from the motion within ninety degrees before and after “Bottom Dead Center” in most conventional engines. The piston moves substantially more than half the stroke value, when the piston is in the vicinity of Top Dead Center, and the piston moves substantially less than half the stroke value when the piston is within ninety degrees of

[0085] Bottom Dead Center.

[0086] The asymmetry of motion results from the lateral motion of the crankpin when the piston is in the vicinity of Top Dead Center, and the substantially collinear motion of the crankpin with respect to the centerline of the cylinder when the piston is substantially at Bottom Dead Center, and is influenced by the connecting rod length to stroke ratio.

[0087] Again, the rod to stroke ratio (R/S) and the location of the crankpin determine the motion characteristics of the piston and, thus, the performance and efficiency of the engine.

[0088] The compression ratio of a conventional internal combustion engine is the ratio of the volume of the cylinder's largest capacity to its lowest capacity. In more detail, the piston sweeps through a volume that is called the displacement volume, and the minimum volume occurs when the piston is at Top Dead Center. The maximum volume, then, is the sum of the displacement volume plus the minimum volume. The ratio of the maximum volume to the clearance volume is called the compression ratio, which influences engine performance, power, and efficiency.

[0089] Engine performance, power, and efficiency can be improved by modifying the motion and travel characteristics of the pistons of an internal combustion engine.

[0090] Engine performance, power, and efficiency can be improved by modifying and/or altering the clearance volume, the swept volume, or both the clearance volume and the swept volume of the pistons within the cylinders and, in particular, by modifying the connecting rod geometry, motion of the crankpin, and/or by modifying motion of the connecting rod. These and other factors of the present invention will be discussed in more detail.

[0091] FIGS. 1-12 show an embodiment of the present invention, an opposed piston engine 10 that has a plurality of crank and connecting rod mechanisms 12, constructed in accordance with the present invention, which impart asymmetric motion to opposed pistons 14 within cylinders 16. The opposed pistons 14, which reciprocate within the cylinders 16, and the crank and connecting rod mechanisms 12 are housed within engine block 17. The cylinders 16 have cylinder bores 18, each of which has a cylinder bore centerline 19.

[0092] Each of the crank and connecting rod mechanisms 12 has a connecting rod 20 and a pair of gear sets 22, comprising a first gear set 24 and a second gear set 26, which are mirror images of each other.

[0093] The pair of gear sets 22 facilitate asymmetric rotary motion to crank end 28 of the connecting rod 20 at crankpin 30 and reciprocating motion to the opposed pistons 14. The crank end 28 of the connecting rod 20 has a crank end hole 31 therethrough.

[0094] The first gear set 24 and the second gear set 26 each have a crank gear 32, each of which is pinned to the crankpin 30 at opposing ends of the crankpin 30.

[0095] A crank end bearing 33 is mounted in the crank end hole 31 of the connecting rod 20 for receiving the crankpin 30 therethrough, thus, allowing the crankpin 30 to rotate about the crank gear 32 as the connecting rod 20 reciprocates.

[0096] The crankpin 30 extends from and between the crank gears 32 of the first gear set 24 and the second gear set 26, through the crank end bearing 33 mounted in the crank end hole 31 at the crank end 28 of the connecting rod 20, which facilitates motion to be transferred from the connecting rod 20 to the crank gears 32 and vice versa.

[0097] The first gear set 24 and the second gear set 26 each have a first stationary gear 34. The crank gears 32 of the first gear set 24 and the second gear set 26 mesh with and rotate about the first stationary gears 34 of the first gear set 24 and the second gear set 26.

[0098] The crankpin 30 rotates about the first stationary gears 34 and follows the path of a roulette of a centered trochoid about the first stationary gears 34. Consequently, the crank end 28 of the connecting rod 20 at the crankpin 30 rotates about the first stationary gears 34 and follows the path of the roulette of the centered trochoid about the first stationary gears 34.

[0099] The crank gears 32 have crankpin holes 36 for receiving the crankpin 30 therethrough and fastening the crankpin 30 thereto, and the crank end 28 of the connecting rod 20 has the crank end hole 31, which has the crank end bearing 33 mounted therein for receiving the crankpin 30 therethrough. The connecting rod 20 drives the crank gear 32 at the crankpin 30.

[0100] The connecting rod 20, which is driven by the explosive force imparted to the piston 14 within the cylinder 16, is connected to the piston 14 at wrist pin 40, which provides a bearing 41 for the connecting rod 20 to pivot upon as the piston 14 moves. The connecting rod 20 has a first leg 42, having a first leg length 43, and a second leg 44, having a second leg length 45, which is angularly disposed from the first leg 42 by angle Ø (46).

[0101] The first gear set 24 and the second gear set 26 each have a counterbalanced radial arm 47 and a drive shaft 50. Each of the counterbalanced radial arms 47 comprises a radial arm 48 and a counterweight 49, which minimizes vibration. The counterbalanced radial arms 47 are fastened to and mounted on respective ones of the drive shafts 50. The counterbalanced radial arms 47 drive the drive shafts 50 as the counterbalanced radial arms 47 rotate.

[0102] Each of the radial arms 48 has an outer radial arm hole 52 having an outer radial arm bearing 53 mounted therein for receiving crank gear shaft 54 therethrough. Each of the crank gears 32 are pinned to a respective one of the crank gear shafts 54.

[0103] The outer radial arm bearings 53 allow the crank gears 32 to rotate about the first stationary gears 34 and drive the radial arms 48 about the drive shafts 50 as the crank gears 32 rotate.

[0104] Each of the radial arms 48 has a pivot point drive shaft hole 55. Each of the radial arms 48 are pinned to a respective one of the drive shafts 50 at a respective one of the pivot point drive shaft holes 55.

[0105] The connecting rod 20 drives the crankpins 30, which drive the crank gears 32 and the crank gear shafts 54 about the first stationary gears 34. The crankpins 30 each follow the path of the roulette of a centered trochoid, as the crank gears 32 are driven about the first stationary gears 34. Consequently, the crank end 28 of the connecting rod 20 at the crankpin 30 rotates about the first stationary gears 34 and follows the path of the roulette of the centered trochoid about the first stationary gears 34.

[0106] The crank gear shafts 54 drive the radial arms 48, as the crank gears 32 rotate about the first stationary gears 34. The radial arms 48, which are driven by the crank gear shafts 54, drive the drive shafts 50 as the crank gears 32 rotate about the first stationary gears 34.

[0107] The first gear set 24 and the second gear set 26 each have a crankshaft driven gear 56 and a second stationary gear 57. The crank gears 32 and the crankshaft driven gears 56 are pinned to respective ones of the crank gear shafts 54 at opposing ends of the crank gear shafts 54.

[0108] The first stationary gear 34 and the second stationary gear 57 of the first gear set 24 and the second gear set 26 oppose one another, and each have a first stationary gear bearing 58 and a second stationary gear bearing 59, respectively, for rotatably receiving the drive shafts 50 therethrough. Each of the radial arms 48 are pinned to a respective one of the drive shafts 50 between the first stationary gear 34 and the second stationary gear 57. The drive shafts 50 each have flanges or lips at opposing ends of the drive shafts 50 to prevent the drive shafts 50 from moving laterally and to prevent the first stationary gears 34 from moving laterally or separating from the drive shafts 50.

[0109] The crank gears 32 drive the crankshaft driven gears 56 via the crank gear shafts 54. The crank gears 32 rotate about the first stationary gears 34, and the crankshaft driven gears 54 rotate about the second stationary gears 57, the crankpins 30 each following substantially the same path of the roulette of a centered trochoid. Consequently, the crank end 28 of the connecting rod 20 at the crankpin 30 rotates about the first stationary gears 34 and follows the path of the roulette of the centered trochoid about the first stationary gears 34.

[0110] The outer radial arm bearing 53 allows the crank gears 32 and the crankshaft driven gears 56 to rotate about the crank gear shafts 54, as the crank gears 32 and the crankshaft driven gears 56 rotate about the first stationary gears 34 and the second stationary gears 57.

[0111] The crank gears 32 drive the crankshaft driven gears 56 via the crank gear shafts 54 substantially in unison.

[0112] The crank gears 32 and the crankshaft driven gears 56 drive the counterbalanced radial arms 47, which drive the drive shafts 50, as the counterbalanced radial arms 47 rotate.

[0113] The radial arms 48 of the counterbalanced radial arms 47, which are fastened to and mounted on the drive shafts 50, are driven by the motion of the crank gears 32 about the first stationary gears 34 and the second stationary gears 55 and drive the drive shafts 50.

[0114] The crank gears 32 and the crankshaft driven gears 56 have substantially the same trochoidal motion about the first stationary gears 34 and the second stationary gears 57, respectively. Performance of the opposed piston engine 10 may be controlled by controlling the centered trochoidal motion of the crankpins 30, and consequently the centered trochoidal motion of the crank end 28 of the connecting rod 20 by:

[0115] adjusting the distance of the crankpin 30 from the centers of the crank gears 32 relative to the radii of the crank gears 32 and/or;

[0116] adjusting the diameters of the crank gears 32 relative to the diameters of the first stationary gears 34;

[0117] each of which adjusts trochoidal motion of the crank end 28 of the connecting rod 20 and the asymmetric motion of the connecting rod 20 and performance of the crank and connecting rod mechanisms 12 and the performance of the opposed piston engine 10.

[0118] It should be noted that pitch circle diameter is used to define the diameter of a gear, which by pure rolling action would produce the same motion as the toothed gear wheel. Pitch circle is the imaginary circle on the gear about which it may be supposed to roll without slipping with pitch circle of another gear. The point of contact of two pitch circle becomes the pitch point.

[0119] The connecting rod 20 is preferably angularly shaped, although a conventional connecting rod shape may be used. The angle Ø (46) is typically within ninety degrees to one hundred eighty degrees, but may be any other suitable angle. When the angle Ø (46), between the first leg 42 and the second leg 44 of the connecting rod 20, is one hundred eighty degrees, the connecting rod 20 approaches that of a conventional connecting rod. Performance of the opposed piston engine 10 may be controlled further by controlling the angle Ø (46) between the first leg 42 and the second leg 44 of the connecting rod 20 and/or controlling the length of the first leg 42 relative to the length of the second leg 44 of the connecting rod 20.

[0120] Thus, performance of the opposed piston engine 10 may be controlled by: [0121] adjusting the distance of the crankpin 30 from the centers of the crank gears 32 relative to the radii of the crank gears 32 and/or; [0122] adjusting the diameters of the crank gears 32 relative to the diameters of the first stationary gears 34; and/or [0123] controlling the angle Ø (46) between the first leg 42 and the second leg 44 of the connecting rod 20; and/or [0124] controlling the length of the first leg 42 relative to the length of the second leg 44 of the connecting rod 20.

[0125] The second stationary gears 57 are fastened to and supported by support members 60 or other suitable supports with fasteners 61.

[0126] The first gear set 24 and the second gear set 26 each have a drive shaft gear 62 mounted on a respective one of the drive shafts 50, each of the drive shaft gears 62 being driven by a respective one of the drive shafts 50, and an output gear 63, each of the output gears 63 being driven by a respective one of the drive shaft gears 62.

[0127] The opposed piston engine 10 has an output shaft 64, and the support members 60 have holes 65 for receiving the output shaft 64 therethrough. The output gears 63, which are driven by the drive shaft gears 62, drive the output shaft 64.

[0128] The engine block 17 has bearings 66 for receiving the drive shafts 50 therethrough and bearings 67 for receiving the output shaft 64 therethrough, thus, allowing the drive shafts 50 and the output shaft 64 to rotate, as the connecting rod 20 reciprocates. The drive shafts 50 and the output shaft 64 each have flanges or lips at opposing ends of the drive shafts 50 and at opposing ends of the output shaft 64 to prevent the drive shafts 50 and the output shaft 64 from moving laterally or inadvertently out of the engine block 17.

[0129] The opposed piston engine 10 has improved performance, power, and efficiency, based upon enhancements to the motion characteristics imparted to the pistons 14 by the crank and connecting rod mechanisms 12 of the opposed piston engine 10.

[0130] FIG. 13 shows an alternate embodiment of a crank and connecting rod mechanism 70 for use in an engine, comprising at least one piston, which reciprocates within at least one cylinder, and having at least one crank and connecting rod mechanism 70.

[0131] The crank and connecting rod mechanism 70 comprises: [0132] a connecting rod 72, comprising: [0133] a first leg 74 and a second leg 76 angularly disposed from one another, [0134] the first leg 74 having a piston end 78 pivotally connected to a piston 80, [0135] the second leg 76 having a crank end 82; [0136] a gear set 84, comprising: [0137] a crankpin 86, [0138] the crank end 82 of the second leg 76 pivotally connected to the crankpin 86; [0139] a crank gear 88; [0140] a crank gear shaft 90, [0141] the crank gear 88 rotatably mounted on the crank gear shaft 90, [0142] the crankpin 86 located between the centerline of the crank gear shaft 90 [0143] and the radius of the pitch circle of the crank gear 88; [0144] a stationary gear 98, [0145] the crank gear 88 meshing with the stationary gear 98, [0146] the crank end 82 of the connecting rod 72 driving the crankpin 86, which drives the crank gear 88 and the crank gear shaft 90 about the stationary gear 98; [0147] the crank pin 86 and the crank end 82 rotating about the stationary gear 98 and following the path of a roulette of a centered trochoid 102 about the stationary gear 98.

[0148] The gear set 84 has a counterbalanced radial arm 104 and an output shaft 106. The counterbalanced radial arm 104 comprises a radial arm 107 and a counterweight 108, which minimizes vibration. The counterbalanced radial arm 104 is fastened to and mounted on the output shaft 106. The counterbalanced radial arm 104 drives the output shaft 106 as the counterbalanced radial arm 104 rotates.

[0149] The radial arm 107 has an outer radial arm hole 109 having an outer radial arm bearing 110 mounted therein for receiving the crank gear shaft 90 therethrough. The crank gear 88 is pinned to the crank gear shaft 90.

[0150] The outer radial arm bearing 110 allows the crank gear 88 to rotate about the stationary gear 98 and drive the radial arm 107 about the output shaft 106 as the crank gear 88 rotates.

[0151] The radial arm 107 has a pivot point drive shaft hole 112. The radial arm 107 is pinned to the output shaft 106 at the pivot point drive shaft hole 112. The stationary gear 98 has a stationary gear bearing 114 for rotatably receiving the output shaft 106 therethrough.

[0152] The connecting rod 72 drives the crankpin 86, which drives the crank gear 88 and the crank gear shaft 90 about the stationary gear 98. The crankpin 86 follows the path of the roulette of the centered trochoid 102, as the crank gear 88 is driven about the stationary gear 98. Consequently, the crank end 82 of the connecting rod 72 at the crankpin 86 rotates about the stationary gear 98 and follows the path of the roulette of the centered trochoid 102 about the stationary gear 98.

[0153] The crank gear shaft 90 drives the radial arm 107, as the crank gear 88 rotates about the stationary gear 98. The radial arm 107, which is driven by the crank gear shaft 90, drives the output shaft 106 as the crank gear 88 rotates about the stationary gear 98.

[0154] The gear set 84 may be the same as shown in FIG. 13, or the gear set 84 may optionally be a mirror image thereof, depending on the required configuration.

[0155] The connecting rod 72 is preferably angularly shaped, although a conventional connecting rod shape may be used. The angle between the first leg 74 and the second leg 76 is typically within ninety degrees to one hundred eighty degrees, but may be any other suitable angle. When the angle between the first leg 72 and the second leg 74 of the connecting rod 72, is one hundred eighty degrees, the connecting rod 72 approaches that of a conventional connecting rod. Performance of an engine may be controlled further by controlling the angle between the first leg 74 and the second leg 76 of the connecting rod 20 and/or controlling the length of the first leg 74 relative to the length of the second leg 76 of the connecting rod 72.

[0156] FIG. 14 shows an alternate embodiment of a crank and connecting rod mechanism 120, which is substantially the same as the crank and connecting rod mechanism 70, except that the crank and connecting rod mechanism 120 has outer drive shaft gear 122 and counterbalanced radial arm 124 each mounted on and fastened to outer drive shaft 126. The counter balanced radial arm 124 drives the outer drive shaft 126, and the outer drive shaft 126 drives the outer drive shaft gear 122.

[0157] Inner shaft 130, which is interior to the outer drive shaft 126, maintains stationary gear 132 in a stationary position. The inner shaft 130 is fastened to the stationary gear 132 at first plate 134 and to wall 136 of engine 138 at second plate 140, which opposes the first plate 134.

[0158] Output gear 142 is mounted on and fastened to output shaft 144, which is rotatably mounted on support member 146. The outer drive shaft gear 122 drives the output gear 142, which drives the output shaft 144.

[0159] FIGS. 15 and 16 show an alternate embodiment of a crank and connecting rod mechanism 150, which is substantially the same as the crank and connecting rod mechanism 12, except that the crank and connecting rod mechanism 150 has one gear set 152, which drives connecting rod 154.

[0160] FIGS. 17-22C show an alternate embodiment of a crank and connecting rod mechanism 160, which is substantially the same as the crank and connecting rod mechanism 150, except that the crank and connecting rod mechanism 160 has a rotary valve 162. The rotary valve 162 has rotary valve body 164, which rotates in stepwise rotational increments from 166A through 166F within rotary valve bore 167.

[0161] The rotary valve body 164 has an intake passageway 168 and an exhaust passageway 170, each of which communicate with cylinder throat area 172. The intake passageway 168 facilitates the introduction of an air-fuel mixture from intake manifold 174 into the cylinder throat area 172 for combustion in cylinder 176. The exhaust passageway 170 facilitates the expulsion of spent gasses from the cylinder 176 through the cylinder throat area 172 to exhaust manifold 178.

[0162] The rotary valve body 164 has six stepwise rotational increments, i.e., stepwise rotational increments from 166A through 166F. Each stepwise rotational increment 166A through 166F is initiated by either spring loaded intake pushrod 182 or spring loaded exhaust pushrod 184, which push steps 186 of step shaped notches 188 about the circumference 190 of the rotary valve body 164 and initiate rotation of the rotary valve body 164. The rotary valve 162 has stops 192, having spring loaded ball bearings 194, which press against dimple shaped stops 196 on surface 198 of the rotary valve body 164 and stop the rotary valve body 164 from rotating past any stepwise rotational increment from 166A through 166F, thus, controlling, each stepwise rotational increment from 166A through 166F. Secondary spring loaded ball bearings 199 are used to maintain the rotary valve body 164 substantially concentric with the rotary valve bore 167.

[0163] The exhaust stroke occurs when the rotary valve body 164 is at stepwise rotational increment 166A. The intake stroke occurs when the rotary valve body 164 is at stepwise rotational increment 166B. The compression stroke, the ignition (combustion) event, and the power stroke occur when the rotary valve body 164 is at stepwise rotational increment 166C. The process repeats itself during stepwise rotational increments 166D through 166F. Thus, a complete revolution of the rotary valve body 164 within the rotary valve bore 167 from stepwise rotational increment 166A through stepwise rotational increment 166F results in two complete in four stroke cycles.

[0164] In more detail, when piston 201 moves from the bottom of cylinder bore 203 to the top of the cylinder bore 203, the rotary valve body 164 is at stepwise rotational increment 166A within the rotary valve bore 167. The rotary valve body 164 having rotated to the exhaust position at stepwise rotational increment 166A within the rotary valve bore 167, the exhaust passageway 170 of the rotary valve 162 is adjacent the cylinder throat area 172, the spent gasses from the cylinder 176 are exhausted through the cylinder throat area 172 and through the rotary valve body 164 to the exhaust manifold 178.

[0165] When the piston 201 moves from the top of the cylinder bore 203 to the bottom of the cylinder bore 203, the rotary valve body 164 is at stepwise rotational increment 166B within the rotary valve bore 167. The rotary valve body 164 having rotated to the intake position at stepwise rotational increment 166B within the rotary valve bore 167, the intake passageway 168 of the rotary valve 162 is adjacent the cylinder throat area 172, and the air-fuel mixture is drawn into the cylinder bore 203.

[0166] When the piston 201 is at the bottom of the cylinder bore 203, after the air-fuel mixture has been pulled into the cylinder bore 203, the rotary valve body 164 is at stepwise rotational increment 166C within the rotary valve bore 167. The rotary valve body 164 having rotated to the closed position at stepwise rotational increment 166C within the rotary valve bore 167, the intake passageway 168 and the exhaust passageway 170 of the rotary valve 162 are blocked from communicating with the cylinder throat area 172. During the compression stroke, the piston 201 moves to the top of the cylinder bore 203; the air-fuel mixture is ignited when the piston 201 is at the top of the cylinder bore 203; during the power stroke, the piston 201 moves to the bottom of the cylinder bore 203, which completes one four stroke cycle, after which another four stroke cycle is repeated and the rotary valve body 164 completes an entire revolution within the rotary valve bore 167.

[0167] The spring loaded intake pushrod 168 and the spring loaded exhaust pushrod 170 are each controlled by cams 200 on camshaft 202, as the camshaft 202 rotates. The spring loaded intake pushrod 168 and the spring loaded exhaust pushrod 170 may alternatively be controlled electronically or by other suitable means.

[0168] The rotary valve body 164 is substantially cylindrical, other than the step shaped notches 188 about the circumference 190 of the rotary valve body 164 and the dimple shaped stops 196 on the surface 198 of the rotary valve body 164.

[0169] The rotary valve bore 167 is located within engine block 204 and manifold 206 above and adjacent the cylinder throat area 172.

[0170] FIG. 23 shows an alternate embodiment of a rotary valve 210, which is substantially the same as the rotary valve 162, except that the rotary valve 210 has an arcuate bearing 212, which is used to maintain rotary valve body 214 substantially concentric with rotary valve bore 216.

[0171] FIG. 24 shows an alternate embodiment of a crank and connecting rod mechanism 220, which is substantially the same as the crank and connecting rod mechanism 70, except that the crank and connecting rod mechanism 220 has a pair of gear sets 222, comprising a first gear set 224 and a second gear set 226, which oppose each other and are mirror images of each other, and which drive connecting rod 228.

[0172] FIG. 25 shows an embodiment of an engine 230 using a plurality of crank and connecting rod mechanisms 150.

[0173] FIG. 26 shows an alternate embodiment of an engine 240 using a plurality of crank and connecting rod mechanisms 150.

[0174] FIG. 27 shows an embodiment of an opposed piston engine 250 using a plurality of crank and connecting rod mechanisms 150.

[0175] Each of the rotary valves shown in FIGS. 17-23 and FIGS. 31-36 have stepped notches about a rotary valve body, which may be incrementally rotated by using at least one stepped notch pusher, pusher, actuator, incrementer, or stepwise rotator to incrementally rotate the stepped notches and, thus, incrementally rotate the rotary valve body and, thus, the rotary valve in stepwise rotational increments.

[0176] FIGS. 17-23 and FIGS. 31-36 show alternate embodiments of an intake stepped notch pusher and an exhaust stepped notch pusher, although other suitable embodiments may be used. In particular, an intake stepped notch pusher and an exhaust stepped notch pusher are used to stepwise rotate or incrementally rotate the stepped notches and, thus, incrementally rotate the rotary valve body and, thus, the rotary valve in stepwise rotational increments.

[0177] FIGS. 28 and 29 show an alternate embodiment of a rotary valve 260 of the present invention, which is substantially the same as the rotary valve 162, except that the rotary valve 260 has intake solenoid 262, exhaust solenoid 264, and electronic control unit (ECU) 266.

[0178] The electronic control unit 266 (ECU) controls actions of the intake solenoid 262 and the exhaust solenoid 264, which have intake solenoid plunger 268 and exhaust solenoid plunger 270, respectively. The electronic control unit (ECU) 266 may be a microcontroller, microprocessor, or other suitable controller, and may be used alone or in combination with an engine electronic control unit.

[0179] The rotary valve 260 has rotary valve body 272, which rotates in stepwise rotational increments from 166A through 166F, as shown in FIGS. 22A-22C, within rotary valve bore 274, under control of the electronic control unit (ECU) 266. The electronic control unit (ECU) 266 transmits pulses or other suitable signals to the intake solenoid 262 and the exhaust solenoid 264 via cables 275 for the intake solenoid plunger 268 and the exhaust solenoid plunger 270 to rotate the rotary valve body 272 in stepwise rotational increments from 166A through 166F.

[0180] Each stepwise rotational increment 166A through 166F is initiated by the intake solenoid plunger 268 or the exhaust solenoid plunger 270, which push steps 276 of step shaped notches 278 about the circumference 280 of the rotary valve body 272 and initiate each step of rotation of the rotary valve body 272 under control of the electronic control unit (ECU) 266.

[0181] FIG. 30 shows an alternate embodiment of a rotary valve 290, which is substantially the same as the rotary valve 260, except that the rotary valve 290 has an arcuate bearing 292, which is used to maintain rotary valve body 294 substantially concentric with rotary valve bore 296.

[0182] FIGS. 31 and 32 show an alternate embodiment of a rotary valve 300 of the present invention, which is substantially the same as the rotary valve 260, except that the rotary valve 300 has intake electromagnet 302, exhaust electromagnet 304, and electronic control unit (ECU) 306.

[0183] The electronic control unit 300 (ECU) controls actions of the intake electromagnet 302 and the exhaust electromagnet 304. The electronic control unit (ECU) 300 may be a microcontroller, microprocessor, or other suitable controller, and may be used alone or in combination with an engine electronic control unit.

[0184] The rotary valve 300 has rotary valve body 308, which rotates in stepwise rotational increments from 166A through 166F, as shown in FIGS. 22A-22C, within rotary valve bore 310, under control of the electronic control unit (ECU) 306. The electronic control unit (ECU) 306 transmits pulses or other suitable signals to the intake electromagnet 302 and the exhaust electromagnet 304 via cables 309 to rotate the rotary valve body 308 in stepwise rotational increments from 166A through 166F.

[0185] Each stepwise rotational increment 166A through 166F is initiated by the intake electromagnet 302 or the exhaust electromagnet 304, which push first magnets 312 or first magnetic surfaces at steps 314 of step shaped notches 316 and/or second magnets 317 or second magnetic surfaces at walls 319 of the stepped shaped notches 316 about the circumference 318 of the rotary valve body 308 and initiate each step of rotation of the rotary valve body 308 under control of the electronic control unit (ECU) 306. Iron or other suitable material may be used in addition to or as an alternative to the first magnets 312 or the first magnetic surfaces and/or the second magnets 317 or the second magnetic surfaces.

[0186] FIG. 33 shows an alternate embodiment of a rotary valve 320, which is substantially the same as the rotary valve 300, except that the rotary valve 320 has an arcuate bearing 322, which is used to maintain rotary valve body 324 substantially concentric with rotary valve bore 326.

[0187] FIGS. 34 and 35 show an alternate embodiment of a rotary valve 330 of the present invention, which is substantially the same as the rotary valve 300, except that the rotary valve 330 has intake electromagnet 331 having arcuate shaped intake electromagnet end 332, exhaust electromagnet 333 having arcuate shaped exhaust electromagnet end 334, and electronic control unit (ECU) 336.

[0188] The electronic control unit 336 (ECU) controls actions of the intake electromagnet 331 and the exhaust electromagnet 333. The electronic control unit (ECU) 336 may be a microcontroller, microprocessor, or other suitable controller, and may be used alone or in combination with an engine electronic control unit.

[0189] The rotary valve 330 has rotary valve body 338, which rotates in stepwise rotational increments from 166A through 166F, as shown in FIGS. 22A-22C, within rotary valve bore 340, under control of the electronic control unit (ECU) 336. The electronic control unit (ECU) 336 transmits pulses or other suitable signals to the arcuate shaped intake electromagnet end 332 and the arcuate shaped exhaust electromagnet 334 via cables 339 to rotate the rotary valve body 338 in stepwise rotational increments from 166A through 166F.

[0190] Each stepwise rotational increment 166A through 166F is initiated by the intake electromagnet 331 or the exhaust electromagnet 333, which push arcuate shaped magnets 342 or arcuate shaped magnetic surfaces in step shaped notches 345 in increments or steps about the circumference 346 of the rotary valve body 338 and initiate each step of rotation of the rotary valve body 338 under control of the electronic control unit (ECU) 336. Iron or other suitable material may be used in addition to or as an alternative to the arcuate shaped magnets 342 or arcuate shaped magnetic surfaces.

[0191] The intake electromagnet 331, the exhaust electromagnet 333, and the arcuate shaped magnets 342 or arcuate shaped magnetic surfaces form magnetic detents about the rotary valve 330, which are controlled by the electronic control unit (ECU) 336.

[0192] FIG. 36 shows an alternate embodiment of a rotary valve 340, which is substantially the same as the rotary valve 330, except that the rotary valve 340 has an arcuate bearing 342, which is used to maintain rotary valve body 344 substantially concentric with rotary valve bore 346.

[0193] Although the present invention has been described in considerable detail with reference to certain preferred versions thereof, other versions are possible. Therefore, the spirit and scope of the appended claims should not be limited to the description of the preferred versions contained herein.