METHOD OF DECOUPLING IN A ROTARY DEVICE

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0001] The invention generally relates to working a fluid in a rotary device. More specifically, the invention relates to a method of decoupling in the rotary device. 2. Description of the Prior Art

[0002] A piston engine includes cylinder chambers and pistons which move back and forth along the cylinder chamber during a combustion process. The combustion process includes intake, compression, combustion power (expansion), and exhaust of a fluid. A conventional two or four stroke engine, for example, reuses a single cylinder chamber in turn for each phase of the combustion process. As the piston moves into the cylinder chamber, the fluid is compressed and then combusted. As the cylinder moves out of the cylinder chamber, the fluid is expanded and exhausted, at which point new fluid enters the chamber Theoretically, each stroke is mechanically confined to the same volume, e.g., within the same cylinder chamber. Actual intake and exhaust volumes are overlapped for as much as a third of a stroke with compression, combustion, and expansion to improve performance. An intake valve will start closing 40 degrees or more before top dead center ("TDC") to allow fuel to have enough time to burn, developing peak pressures by the time the piston reaches 10-20 degrees after TDC. An exhaust valve will open 60 degrees before bottom dead center ("BDC") even though this action vents maximum pressures for a third of the 180 degree power stroke. The linear direction of the piston is constantly changing, or reciprocating, between two directions, causing inefficiencies in the engine. Both two stroke and four stroke implementations are limited definitively by this constraint. In conventional piston driven internal combustion engines, the volume where expansion occurs volume is identical to the volume where compression occurs. Both volumes are necessarily equal because they are determined by the length of the stroke of the piston, equal to a diameter of a crankshaft. In addition, because all

of the stages of the combustion process occur within the same cylinder, the ratio for compression of the fluid must be equal to the ratio for expansion of the fluid. This prevents flexibility in the performance output of the engine. Additionally, because mechanical camshaft driven valve linkages are inflexible and relatively slower than fully electronic mechanisms they are unresponsive to changing power demand, pollution, and economy tradeoffs under changing loads. This compels the industry's move to fully electronic valve mechanisms, a major factor driving the industry toward 42 Volt vehicle electronics. Additionally, using mechanical valve linkages fix the relationship of valves opening and closing via their connection to cam shafts, the thermodynamic performance of the engine is finalized at design time and cannot be changed.

[0003] Traditional rotary engines typically have an axis and include a stator on the axis and a rotor on the axis, concentric with and rotatable with respect to, the stator. An example of a rotary engine is disclosed in United States Patent No. 3,780,708 to Angsten (the '708 patent). In the '708 patent, the rotor includes a cylinder and the stator is disposed in the cylinder, allowing the rotor to rotate about the stator. The stator and the cylinder cooperate to provide three working chambers. Six vanes are supported by the stator and are radially biased to seal against the rotor as the rotor 26 rotates about each of the vanes. Each vane is divided into a leading and a trailing side. Additionally, an intake port, an exhaust port, a fuel injection port, and a spark plug are disposed in diametric opposition on the stator. As the rotor 26 rotates with respect to the stator and the vanes, the trailing side of the vanes draws an air-fuel mixture into one of the working chambers, through the intake port, as the leading side of the vane compresses the air-fuel mixture that was drawn into the working chamber by the trailing side of the previous vane, which the rotor had already rotated through. The compressed air-fuel mixture is exhausted from the working chamber through a compression exhaust port. The compressed air-fuel mixture is drawn into another working chamber along the trailing side of one of the vanes. Next, a spark charge, from the spark plug, ignites compressed air-fuel mixture to expand the air-fuel mixture inside of the working chamber as the vane rotates through the working chamber. Following the expansion of the air-fuel mixture, the leading side of the adjacent vane pushes the expanded air-fuel mixture through an exhaust port and out of the rotary engine. Because the vanes are continuously biased

against the rotor to provide uninterrupted sealing contact between the vanes and the rotor, the compression ratio and the expansion ratio remain constant throughout the operation of the rotary engine to provide a consistent thermodynamic cycle.

SUMMARY OF THE INVENTION AND ADVANTAGES

[0004] The present invention provides a method of manipulating a fluid by decoupling a first working chamber from a second working chamber. Each working chamber is of the type provided by a rotary device which includes a stator and a rotor rotatable with respect to the stator about an axis to manipulate the fluid. The rotor is rotated to establish a first fluid pressure within the first working chamber. The rotor is also rotated to establish a second fluid pressure within the second working chamber, independent of the first fluid pressure. A controlled and intermittent mass flow of the fluid is delivered from the first working chamber when the first fluid pressure is established. The second working chamber is charged to an inlet fluid pressure.

[0005] Accordingly, it would be advantageous to provide a rotary device which can decouple, or isolate, the different phases of a combustion process during rotor rotation. This would allow the compression ratio and/or the expansion ratio and the associated pressures and temperatures within the rotary device to be continuously altered as the rotor 26 rotates to alter the thermodynamic properties of the rotary device. This would allow the rotary device to operate in the Ideal cycle, for example, when fuel efficiency is desired and to switch to the Otto cycle or supercharge when more power is required. Because the rotary device would provide a mechanical separation of a compression stage from a combustion stage, it would allow the rotary device to arbitrarily control a working volume of the fluid, and the pressure of the fluid introduced into the working chamber, such as a combustion chamber. This would provide an additional ability to deliver thermodynamic performance of the Ideal Cycle. Furthermore, performance, possibly exceeding the Brayton cycle, found in continuous combustion gas turbine engines, may be configured by combining very high open inlet pressures, with a pulsed fuel delivery, into the combustion chamber.

BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Other advantages of the present invention will be readily appreciated, as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein: [0007] Figure 1 is a perspective view of a rotary device partially cut away;

[0008] Figure 2 is a perspective view of an alternative embodiment of the rotary device shown in Figure 1 partially cut away;

[0009] Figure 3 is a cross-sectional side view of a rotary device having a rotor and a stator surrounding the rotor with ports supported by the stator;

[0010] Figure 4 is a cross-sectional side view of an alternative embodiment of the rotary device shown in Figure 3 with the ports supported by the rotor;

[0011] Figure 5 is a cross-sectional side view of a second embodiment of a rotary device having a rotor and a stator surrounding the rotor with the ports supported by the rotor;

[0012] Figure 6 is a cross-sectional side view of an alternative embodiment of the rotary device shown in Figure 5 with the ports supported by the stator; [0013] Figure 7 is a cross-sectional side view of a third embodiment of a rotary device having a stator and a rotor surrounding the stator with the ports supported by the stator;

[0014] Figure 8 is a cross-sectional side view of an alternative embodiment of the rotary device shown in Figure 7 with the ports supported by the rotor;

[0015] Figure 9 is a cross-sectional side view of a fourth embodiment of a rotary device having a stator and a rotor surrounding the stator with the ports supported by the rotor;

[0016] Figure 10 is a cross-sectional side view of the an alternative embodiment of the rotary device shown in Figure 9 with the ports supported by the stator;

[0017] Figure 11 is a partial cross-sectional side view of a rotary device including an ignition source;

[0018] Figure 12 is a partial cross-sectional side view of a vane biased by a biasing device in an extended position;

[0019] Figure 13 is a partial cross-sectional view of the vane shown in

Figure 12 retracted by an actuator in a radially retracted position; and [0020] Figure 14 is a schematic illustrating the logical and physical separation of compressor/compression, fluid reservoir, and combustion/expansion;

[0021] Figure 15 is a schematic illustrating the logical and physical separation of a compressor and expander with combustion occurring within a combustion device within the compressor and illustrating an optional fluid reservoir disposed between the compressor and expander;

[0022] Figure 16 is a schematic illustrating the logical and physical separation of a compressor and expander with combustion occurring within a combustion device within the expander and illustrating an optional fluid reservoir disposed between the compressor and expander; [0023] Figure 17 is a schematic illustrating the logical and physical separation of a compressor, expander, and fluid reservoir with combustion occurring within a combustion device within the fluid reservoir;

[0024] Figure 18 is a schematic illustrating the logical and physical separation of a compressor and expander with combustion occurring within a combustion device and illustrating an optional fluid reservoir disposed between the combustion chamber and the expander; and

[0025] Figure 19 is a schematic illustrating the logical and physical separation of a compressor and expander with combustion occurring within a combustion device and illustrating an optional fluid reservoir disposed between the combustion chamber and the compressor.

DETAILED DESCRIPTION OF THE INVENTION

[0026] Referring to the Figures, wherein like numerals indicate corresponding parts throughout the several views, a rotary device having an axis 22, is shown generally at 20. Referring generally to Figures 1 and 2, the rotary device 20 includes a stator 24 and a rotor 26. The stator 24 is static and the rotor 26 is concentric with, and rotatable with respect to, the stator 24 on the axis 22. The stator 24 surrounds the rotor 26 on the axis 22. Alternatively, the rotor 26 surrounds the

stator 24 on the axis 22. Each configuration of the stator 24 with respect to the rotor 26 has unique advantages which will become readily apparent. The stator 24 has a stator peripheral wall 28 extending about the axis 22 and a pair of oppositely facing stator side walls 30. The rotor 26 has a pair of rotor side walls 32 in opposition to the stator side walls 30 and a rotor peripheral wall 29 extending about the axis 22 and opposite the stator peripheral wall 28.

[0027] Referring generally to the figures, one of the peripheral walls

28, 29 are generally rounded or undulated to provide peaks 35, angularly spaced along the respective peripheral wall 28, 29. The other peripheral wall 28, 29 includes a cylinder 36 on the axis 22. The peaks 35 remain in constant rotational contact with the opposing peripheral wall 28, 29. The stator walls 28, 30 and the rotor walls 29, 32 cooperate to provide a working chamber 34, between each pair of the adjacent peaks 35. The quantity of working chambers 34 is any number, based on the number of peaks 35 on the respective peripheral wall 28, 29. [0028] A plurality of vanes 38 are spaced a predetermined angle relative to one another about the axis 22. Each vane 38 is supported for radial movement by the stator 24 or the rotor 26 to move radially to maintain sealing contact with the opposing peripheral wall 28, 29 which includes the peaks 35, while also contacting the opposing side walls 30 during rotation of the rotor 26. The vanes 38 sequentially and periodically divide each working chamber 34 into leading sides 40 and trailing sides 42 of each vane 38, relative to the direction of rotation of the rotor 26. Additionally, the vanes 38 are angularly spaced to coincide with each working chamber 34, such that there are at least two vanes 38 coinciding with each working chamber 34 at all times during rotation of the rotor 26. Within the working chamber 34, each vane 38 and the adjacent peak 35 cooperate to define a working volume. Therefore, the working volume varies (i.e., increases or decreases) as the rotor 26 rotates because the vane 34 is either moving toward or away from the adjacent peak 35. As the vane 34 moves toward the peak 35, the working volume decreases and a fluid disposed in that working volume is compressed. Likewise, as the vane moves away from the peak 35, the working volume increases and the fluid disposed in that working volume is expanded.

[0029] The number of peaks 35 on the associated peripheral wall 28,

29 and vanes are chosen to meet performance objectives of the rotary device(s). To

simplify this discussion only one peak 35 is illustrated. The number of peaks 35 and vanes 38 are chosen to meet performance objectives. Consider the ratio of four vanes 38 for each peak 35. This would address the performance shift from high power to high economy. In the high power mode, every working chamber 34 is used to expand the highest pressure portion of the power curve, as is done in conventional engines. In the high economy mode, one or more vanes 38 are held out, or retracted, to allow increased expansion, hence extracting more work from the expanding fluid, i.e., gas. Novel ratios can be engineered to deliver novel results. For example in a rotor 26 with two peaks 35 and three vanes 38, it is possible to receive an expansion charge every 60 degrees while expanding the gas for 120 degrees, one third of a revolution or the rotor 26. This provides the power density of a twelve cylinder engine by presenting the full force (mean effective pressure) of six cylinders to an axel in a single revolution. The relationship between peaks 35 and vanes 38 is stated by the ratio of m peaks 35 to n vanes 38, or m:n, where m < n. Note that the number of vanes 38 may be increased and is limited only by practicalities of packaging.

[0030] It is possible to select the number of peaks 35 and vanes 38 such that the volume the peaks 35 control will move performance of the rotary device 20 from the Otto cycle to the Ideal cycle, for example, or to any other target relationship balancing tradeoffs among performance, efficiency, pollution, heat rejection, noise, etc. The relative allocation of working chambers 34 to either compression or expansion may also be changed as required during operation.

[0031] At least one intake port 44 extends through one of the peripheral walls 28, 29. The intake port 44 periodically opens to the working chamber 34 to deliver the fluid into the working chamber 34 during rotation of the rotor 26, i.e., intaking a fluid into the working chamber 34. Typically, the fluid is air, but may also be any other type of acceptable fluid or fluid mixture. The fluid may also include fuel for combusting the fluid. At least one exhaust port 46 extends through one of the peripheral walls 28, 29. The exhaust port 46 is for periodically opening to the working chamber 34 to exhaust the fluid from the working chamber 34 during rotation of the rotor 26, i.e., exhausting the fluid from the working chamber 34. Generally, the intake ports 44 are positioned proximate the trailing side 42 of each vane 38 and the exhaust ports 46 are positioned proximate the leading side 40 of each vane 38. However, the ports 44, 46 are not limited to being proximate the vanes 38.

In addition, the ports 44, 46 may be positioned on the opposing peripheral wall 28, 29 or opposing side wall 30, 32 from the vanes 38. When the ports 44, 46 extend through the peripheral wall 28, 29 having the peaks 35, each port is preferably near opposite ends, and proximate the peaks 35 of the working chamber 34. The ports 44, 46 may be a shuttle valve or any other type of valve which controls the flow of fluid into and out of the working chambers 34.

[0032] The intake and exhaust ports 44, 46 open and close in a number of ways. One way the intake and exhaust ports 44, 46 open and close are when they are dependent on the angular position of the vanes 38 with respect to the opposing peripheral wall 28, 29. For example, as the rotor 26 rotates with respect to the stator

24, the angular position of the vanes 38 with respect to the opposing peripheral wall

28, 29 is determined from a sensor, for example. If the angular position achieves a prerequisite angular position, a signal is sent to open or close the intake and/or exhaust ports 44, 46. Alternatively, the ports 44, 46, are positioned to follow a guide track formed in the vane or, alternatively, one of the side walls 30, 32. As the rotor 26 rotates, the ports 44, 46 follow the guide track. When the ports 44, 46 reach a predetermined position on the guide track, the ports 44, 46, open or close.

[0033] Alternatively, the intake and/or exhaust ports 44, 46 are dependent on the radial position of the vanes 38, i.e., as the vanes 38 move radially as they travel along the undulations of the peaks 35 of the associated peripheral wall 28,

29. When the intake and exhaust ports 44, 46 open and close based on the radial position, they may open and close based on moving a shuttle valve, for example, in response to the radial position of the intake and exhaust ports 44, 46. The intake and exhaust ports 44, 46 may also open and close in response to a control signal. The control signal may be from a computer, but a computer is not required. The intake and exhaust ports 44, 46 may also open and/or close based on a predetermined pressure differential between the working chamber 34 and a location exterior to the working chamber 34 to which/from which the fluid is being delivered, such as when a vacuum is applied. Additionally, the intake and exhaust ports 44, 46 are not required to open and close as they may also remain in a continuous open position where the intake port 44 continuously takes in the fluid and the exhaust port 46 continuously exhausts the fluid.

DECOUPLING OF WORK PERFORMED ON THE FLUID

[0034] The rotary device 20 separates, or decouples, work performed on the fluid. The work may be done within a plurality of rotary devices 20 or within a single rotary device 20. Decoupling is generally illustrated in Figure 14. Work performed on a fluid is physically separated by illustrating a first rotary device 20, a second rotary device 20, and an optional fluid reservoir 21 interconnecting the rotary devices 20. As an example, decoupling is applied to a combustion process for use in a rotary combustion engine. The combustion process generally includes compression, combustion, and expansion. Figure 14 illustrates that by applying the concept of decoupling, each portion of the combustion process can be achieved in a separate physical volume. Additionally, referring to Figures 15-19, combustion can be achieved in any of the separate physical volumes. Therefore, compression would be performed in a working chamber 34 of the first rotary device. As the rotor of the first rotary device 20 rotates, a first fluid pressure is established within the first working chamber 34 by compressing the fluid. A controlled and inteπnittent mass flow of the fluid is delivered from the first working chamber 34 to the fluid reservoir 21 to charge the fluid reservoir 21 to a charged fluid pressure which is any desired charged fluid pressure and maintains that charged fluid pressure. The charged fluid pressure may then be drawn into a combustion chamber 90, on demand, at any desired inlet fluid pressure which is lower than the charged fluid pressure of the fluid reservoir 21. Either the fluid is premixed with a fuel or a fuel is injected into the fluid in the combustion chamber 90. It should be appreciated that any suitable type of fuel may be used. Additionally, the combustion chamber 90 may include an ignition source, such as a spark. The combustion chamber may be located within the fluid reservoir 21 for combusting the fluid, after which, the combusted fluid is exhausted into the second working chamber 34 for expansion, as illustrated in Figure 15, or exhausted into a fluid reservoir 21 to await exhaustion into another location. The combustion chamber 90 may be an independent volume for combusting the fluid, after which, the combusted fluid is exhausted into the second working chamber 34 for expansion, as illustrated in Figure 18, or exhausted into a fluid reservoir 21, as illustrated in Figure 19. Alternatively, the combustion chamber 90 is the second working chamber 34 and after the fluid is combusted in the second working chamber 34, the combusted fluid is then expanded within the second working chamber 34, as illustrated in Figure 16. As

another alternative, the combustion chamber is the first working chamber 34, as illustrated in Figure 15. A controlled and intermittent mass flow of the fluid is delivered from the fluid reservoir 21 to the second working chamber 34 to charge the second working chamber 34 to an inlet pressure which is independent of the first fluid pressure and typically less than the charged fluid pressure. As the rotor of the second rotary device rotates, a second fluid pressure is established within the second working chamber 34 of the second rotary device by expanding the fluid. Mass flow is known to those skilled in the art as the mass of the fluid that travels through an area during a unit of time. In the rotary device, the area would typically be an area of an opening defined through the intake or exhaust ports 44, 46. To vary the mass flow of the fluid, for example, the area of the opening defined by the valve may be varied. However, controlling the compression, combustion, and/or expansion of the fluid is not limited to varying the inlet fluid pressure or the mass flow of the fluid, but may also be controlled by varying the amount of fuel introduced into the fluid, varying the rotational speed of the rotors, varying the working volume, etc.

[0035] The compressed fluid may be exhausted to another working chamber 34, into the fluid reservoir 21 (illustrated in Figure 14), or to the atmosphere. The expanded fluid may similarly be vented to another working chamber 34, into the fluid reservoir 21 (or another type or storage chamber) for reuse, or to the atmosphere. This design also allows the decoupling of compression of the fluid and expansion of the fluid so that the compression ratio may be different than the expansion ratio. This directly addresses the inefficiencies of the Otto cycle and related thermodynamic waste and enables the attainment of Ideal cycle performance. Decoupling is accomplished here when there are discrete rotary devices 20 separated by the compressed fluid reservoir 21. This allows the work performed on the fluid in the compression stage to be separated from the work performed by the fluid in the expansion stage. The decoupling of the compression stage and the expansion stage means that the working chamber 34 of the first rotary device 20 achieves the first fluid pressure and pressurizes the compressed fluid reservoir 21 to any desired pressure charged fluid pressure. This fluid pressure is maintained such that the charged fluid is drawn into the working chamber 34 of the second rotary device 20 at the inlet fluid pressure. If the compressed fluid is drawn into the working chamber 34 of the expansion stage on demand, i.e., as required, it is drawn in at any inlet fluid

pressure that is lower than that of the compressed fluid reservoir 21. The compressed fluid reservoir 21 does not have to be a reservoir 21 separate from the working chamber 34 of the compression stage, but can also be the working chamber 34 of the compression stage, i.e., the first rotary device 20. [0036] By separating compression, combustion, and expansion into separate physical spaces, the first rotary device 20, i.e., compression device, can have a compression ratio which is different from an expansion ratio of the second rotary device 20, i.e., expansion device. In addition, the compression ratio and the expansion ratio may be modified on the fly to meet required performance characteristics. This directly addresses the inefficiencies of the Otto cycle and related thermodynamic waste. The primary waste of the Otto Cycle is exhaust pressure. Turbochargers are an example of devices aimed at recovering this waste, although they are ineffective in low speed or urban driving conditions. Decoupling in the rotary device 20 will effectively replace exhaust turbines in all driving profiles and increase the net work performed by 38%-42% for Otto engines with compression ratios of 8-11. Many novel and attractive re-arrangements of decoupled components include moving the catalytic converter into an adiabatic flow combustor stationed after a high pressure reserve air tank. Decoupling components also enables the elective attainment of Ideal cycle performance on demand and the management of many other thermodynamic innovations never previously approached. Operating conditions may also dictate the flexible and immediate change-over from high power output calibrations to meet other performance goals such as minimum pollution or maximum economy. By decoupling compression from expansion it becomes possible to deliver a range of thermodynamic characteristics and to change the thermodynamic characteristics during operation of the rotary device(s).

[0037] As a simple example, a first and a second rotary device each define a pair of working chambers 34 and each include a pair of vanes. For this example, let each of the first rotary device's two working chambers 34 compress a volume of fluid in whatever ratio has been chosen by the design. For illustrative purposes, assume a nominal compression ratio of 13:1 is chosen. However, the present invention is not limited to a pair of working chambers 34 and a pair of vanes 38, but may include any desired quantity. It should also be appreciated that the compression ratio is not limited to this ratio and may be any desired compression

ratio, As the rotor 26 rotates with respect to the stator 24, the fluid is compressed in the first rotary device to produce a compressed fluid at a first fluid pressure. When the compressed fluid is delivered directly into the combustion chamber 90 of a second rotary device having physical properties identical to the first rotary device, the compression ratio and the expansion ratio are identical. This means that a combination of the two rotary devices would be conventionally stated as 13:1, implying that the compression stage has a volumetric ratio of 13:1 for expansion of the fluid in the expansion device. It should be appreciated, however, that the first and the second rotary devices 20 are not limited to having equal physical properties or equal ratios. This fixed relationship between the rotary devices 20 can be changed to provide unequal ratios when a charged fluid reservoir 21 is provided or by varying the rotational speed of one rotary device 20 with respect to the other rotary device 20, for example.

DECOUPLING IN A SINGLE ROTARY DEVICE BY REASSIGNMENT OF THE WORKING CHAMBERS

[0038] It should be appreciated that the rotary devices with the respective first and the second working chambers 34 are not limited to being separate devices, but may be contained within the same rotary device 20 where the single rotary device 20 defines the first and the second working chamber 34. The assignment of any working chamber 34 to compress or expand the fluid is determined by placement of the inlet and outlet ports 44, 46 for directing fluid into and out of the working chambers 34. If the rotary device 20 or working chamber 34 includes a separate inlet and outlet port 44, 46 for intaking and delivering a compressed fluid and for intaking and delivering an expanded fluid, each rotary device 20 and its respective working chamber(s) 34 selectively shift between compressing the fluid and expanding the fluid during any given rotation of the rotor 26.

[0039] Alternatively, the rotary device 20 includes a biasing device 48 for radially moving the vanes 38, as shown in Figures 12 and 13, to maintain sealing contact between the vanes 38 and the opposing peripheral wall 28, 29 during rotation of the rotor 26. Either the stator 24 or the rotor 26 defines vane pockets 50 for receiving each of the vanes 38 radially in the retracted position. The biasing device 48 is disposed in each of the pockets 50 for radially moving the vanes 38 into and out

of the pockets 50 to maintain sealing contact between the vanes 38 and the opposing peripheral wall 28, 29 during rotation of the rotor 26, i.e., biasing each of the vanes 38 to seal against the opposing peripheral wall 28, 29, as shown in Figure 12. The rotary device 20 typically includes an actuator 52, responsive to a control signal, for moving each of the vanes 38 radially against, i.e., in opposition to, the biasing device 48 to a retracted position, as shown in Figure 13. The actuator 52 connects each of the vanes 38 and the respective stator 24 rotor 26, depending on which one defines the vane pockets 50, for moving each of the vanes 38 radially against the biasing device 48 to the retracted position inside of the pockets 50, i.e., moving each of the vanes 38 radially against the biasing device 48 to the retracted position. When the vanes 38 are retracted into the pockets 50, the vanes 38 completely retract out of the working chamber 34 to be at least flush with the respective peripheral wall 29. However, this compete retraction is not required for operation of the rotary device 20. Additionally, the rotary device 20 typically includes a control system for sending the control signal to each of the actuators 52 to selectively move each of the vanes 38 radially to vary a thermodynamic cycle during each revolution of the rotor 26, i.e., selectively moving each of the vanes 38 radially to vary the thermodynamic cycle during each revolution of the rotor 26. The control system is a computer control system for controlling radial movement of the vanes 38 with a computer. The control system includes a plurality of modes of operation for operating in any one of the various thermodynamic cycles.

[0040] As the rotor 26 rotates, there is relative movement between the working chambers 34 and the vanes 38. The leading side 40 of the vane 38 is the side 40, 42 that enters the working chamber 34 first. Accordingly, the trailing side 42 of the vane 38 is opposite the leading side 40, which enters the working chamber 34 after the leading side 40. When the trailing side 42 enters the working chamber 34, the associated intake port 44 opens and the fluid enters the working chamber 34, this is an intake stage. As described above, the intake port 44 is proximate the trailing side 42 of the vane 38. If a vane 38 is retracted into the pocket 50, the working volume doubles. If more vanes 38 are retracted, the working volume between the two adjacent vanes 38 is even greater. There is no limit to the number of vanes 38, working chambers 34, and intake and exhaust ports 44, 46 that can be used with the rotary device 20, except the size of the various components and the total volume of the working chambers 34. When the vanes 38 are retracted, the associated intake and

exhaust ports 44, 46 are disengaged. However, the disengagement of the intake and exhaust ports 44, 46 are not required. The fluid continues to enter the working chamber 34 from the intake port 44 as the trailing side 42 travels angularly through the working chamber 34 until the working volume is filled with the fluid. This is an intake stage. An ignition source 54 may be optionally disposed on one of the stator walls 28, 30 or the rotor walls 29, 30. The combustion does not have to be performed within the working chamber 34 of the rotary device 20 and may be performed in a combustion chamber 90 remote from the rotary device 20. Additionally, if the fluid does not already contain a combustible fuel, the rotary device 20 or the combustion chamber 90 includes a fuel port 56 located on any of the stator walls 28, 30 or the rotor walls 29, 30 or the walls of the combustion chamber 90 for injecting a fuel into the working volume, to mix with the fluid to create an optional fluid-fuel mixture. When the fluid drawn into either the working volume by the trailing side 42 of the vane 38 through the intake port 44 or the combustion chamber 90 from the exhaust port 46 is a compressed fluid, fluid may be mixed with fuel to form a fluid-fuel mixture. If combustion takes place in the working volume, the ignition source 54 creates a spark to combust the fluid-fuel mixture as the trailing side 42 of the vane 38 rotates through the working chamber 34 to increase the working volume. If the combustion takes place in the combustion chamber 90, separate from the working chamber 34, the ignition source 54 creases a spark to combust the fluid-fuel mixture within the combustion chamber 90. The combustion chamber 90 would typically be a well insulated "adiabatic" combustion chamber 90 which incorporates catalytic controls for pollution - thus eliminating these controls from the exhaust flow. As the fluid-fuel mixture combusts, while the working volume increases, the combusting fluid-fuel mixture is expanded. This is an expansion stage. During expansion of the fluid-fuel mixture, the greater the working volume that can be achieved, based on the number of vanes 38 that are in the retracted position, i.e., creating a larger angular distance between the adjacent vanes 38 in the extended position, the larger the expansion ratio that can also be achieved, and the more the temperature of the fluid is cooled. For example, in the simplest rotary device 20, on any given rotor 26 rotation, both the compression ratio and the expansion ratio would be held constant. To illustrate this, assume the rotary device 20 includes one peak 35 and two vanes 38. The number of peaks 35 and vanes 38 may be chosen to suit performance objectives

in a ratio of from 1:1 to l:n, where the number n is limited only be practicalities of packaging. Each of this rotary device's 20 working chambers 34 would be capable of compressing a volume of fluid in whatever ratio has been chosen by the design. In a simple example, assume that the ratio chosen is 13:1. To complete an on-the-fiy doubling of the compression ratio, simply hold out one of the two vanes 38. The same device will consequently compress twice the volume on a single revolution and correspondingly the compression ratio will be approximately 26:1. The same method may be used to double the expansion working volume. This performance may be delivered in a configuration of one peak 35 and two vanes 38 where only one vane 38 is active.

[0041] As the vane 38 exits the working chamber 34, the leading side

40 of the adjacent extended vane 38 in the working chamber 34 pushes the fluid against the stator and rotor peripheral walls 28, 29 and the adjacent peak 35 as the vane 38 rotates through the working chamber 34 until the exhaust port 46 opens to exhaust the fluid. As the vane 38 pushes against the associated peripheral wall 29 and the adjacent peak 35, if the exhaust port 46 remains closed, the working volume decreases, thus compressing the fluid. This is a compression stage. If the exhaust port 46 remains closed, at a certain point, the pressure in the working chamber 34 will build to the point where rotation of the rotor 26 will cease. This is useful when, for example, braking of the engine needs to occur. The rotor 26 may be used as a rotor 26 may be used as a rotor of a wheel. To stop rotation of the wheel, the exhaust port 46 would remain closed to essentially "apply the brakes". Therefore, this application would eliminate the need for disc brakes on an automobile.

[0042] In any configuration where the rotor 26 can be used for braking the vehicle (it need not be mounted in the wheel) it becomes immediately beneficial to do more than merely absorb the momentum of the vehicle by converting its energy into heat and letting the heat dissipate just like friction brakes do. The compressed air can be immediately and completely captured and stored to use in re-accelerating the vehicle after a stop or after a slow down of the vehicle. Electric hybrids "spill" braking energy because they cannot charge batteries fast enough to store the energy of the stopping vehicle and electrically based regenerative braking systems fall far short of the full regeneration possible with compressed air. The necessary tanks and controls are readily available from common commercial sources and have been

applied as battery replacements even as Uninterruptible Power Sources for computer rooms.

[0043] The weight of tanks needed to store compressed air or fluid in fully pneumatic hybrid vehicles can be readily incorporated in structural elements such as roll bars, thereby adding no extra weight. In all likelihood their incorporation will increase passenger safety. Compressed air containment will replace exceedingly heavy batteries. Because the storage of energy in compressed air occurs more quickly than charging batteries and captures all of the energy that electric hybrids necessarily spill, compressed air is far more preferable to satisfy the short term and fully complimentary demands of braking matched with the acceleration which follows the braking. Near term loads such as capturing the gravitational energy of coasting down a hill can be handled more efficiently with compressed air, again because of electrical losses in charging batteries and running electric motors. Compressed air is not meant to replace "plug in" battery cars, but in every other way it is a better energy and performance choice than electric hybrids.

[0044] During compression of the fluid, the greater the working volume that can be achieved, based on the number of vanes 38 that are in the retracted position, i.e., creating a larger angular distance between the adjacent vanes 38 in the extended position, the larger the compression ratio that can be achieved. If the exhaust port 46 remains open as the vane 38 continues to move through the working chamber 34, the fluid is exhausted uncompressed. Therefore, the intake and/or the combustion and the compression and/or the exhaust of the fluid and/or fluid-fuel mixture may occur in the same rotary device. However, this is not required.

[0045] In the working chamber 34 reassignment, there are several rules which constrain the roles of the working chambers 34.

• An expansion or combustion process is initiated in a chamber fed by a fluid which is at high pressure (air, fuel, and ignition).

• An expansion process may span any number of working chambers 34 of any apparent type, configured to extend. • An expansion process is completed in a working chamber 34 vented to exhaust (or a pressure recovery process, such as into the fluid reservoir 21, for reuse if expanded to below atmospheric pressure).

• A compression process is initiated in a working chambers 34 fed by ambient air.

• A compression process may span any number of working chambers 34 of any apparent type.

• A compression process is completed in a working chambers 34 vented to the fluid reservoir 21 (or directly into the working chamber 34 of the expansion phase). • Any working chamber 34 may complete either expansion or compression processes if it is capable of correctly venting to exhaust or to the fluid reservoir 21.

• Any working chambers 34 may initiate either expansion or compression if the working chambers 34 can accept either high pressure fluid with fuel and ignition or ambient air.

[0046] It should be appreciated that all appropriate means of retaining a vane 38 may be used. This includes, but is not limited to, the retention of vanes 38 either individually or in groups, by conventional electromechanical methods (e.g., a detent or key engaged by either mechanically driven or electro-mechanically driven retaining pins, rods, balls, or other means) or by numerous Micro Electro Mechanical Systems (MEMS) including solid state motors (piezoelectric, etc.). The vanes 38 may also be directly driven by solenoids, motors, etc. to avoid excessive manufacturing costs.

[0047] Where the compression and expansion occur within the same rotary device 20, and a vane 38 is retracted, the working volume is redefined as between the next extended vane 38 and the adjacent peak 35. Conversely, the vanes 38 may be similarly extended from a retracted position to change the working volume. In either case, as the vanes 38 are retracted or extended, locations, adjacent the vanes 38, are changed to perform the desired work at these "locations" have been effectively reassigned from one process (e.g., compression, expansion, etc.) to another process. The reassignment of the working volumes may be utilized on the expansion side when it is desirable to move from a high performance ratio (e.g., 13: 1 in an Otto Cycle) to a high efficiency ratio (e.g. 26:1 in an Ideal Cycle) for sustained cruising. The purpose of the increased expansion is to obtain all the work that the pressure of burned fluid can performed by changing the fluid pressure from the intake fluid pressure, and associated fluid temperature, to the second fluid pressure, and associated fluid temperature. This provides good fuel efficiency as there may be little wasted fuel and all of the work (i.e., heat) is rejected from the fluid. As increased expansion reduces

the pressure to ambient levels, venting the exhaust to atmosphere will produce little to no noise and a minimum of heat. Through the principles of heat transfer, increasing the volume over which expansion occurs in this manner also induces heat flow from the walls 28, 29, 30, 32 of the combustion chamber 90 into the fluid as the fluid is cooling (e.g., expanding). This reduces the need for secondary cooling of the rotary combustion device 20, e.g., engine.

[0048] When any sequence of working chambers 34 are allocated to

"over expansion" there is a way to recover the work performed by reducing the pressure of the working fluid below atmospheric levels. Suppose that the pressure on the trailing side of the first peak 35 has been reduced to 0.5 atmospheres just before it passes across the exhaust port 46. If the exhaust port is equipped with a one-way valve, then the moment the exhaust port 46 is exposed to lower pressures of the working fluid in the working chambers 34, the exhaust port 46 will close under vacuum. A second peak 35 is now drawn toward the vane 38 by the lower pressure fluid which recovers the work previously expended in reducing the fluid pressure during the previous pass of the vane 38. In other words, the increased differential pressure on the second peak 35 performs more work without increasing cost because the vacuum retained in the working chamber 34 acts like a simple pneumatic spring. This spring also provides a flywheel effect in that it averages out the force needed to produce cooling by expansion. Self cooling is "Free Cooling", available without other expense or cooling system apparatus. Heat flows back into the working chambers 34 both because the working fluid is much cooler and because the working fluid stays in the chamber far longer cold than if it were immediately exhausted hot. With the advance of the second peak 35, the pressure rises back to reach atmospheric pressure. At that point the "one way" exhaust valve 46 opens to atmosphere and the spent gas is vented completely. Alternatively, the exhaust valve 46 is opened and the fluid is vented to another reservoir for reuse, such as the fluid reservoir 21.

[0049] In an ideal combustion process, the maximum amount of work is extracted from the combustion product by providing a working chamber 34 for expansion having a sufficient volume to lower the temperature and pressure of the fluid to an ambient pressure before opening the exhaust valve to vent the expanded and cooled fluid. Therefore, a cooling charge of ambient air could alternate with hot

expansions, replacing radiators and water pumps. Additionally, direct cooling could be used with low temperature cycles such as electric generators.

[0050] Self cooling is highly desirable for hybridized configurations of this rotary device 20 where the outer skin of the rotor 26 would also be the rotor of a starter motor and motor-generator combination. The outer skin would be arrayed with the motor-generator rotor coil, or even permanent magnets, if cool enough. Either implementation would dramatically reduce the parts count, complexity, and cost of hybrid applications of this rotary device 20. Both pneumatic regenerative braking and fully pneumatic hybridization may replace the added weight of batteries and electric motor-generator coils referenced above.

[0051] A much wider range of capabilities results from the latitude to elect independent compression and expansion ratios and to modify each ratio independently during operation. The contents of the expansion working chambers 34 need not be exhausted at ambient pressure but may be expanded still further. It may be desirable to continue expanding the working fluid to lower pressures, e.g., "over expanding", thereby cooling the fluid further and thus allowing heat from the walls of the combustion chamber 90 to move into the newly produced low pressure refrigerating medium. To further expand the fluid, the fluid may be vented to another working chamber 34 either in the same rotary device or another rotary device 20. It may be desirable to perform all cooling of the rotary devices 20 by this method. Additional benefits of cooling by over expansion are found in situations such as reducing the exhaust heat signature if the rotary device 20 is applied to a stealth aircraft or protecting troops walking behind a Bradley fighting vehicle from being burned by its exhaust, for example. [0052] The ability to vary the thermodynamic cycle by radially retracting the vanes 38 to increase the working volume is dependent upon the number of working chambers 34 and/or the number of vanes 38. It is possible to select the number of peaks 35 and vanes 38 such that the working volume they control will move the engine performance from the Otto cycle to the Ideal cycle. Additionally, many different performance goals can be met by changing the radius and height of the peripheral walls 28, 29 of the rotor 26 and the stator 24, as well as selecting different numbers of peaks 35 and vanes 38 to meet working volume, speed, and timing requirements. Additionally, all four stages, i.e., intake, compression, expansion and

exhaust, do not have to take place in the same rotary device 20, as generally illustrated in Figure 14. The combustion does not have to be performed within the working chamber 34 of either rotary device 20 and may be performed in a combustion chamber 90 remote from the working chamber 34. For example, the rotary device 20 may be only a compressor with a variable compression ratio, based on the retraction of the vanes 38. With the fluid compression, the larger the working volume over which the fluid is compressed, the more the fluid will be compressed. Therefore, if a larger compression ratio is desired, a signal is sent to move one or more of the vanes 38 radially against the biasing device 48 to the retracted position inside of the vane pockets 50 to increase the working volume. Alternatively, the rotary device 20 may be only a combustor, i.e., expansion device, with a variable expansion ratio, based on the retraction of the vanes 38. With the expansion of the fluid as it combusts, the larger the working volume over which the fluid is combusted and expanded, the more the fluid will be expanded. Therefore, if a larger expansion ratio is desired, a signal is sent to move one or more of the vanes 38 radially against the biasing device 48 to the retracted position inside of the vane pockets 50 to increase the working volume.

[0053] Additionally, the compression and combustion/expansion characteristics may be adjusted for different types of fuels. The number of vanes 38 that are retracted to increase the working volume and the timing for opening and/or closing the intake and exhaust ports 44, 46 may be varied based on the control signal to vary these characteristics. Such accommodation to the burning characteristics of different fuels which produce both their pollution and propulsion by-products can be identified and accommodated in fixed design features by merely varying the working volume and the timing for opening and/or closing the intake and exhaust ports 44, 46. Market and user demands may also call for on-the-fly adaptation to variable fuel characteristics as dictated by local and regional fuel availability. Therefore, based on calibration, the control signal allows the rotary device 20 to be configured to adapt to variable fuel requirements on-the-fly.

SIMULTANEOUS DECOUPLING AMONG A PLURALITY OF ROTARY DEVICES

[0054] Decoupling of the rotary device 20 may be applied to simultaneously occur within each rotary device 20 and among the plurality of rotary

devices 20 which are configured as an engine, for example. Parity with an eight cylinder conventional piston engine would be delivered by a sequence of eight working chambers 34 allocated to fire four times each revolution of the rotor 26. Half the working chambers 34 would be compressing and half would be expanding under a conventional Otto Cycle (incomplete) expansion profile. This configuration would meet the brief demands of acceleration and passing with working volumes and ratios comparable to the eight cylinder conventional engine. By using flat wall fabrication, this rotary engine would weigh significantly less than one tenth the weight of a comparable piston engine. The same set of working chambers 34 may then be reallocated to deliver optimized combustion for minimum pollution and maximum fuel economy compliant with the Ideal thermodynamic cycle using complete expansion. The "hot zone" chambers may be alternated to eliminate heat buildups in any working chambers 34. A profile of "over expansion" may be adopted to provide "self cooling" within the engine. [0055] A much wider range of capabilities results from the latitude to elect independent compression and expansion ratios and to modify each ratio independently during operation. The contents of the expansion chamber need not be exhausted at ambient pressure but may be expanded still further. It may be desirable to continue expanding the working fluid to lower pressures, "over expanding" thereby cooling it further, thus allowing heat from the walls of the combustion chamber 90 to move into the newly produced low pressure refrigerating medium. It may be desirable to perform all engine cooling by this means. Additional benefits of cooling by "over expansion" could be found in situations as diverse as reducing the exhaust heat signature of stealth aircraft or protecting troops walking behind a Bradley fighting vehicle from being burned by its exhaust.

[0056] It is possible to select the number of peaks 35 and vanes 38 allocated to either compression or expansion such that the volume the peaks 35 control will move engine performance from the Otto cycle to the Ideal cycle, or to any other target relationship balancing tradeoffs among performance, efficiency, pollution, heat rejection, noise, etc. The relative allocation of working chambers 34 to either compression or expansion may also be changed on the fly during operation.

[0057] Designers may control the parameters of radius, height, width, and features in this engine to yield a wide range of cost and weight solutions within an

assortment of form factors. Any single rotor implementation would obviously invite changes to the radius, height, and width of the individual rotor to meet performance goals and package size and weight objectives. Multi-rotor configurations include the placement of rotors both side by side on a single axis and arranged concentrically on the same diameter. Effective seals may be maintained even at high pressures by passing fluids through successive stages (sequential rotors) of compression or expansion.

DECOUPLING BY CHANGING THE RELATIVE ROTATIONAL ROTOR SPEED BETWEEN ROTARY DEVICES

[0058] Either a continuously variable or a geared transmission may be used to govern the relationship between compression and expansion stages. Conventional transmissions would provide the same relative change in compression and expansion ratios described above. The compression and expansion stages would be arranged on concentric rotors or side by side on the same axis, e.g., ganged. They may also be arranged in successive stages such that the differential pressure between stages is easily managed by practical seals. Or they may be separate machines, a compressor and an expander, configured arbitrarily as in the schematic, Figure 2, above. [0059] Through the continuously variable transmission, variable rotational speeds would be transmitted by a pair of contact wheels on a shiftable rod. Alternatively, a geared mechanical offset may be employed to route positive mechanical transmission around central axis of rotor. For example, assume the rotary devices 20 are stacked radially where the rotor 26 of the first or outer rotary device 20 has a larger diameter and extends beyond the diameter of the second or inner rotary device 20. The relative speed of rotation of the two rotors 26 of the two rotary devices 20 are controlled by the contact wheels, which are bonded to the transmission rod, as a single piece. The wheels and the rod comprise a single assembly and the contact wheels all turn as a single unit at the same rotational speed. This provides the ability to increase and decrease the speed of both rotors 26 as the transmission rod is moved radially. One wheel contacts a rotor of each of the rotary devices 20. As the contact wheels are moved radially along the rotors 26 of the rotary devices 20, the speed of the outer rotor 26 will vary with respect to the rotational speed of the inner

rotor 26. While the contact wheel will rotate at the same rotational speed on the inner and outer rotor 26, because the inner rotor 26 has a smaller radius than the radius of the outer rotor 26, the outer rotor 26 will rotate slower than the inner rotor 26. Therefore, as the contact wheels are moved along the radii of their respective rotors 26, the rotational speeds of the rotors 26 change accordingly. This relative speed change can be used to increase compression relative to expansion and provide a higher performance mode of operation. Alternatively, the change can be used to decrease the compression relative to the expansion and provide a lower performance mode of operation. In other words, by increasing the rotational speed of the compressor rotor 26 in relation to the expansion rotor 26 it is possible to supercharge the pressure of the combustion input fluid. Correspondingly, without changing anything in the expansion working chambers 34, it is possible to shift the compression/expansion relationship back from Ideal Cycle behavior toward the higher Mean Effective Pressures of the Otto Cycle. This changes the performance from high economy to high performance.

[0060] As a second embodiment, a rotary device 120 includes a stator

124 and a rotor 126. Referring generally to Figure 5, the stator 124 surrounds the rotor 126 on the axis 22. The stator 124 has a stator peripheral wall 128 extending about the axis 22 and a pair of oppositely facing stator side walls 130. The rotor 126 has a pair of rotor side walls 132 in opposition to the stator side walls 130 and a rotor peripheral wall 129 extending about the axis 22 and opposite the stator peripheral wall

128 of the stator 124. The stator 124 includes a cylinder 136 on the axis 22 with the rotor 126 disposed in the cylinder 136 on the axis 22 where the stator walls 128, 130 enclose the rotor 126 inside of the cylinder 136 while allowing the rotor 126 to rotate on the axis 22 in the cylinder 136 relative to the stator 124. The rotor peripheral wall

129 is cylindrical. While the peripheral wall 128 of the stator 124 is generally rounded and having peaks 35, the cylinder 136 in this embodiment is a cylindrical passage, generally defined by the peripheral wall of the stator 124, for receiving the cylindrical rotor 126. The rotor peripheral wall 129 remains in constant rotational contact with each of the peaks 35 of the stator peripheral wall 128. Therefore, the stator walls 128, 130 and the rotor walls 129, 132 cooperate to provide a working chamber 34, 134. The working chambers 34, 134 are the void defined between the stator peripheral wall 128 and the rotor peripheral wall 129 between the adjacent

peaks 35. The plurality of vanes 38 are spaced a predetermined angle relative to one another about the axis 22. Each vane 38 is supported for radial movement by the rotor 126 to move radially to maintain sealing contact with the peripheral wall 28 of the stator 124 while also contacting the side walls 130 of the stator 124 during the rotor 126 rotation. Referring to Figure 5, the intake port 44 and the exhaust port 46 extend through the peripheral wall 28 of the rotor 126. Generally, the intake port 44 is positioned proximate the trailing side 42 of each vane 38 and the exhaust port 46 is positioned proximate the leading side 40 of the vane 38. However, the ports 44, 46 are not limited to being proximate the vanes 38 and can also extend through the peripheral wall 128 of the stator 124, as shown in Figure 6, inside of the working chamber 34, 134. When the intake port 44 and the exhaust port 46 extend through the peripheral wall 128 of the rotor 126, each port 44, 46 is preferably near opposite ends of the working chamber 34, 134, proximate the peaks 35. The rotor 126 defines the vane pockets 50 for receiving each of the vanes 38 radially in the retracted position and the biasing device 48 is disposed in each of the pockets 50. The actuator 52 connects each of the vanes 38 and the rotor 126.

[0061] As a third embodiment, a rotary device 220 includes a stator

224 and a rotor 226. Referring generally to Figure 7, the rotor 226 surrounds the stator 224 on the axis 22. The stator 224 has a stator peripheral wall 228 extending about the axis 22 and a pair of oppositely facing stator side walls 230. The rotor 226 has a pair of rotor side walls 232 in opposition to the stator side walls 230 and a rotor peripheral wall 228 extending about the axis 22 and opposite the stator peripheral wall 228. The rotor 226 includes a cylinder 236 on the axis 22 with the stator 224 disposed in the cylinder 236 on the axis 22 where the rotor walls 229, 232 enclose the stator 224 inside of the cylinder 236 while allowing the stator 224 to remain stationary in the cylinder 236 with the rotor 226 rotating on the axis 22 relative to the stator 224. The stator peripheral wall 228 is cylindrical. While the peripheral wall 228 of the rotor 226 is generally rounded and having peaks 35, the cylinder 236 in this embodiment is a cylindrical passage, defined by the peripheral wall 228 of the rotor 226, for receiving the cylindrical stator 224. The stator peripheral wall 228 remains in constant contact with each of the peaks 35 of the rotor peripheral wall 229. The stator walls 228, 230 and the rotor walls 229, 232 cooperate to provide a working chamber 34, 234. The working chambers 34, 234 are the void defined between the stator

peripheral wall 228 and the peripheral wall 228 of the rotor 226 between the adjacent peaks 35. The plurality of vanes 38 are spaced a predetermined angle relative to one another about the axis 22. Each vane 38 is supported for radial movement by the stator 224 to move radially to maintain sealing contact with the peripheral wall 228 of the rotor 226 while also contacting the side walls 232 of the rotor 226 during rotor 226 rotation. Referring to Figure 7, the intake port 44 and the exhaust port 46 extend through the stator peripheral wall 228. Generally, the intake port 44 is positioned proximate the trailing side 42 of each vane 38 and the exhaust port 46 is positioned proximate the leading side 40 of the vane 38. However, the ports 44, 46 are not limited to being proximate the vanes 38 and can also extend through the peripheral wall 228 of the rotor 226, as shown in Figure 8, inside of the working chamber 34, 234. When the intake port 44 and the exhaust port 46 extend through the peripheral wall 228 of the rotor 226, each port 44, 46 is preferably near opposite ends of the working chamber 34, 234. The stator 224 defines the vane pockets 50 for receiving each of the vanes 38 radially in the retracted position and the biasing device 48 is disposed in each of the pockets 50. The actuator 52 connects each of the vanes 38 and the stator 224.

[0062] As a fourth embodiment, a rotary device 320 includes a stator

324 and a rotor 326. Referring generally to Figure 9, the rotor 326 surrounds the stator 324 on the axis 22. The stator 324 has a stator peripheral wall 328 extending about the axis 22 and a pair of oppositely facing stator side walls 330. The rotor 326 has a pair of rotor side walls 332 in opposition to the stator side walls 330 and a rotor peripheral wall 329 extending about the axis 22 and opposite the stator peripheral wall 328. The rotor 326 includes a cylinder 336 on the axis 22 with the stator 324 disposed in the cylinder 336 on the axis 22 where the rotor walls 329, 332 enclose the stator 324 inside of the cylinder 336 while allowing the stator 324 to remain stationary in the cylinder 336 with the rotor 326 rotating on the axis -22 relative to the stator 324. The peripheral wall 328 of the rotor 326 is cylindrical. The peripheral wall 328 of the stator 326 is generally rounded and has peaks 35. The stator peripheral wall 328 remains in constant contact with each of the peaks 35 of the rotor peripheral wall 329. The stator walls 328, 330 and the rotor walls 329, 332 cooperate to provide a working chamber 34, 334. The working chambers 34, 334 are the void defined between the stator peripheral wall 328 and the peripheral wall 328 of the rotor 326 between the

adjacent peaks 35. The plurality of vanes 38 are spaced a predetermined angle relative to one another about the axis 22. Each vane 38 is supported for radial movement by the stator 324 to move radially to maintain sealing contact with the stator peripheral wall 328 while also contacting the side walls 332 of the rotor 326 during rotation of the rotor 326. Referring to Figure 9, the intake port 44 and the exhaust port 46 extend through the peripheral wall 328 of the rotor 326. Generally, the intake port 44 is positioned proximate the trailing side 42 of each vane 38 and the exhaust port 46 is positioned proximate the leading side 40 of the vane 38. However, the ports 44, 46 are not limited to being proximate the vanes 38 and can also extend through the peripheral wall 328 of the stator 324, as shown in Figure 10, inside of the working chamber 34, 334. When the intake port 44 and the exhaust port 46 extend through the peripheral wall 328 of the stator 324, each port 44, 46 is preferably near opposite ends of the working chamber 34, 334, proximate the adjacent peaks 35. The rotor 326 defines the vane pockets 50 for receiving each of the vanes 38 radially in the retracted position and the biasing device 48 is disposed in each of the pockets 50. The actuator 52 connects each of the vanes 38 and the rotor 326.

[0063] As another configuration, the compression stage and the expansion stage are arranged either concentrically, i.e., radially stacked, or side-by- side, i.e., ganged. A conventional transmission, e.g., geared or continuously variable, are used to control the relationship between the demands of the compression stage and the expansion stage. Alternatively, a rod with contact wheels is employed to route a positive mechanical transmission around the axis 22 of the rotor 26. In other words, by increasing the number of revolutions of the compression stage in relation to the expansion volume of the expansion stage, it is possible to supercharge the fluid into the expansion stage. Correspondingly, without changing anything in the working chambers 34 of the expansion stage, the thermodynamic characteristics of the expansion stage will shift back from the Ideal cycle behavior toward the characteristics of the Otto cycle. This changes the performance from high fuel efficiency, i.e., Ideal cycle, to high performance, i.e., Otto cycle. [0064] Arranging the rotary devices 20 by either radially stacking or ganging, provides several advantages. Radially stacking, rather than ganging along the axis, increases the power. Also, the pressure gradient between rotors is reduced when the rotors are stacked radially. Just like the axial flow compressors used in

turbine engines, the inter-stage losses will be reduced and the end-to-end pressure differential can be increased. This will be more important to challenge Brayton cycle engines. Additionally, this allows the rotary devices 20 to be used as a multi-stage compressor or a multi-stage expansion device. [0065] Additionally, a four-wheel-drive vehicle may be implemented using four separate rotary devices 20 at lower cost and weight than the present single- engine vehicles that utilize a transmission and a transfer case to distribute the power to the four wheels. In this application, the rotary devices 20 are at each of the four wheels of a vehicle. Ideally, the rotary devices 20 become integral to each wheel, where the rotor 26 includes the cylinder 36 and the stator 24 is disposed inside of the cylinder 36. A tire is mounted to the exterior of the rotor 26 and the stator 24 is connected to the vehicle. However, this should not be limited to a four-wheel-drive vehicle as this can be applied to any number of one or more wheels of the vehicle, e.g., two to eighteen or more of these wheels cooperate in a mutual support network. [0066] As yet another configuration, the working chambers 34 for the compression stage and the expansion stage are concentric with respect to one another around the axis 22. Alternatively, the rotors 26 for the compression stages and expansion stages are adjacent and rotate in opposite directions on the same axis 22. These allow for neutralizing the angular momentum of the rotors 26 for the compression stage and the expansion stage, thereby eliminating angular momentum and gyroscopic problems that are typical in aerospace applications. The side by side placement of two rotors 26, linked and turning in opposite directions around a central stator 24, would deliver a simplified propulsion system for counter-rotating propellers, i.e., fan jets. Acknowledged aerodynamic efficiencies of this approach have been thwarted in implementations by high parts counts, manufacturability and reparability costs. Control and maneuverability problems resulting from angular momentum in conventional aircraft engines are eliminated. Gyroscopic problems dictating tail rotor in helicopters are also eliminated.

[0067] The uses of the rotary devices 20 are not limited to replacing the traditional internal combustion engine. Rather, the rotary devices 20 may also be used for a starter motor, an electric drive motor, regenerative braking, a hybrid engine, a generator, and a battery charger. Embedding of the starter motor may be designed into any stage with benefits in the elimination of parts and increased torque

by the starter motor. Enhancement of the starter motor would result from embedding the electric drive motor as a hybrid supplement to the combustion engine. Additionally, the starter motor would be enhanced by embedding the generator, both for regenerative braking and for recharging of a battery by the combustion in the hybrid application. Combining the starter, drive, and generator is either conventionally commutated, i.e., using wound wire rotor 26 and stator 24, or by permanent magnets, i.e., without commutation, depending on the location with respect to heat. For example, the outermost rotor 26 may be designed to be the coolest first compressor stage if this is the variable governing an optimized solution. The outermost rotor 26 is also the highest torque location which is most desirable for combustion output as well as generator output so that an optimized solution may dictate wound wire rather than permanent magnets. Additionally, solid state or other materials may replace wire wound components of the motor and/or the generator. However, the invention is not limited to these applications and can include other devices and uses as well.

[0068] The simplicity of constructing the rotary device 20 allows for many manufacturing benefits. By implementing polished surface tolerances, the need for lubrication is reduced or eliminated. Polished surface tolerances are delivered by roll formed metal components which replace traditional metal castings, including any contours of the components. The size, weight, overall system dimensions are reduced. Excess casting weight due to designed-in pouring path and porosity prevention are eliminated. Using precision, in place of extra materials and lubrication, eliminates the major seal issues typical with traditional rotary devices 20. The components are manufactured from cold mill surface finishing and hardening. For example, the stator side walls 30 and the rotor side walls 32 may be stamped to a shape that matches the desired contour for the associated peripheral wall 28, 29. The side walls 30, 32 and working chamber 34 surfaces may be stamped or cut from rolled metals, or other similar materials. Contoured components of corresponding shape and finish precision are conveniently formed as ceramics, as extruded metal such as aluminum, injected with amorphous metals, or cut by wire and other Electronic Discharge Machining (EDM) processes. The peripheral wall 28, 29 is then attached to the perimeter of the associated side wall 30, 32. The process for attaching the perimeter of the side wall 30, 32 to the associated peripheral wall 28, 29 may use

electron beam and laser welding of the of the primary working surface and housings to provide zero deformation and therefore precision sealing between all of the components in the rotary device 20 during rotor 26 rotation. Precise cold insertion or equivalent low deformation insertion of a central bearing before cutting outer diameters of the rotor 26 and/or stator 24 assures concentricity and balance between the rotor 26 and the stator 24. Final grinding or polishing of the outer diameters assures close tolerances before mating of the stator 24 to the rotor 26. To reduce erosion, deformation, and corrosion in "hot zones," the selective use of ceramics, especially as inserts, may be employed. Additionally, the hot zones may be sprayed and protected from wear by designing a separate wall to run the vanes 38 on a path chosen for other purposes than following the stator peripheral wall 28 or the rotor 26. Use of surface hardening by selective methods focused on specific areas, e.g., laser, such as impact zones rather than by more costly treatment of entire parts or use of more costly materials may also be employed. [0069] The rotary device 20 also allows for "scalability".

Accordingly, the components of the rotary devices 20 can be manufactured to meet the output performance requirements. Designers control the parameters of the radius, height, width, and other features in this engine to yield a wide range of cost and weight solutions within an assortment of form factors. This means that a "power plant" can be developed to fit within a wider range of available space within a vehicle and a variety of "plug and play" engines will be available to fit into "Industry Standard Architecture" vehicles. This allows for mass communization which makes functional components truly replaceable parts. This invites changes to the radius, height, and width of the individual rotor to meet specific performance goals, package, size, and weight objectives. Multi-rotor configurations may include the placement of rotors both side by side on a single axis and/or arranged concentrically on the same diameter. Effective seals may be maintained even at high pressures by passing fluids through successive stages (sequential rotors) of compression or expansion. This broad set of configurations provides this design with a "Tinkertoy" or "Lego" quality to mix and match. For example, rotor 26 diameter, rotor 26 width, and working chamber 34 height can be manufactured to meet the output performance requirements. Additionally, the total number of rotors 26 that are ganged along the axis 22, or radially stacked, are varied upon manufacturing to meet specific output performance

requirements. Therefore, the size ranges from the largest of aircraft engines, locomotives, and stationary power applications down to golf-ball sized miniature versions and even sub-miniaturized applications.

[0070] Plasma injection may be delivered through the generation of high voltage direct current or static electricity, both of which may be produced readily within the package and without adding moving parts. A needle shaped valve is pulsed by magnetostriction or other microelectronic mechanical system (MEMS) to open a fuel passage through an insulating seat into the working chamber 34.

[0071] Redundant Array of Inexpensive Drives (RAID) implementation would include hovercraft, vertical take-off and landing ("VTOL") aircraft, hydroplanes, and combat airframes. A number of gimbaled engines are distributed in a desired pattern around the periphery of an arbitrary shape, e.g., flying saucer or bus. Computerized control of aerodynamically unstable shapes, e.g., F-117, would accommodate reliability considerations such as the loss of one or more engines in military combat. RAID redundancy is also useful in civilian applications where the protection of passenger lives is important. Beyond RAID for safety benefits in a conventional civilian commercial context, this rotary device 20 invites a variety of multi-engine, even personal aircraft, ranging in capabilities from urban hovercraft to long range high-speed vertical take-off and landing. With the capability to precisely maintain a stationary position, it is possible to manage a three-dimensional traffic grid using GPS and computerized route control of all vehicles in a matrix. Perhaps the most important practical consideration for success in high density urban settings is the ability to reduce or eliminate exhaust noise by varying the temperature and pressure at which the spent fluid- fuel mixture exhausts. Control of the RAID may be distributed using capabilities of the engine controller itself or augmented capabilities built either within the same computer chip or by simply adding and coordinating within a standardized engine controller shell. Further, rather than to rely on a central computer system which would itself present a single point of failure, the Electronic Engine Control (EEC) subsystem itself is augmented with supervisory functions built on either a distributed voting model or a swarm paradigm. The performance and resilience of the RAID would be significantly advance by defining the capability of member drives to include their ability to recognize the number of other drives in the community and to relate appropriately in relation to the number of survivors in the

array. Significant capabilities would accrue from the exchange of information alone replacing significant costs in alternative subsystem implementations.

[0072] Obviously, many modifications and variations of the present invention are possible in light of the above teachings. In addition, the reference numerals in the claims are merely for convenience and are not to be read in any way as limiting.