Two-stroke rotary engine with improved inlet and outlet ports

Abstract

A rotary engine including a cycloidal rotor and a housing, at least one working chamber formed in a space between the rotor and the housing, and an exhaust port and an inlet port, each having an upper edge, the inlet port and the exhaust port being configured such that (a) a leading portion of the upper edge of the exhaust port has a contour that matches a first corresponding portion of the contour of a given lobe when the rotor is in an angular orientation just prior to the exhaust port being opened by the given lobe, and (b) a trailing portion of the upper edge of the exhaust port has a contour that matches a second corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the exhaust port is initially fully closed.

Description

[Technical Field]

[0001] (CROSS-REFERENCE TO RELATED APPLICATIONS) This patent application claims the benefit of U.S. Provisional Patent Application No. 63 / 404,031, filed September 6, 2023, the disclosure of which is incorporated herein by reference in its entirety.

[0002] (Technical field) The present invention relates to an intake port and exhaust port design for a two-stroke rotary engine. Summary of the Invention [Means for solving the problem]

[0003] (Outline of the embodiment) According to one embodiment of the present invention, the improved engine is of the type including a cycloidal rotor having N identical lobes, each lobe having a profile defined by the silhouette of the lobe, and a housing having a corresponding set of N+1 lobe receiving areas (N≧2) for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing having (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane against which the rotor contacts, and (ii) a top disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in a space between the rotor and the housing, the at least one working chamber being , exhaust ports, and intake ports, each port communicating with at least one working chamber through one of the side plates, such ports being successively closed by lobes during rotation of the rotor and opening to at least one working chamber as a given lobe is rotated, the intake ports having upper edges and the exhaust ports having upper edges, the improvement including configuring the intake ports and exhaust ports so that (a) a leading portion of the upper edge of the exhaust port has a contour that matches a first corresponding portion of the contour of the given lobe when the rotor is in an angular orientation just prior to any opening by the given lobe of the exhaust port, and (b) a trailing portion of the upper edge of the exhaust port has a contour that matches a second corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the exhaust port is initially fully closed.

[0004] According to another aspect of the invention, an improved engine is of the type including a cycloidal rotor having N identical lobes, each lobe having a profile defined by the silhouette of the lobe, and a housing having a corresponding set of N+1 lobe receiving areas (N≧2) for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing having (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane against which the rotor contacts, and (ii) a top disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in a space between the rotor and the housing, the at least one working chamber being , exhaust ports, and intake ports, each port communicating with at least one working chamber through one of the side plates, such ports being successively closed by lobes during rotation of the rotor and opening to at least one working chamber as a given lobe is rotated, the intake ports having upper edges and the exhaust ports having upper edges, and the improvement includes configuring the intake ports and exhaust ports so that (a) a leading portion of the upper edge of the intake port has a contour that matches a third corresponding portion of the contour of the given lobe when the rotor is in an angular orientation just prior to any opening of the intake port by the given lobe, and (b) a trailing portion of the upper edge of the intake port has a contour that matches a fourth corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the intake port is initially fully closed.

[0005] According to one embodiment of the invention, an improved engine is provided comprising: a cycloidal rotor having N identical lobes, each lobe having a profile defined by a silhouette of the lobe; and a housing having a corresponding set of N+1 lobe receiving areas (N≧2) for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing having (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane against which the rotor contacts, and (ii) a top disposed between each pair of adjacent lobe receiving areas; at least one working chamber is formed in a space between the rotor and the housing, the at least one working chamber having an exhaust port and an intake port, each port communicating with the at least one working chamber through one of the side plates, such ports being communicated by the lobes during rotation of the rotor. and (d) configuring the intake and exhaust ports such that (a) a leading portion of the upper edge of the exhaust port has a contour that matches a first corresponding portion of the contour of the given lobe when the rotor is at an angular orientation just prior to any opening by the given lobe of the exhaust port, (b) a trailing portion of the upper edge of the exhaust port has a contour that matches a second corresponding portion of the contour of the given lobe when the rotor is at an angular orientation when the exhaust port is initially fully closed, (c) a leading portion of the upper edge of the intake port has a contour that matches a third corresponding portion of the contour of the given lobe when the rotor is at an angular orientation just prior to any opening by the given lobe of the intake port, and (d) a trailing portion of the upper edge of the intake port has a contour that matches a fourth corresponding portion of the contour of the given lobe when the rotor is at an angular orientation when the intake port is initially fully closed.

[0006] In some embodiments, the exhaust port has an exhaust port area in its corresponding interior plane that is greater than the inlet port area in its corresponding interior plane of the inlet port. In other embodiments, the inlet port has an inlet port area in its corresponding interior plane that is greater than the exhaust port area in its corresponding interior plane of the exhaust port. In some embodiments, the exhaust port has an exhaust port area in its corresponding interior plane that is equal to the area of ​​the inlet port in its corresponding interior plane.

[0007] The exhaust port area may be at least 50% larger than the inlet port area. The exhaust port area may be at least three times larger than the inlet port area. The inlet port area may be at least three times larger than the exhaust port area. The inlet port area may be at least 50% larger than the exhaust port area. The exhaust port area may be at least two times larger than the inlet port area. The inlet port area may be at least two times larger than the exhaust port area.

[0008] In some embodiments, a separation wall separates the exhaust port from the inlet port. In some embodiments, the exhaust port comprises at least one bridge. In some embodiments, the inlet port comprises at least one bridge.

[0009] The engine may further include a fuel injector configured to inject fuel into the at least one working chamber.

[0010] In some embodiments, the exhaust and intake ports are configured in the side plates in such a way that when the rotor is in a position that completely closes the exhaust and intake ports, further rotation of the rotor in its normal direction of rotation will cause the exhaust ports to open before the intake ports.

[0011] In some embodiments, the exhaust and intake ports are configured in the side plates in such a way that when the rotor is in a position that causes the exhaust and intake ports to be open, further rotation of the rotor in its normal direction of rotation will cause the exhaust ports to be fully closed before the intake ports are fully closed. [Brief explanation of the drawings]

[0012] The patent or application file contains at least one drawing executed in color. Copies of this patent or patent application publication with color drawing(s) will be provided by the Office upon request and payment of the necessary fee.

[0013] The foregoing features of the embodiments will be more readily understood by reference to the following detailed description taken in conjunction with the accompanying drawings, in which:

[0014] [Figure 1] FIG. 1 is a photograph of a two-stroke rotary engine according to one embodiment of the present invention.

[0015] [Figure 2] FIG. 2 is a perspective view of selected components of the rotary engine of FIG. 1 in accordance with one embodiment of the present invention.

[0016] [Figure 3] FIG. 3 is an exploded view of the components of FIG. 2 according to one embodiment of the present invention.

[0017] [Figure 4] FIG. 4 is a schematic diagram of a working chamber defined by a working chamber boundary, the working chamber having an inlet port and an exhaust port separated by a separation wall, according to one embodiment of the present invention.

[0018] [Figure 5-1]Figure 5a illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port and the intake port are each fully closed by the rotor relative to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine, with the rotor in a position immediately prior to any opening of the exhaust port. Figure 5b illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port is partially open to the working chamber and the intake port is fully closed by the rotor relative to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine. Figure 5c illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port is partially open to the working chamber and the intake port is fully closed by the rotor relative to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine, with the rotor in a position immediately prior to any opening of the intake port by the rotor. Figure 5d illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port is partially open to the working chamber and the intake port is partially open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine. Figure 5e is a working chamber with the exhaust port partially open to the working chamber and the air inlet port partially open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine according to an embodiment of the present invention. Figure 5f is a working chamber with the exhaust port partially open to the working chamber and the air inlet port fully open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine according to an embodiment of the present invention. Figure 5g is a working chamber with the exhaust port fully closed to the working chamber and the air inlet port partially open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine according to an embodiment of the present invention, with the rotor in a position where the exhaust port is just fully closed to the working chamber.Figure 5h shows the working chamber in a position where the exhaust port and the intake port are each fully closed off to the working chamber by the rotor as the rotor rotates counterclockwise in a two-stroke rotary engine, with the rotor just fully closed off to the working chamber with the intake port. [Figure 5-2]Figure 5a illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port and the intake port are each fully closed by the rotor relative to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine, with the rotor in a position immediately prior to any opening of the exhaust port. Figure 5b illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port is partially open to the working chamber and the intake port is fully closed by the rotor relative to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine. Figure 5c illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port is partially open to the working chamber and the intake port is fully closed by the rotor relative to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine, with the rotor in a position immediately prior to any opening of the intake port by the rotor. Figure 5d illustrates a working chamber in accordance with an embodiment of the present invention, in which the exhaust port is partially open to the working chamber and the intake port is partially open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine. Figure 5e is a working chamber with the exhaust port partially open to the working chamber and the air inlet port partially open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine according to an embodiment of the present invention. Figure 5f is a working chamber with the exhaust port partially open to the working chamber and the air inlet port fully open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine according to an embodiment of the present invention. Figure 5g is a working chamber with the exhaust port fully closed to the working chamber and the air inlet port partially open to the working chamber as the rotor rotates counterclockwise in a two-stroke rotary engine according to an embodiment of the present invention, with the rotor in a position where the exhaust port is just fully closed to the working chamber.Figure 5h shows the working chamber in a position where the exhaust port and the intake port are each fully closed off to the working chamber by the rotor as the rotor rotates counterclockwise in a two-stroke rotary engine, with the rotor just fully closed off to the working chamber with the intake port.

[0019] [Figure 6-1] Figure 6a is a plot of intake port area versus crank angle for the intake port and exhaust port configurations shown in Figures 6c (orange plot), 6d (blue plot), and 6e (gray plot) according to an embodiment of the present invention. Figure 6b is a plot of exhaust port area versus crank angle for the intake port and exhaust port configurations shown in Figures 6c (orange plot), 6d (blue plot), and 6e (gray plot) according to an embodiment of the present invention. Figure 6c illustrates an intake port and exhaust port configuration in which the intake port has 75% of the total area of ​​the sum of the intake port and exhaust port areas according to an embodiment of the present invention. Figure 6d illustrates an intake port and exhaust port configuration in which the intake port area and the exhaust port area are equal according to an embodiment of the present invention. Figure 6e illustrates an intake port and exhaust port configuration in which the intake port has 25% of the total area of ​​the sum of the intake port area and the exhaust port area according to an embodiment of the present invention. [Figure 6-2]Figure 6a is a plot of intake port area versus crank angle for the intake port and exhaust port configurations shown in Figures 6c (orange plot), 6d (blue plot), and 6e (gray plot) according to an embodiment of the present invention. Figure 6b is a plot of exhaust port area versus crank angle for the intake port and exhaust port configurations shown in Figures 6c (orange plot), 6d (blue plot), and 6e (gray plot) according to an embodiment of the present invention. Figure 6c illustrates an intake port and exhaust port configuration in which the intake port has 75% of the total area of ​​the sum of the intake port and exhaust port areas according to an embodiment of the present invention. Figure 6d illustrates an intake port and exhaust port configuration in which the intake port area and the exhaust port area are equal according to an embodiment of the present invention. Figure 6e illustrates an intake port and exhaust port configuration in which the intake port has 25% of the total area of ​​the sum of the intake port area and the exhaust port area according to an embodiment of the present invention.

[0020] [Figure 7] FIG. 7 illustrates an exhaust port separated by two support bridges according to one embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0021] Detailed Description of Specific Embodiments As used herein, a given leading edge profile of a given port "matches" the profile of the corresponding portion of a given rotor if the exposed area of ​​the given port in response to a small angular displacement of the rotor (whereby the rotor initially exposes the given port to a given working chamber) is substantially identical to (i.e., at least 90% of) the maximum possible area available to be exposed by the given rotor with that small angular displacement. For example, Figure 5b can be understood as showing an exaggerated version of the small angular displacement assumed by this definition. In Figure 5b, it can be seen that the area exposed by this assumed angular displacement approaches a maximum because the associated profile of the corresponding portion of the rotor matches the associated profile of the given leading edge.

[0022] Similarly, as used herein, a given trailing edge profile of a given port "matches" the profile of the corresponding portion of a given rotor if the area of ​​the given port that remains exposed to a given working chamber just before a small angular displacement of the rotor first fully closes the given port to the given working chamber is substantially identical to (i.e., at least 90% of) the maximum possible area of ​​the given port that remains exposed. In this context, Figure 5g illustrates the point in the rotor's rotation at which the rotor first fully closes the exhaust port, and the small angular displacement just before this event can be imagined as occurring at the moment before the rotor reaches the position illustrated in Figure 5g.

[0023] 1 is a photograph of a two-stroke rotary engine according to one embodiment of the present invention. In some embodiments, the rotary engines described herein include, but are not limited to, engines and aspects of engines disclosed in U.S. Patent Nos. 8,863,724, 8,365,699, 8,863,723, 9,353,623, 9,382,851, 9,528,435, 9,644,570, 9,810,068, 10,196,970, 10,125,675, 10,221,690, and 11,149,547 (the disclosures of each of which are incorporated herein by reference in their entirety).

[0024] FIG. 2 is a perspective view of selected components of the rotary engine of FIG. 1 , according to one embodiment of the present invention. Here, a side plate 1 is mounted to a housing 2. During operation, a rotor 3 rotates within the housing to generate a working chamber 12 defined relative to the rotor by a working chamber boundary 6. In some embodiments, an inlet port 4 and an exhaust port 5 are formed within the side plate 1. In some embodiments, the inlet port 4 is formed within the side plate 1, and the exhaust port 5 is formed within a second side plate (not shown) disposed on an opposite axial face of the rotor 3 relative to the side plate 1. In other embodiments, the exhaust port 5 is formed within the side plate 1, and the inlet port 4 is formed within a second side plate (not shown) disposed on an opposite axial face of the rotor 3 relative to the side plate 1. In some embodiments, the inlet port 4 is formed within the side plate 1 and within a second side plate (not shown) disposed on an opposite axial face of the rotor 3 relative to the side plate 1, and the exhaust port 5 is formed within the side plate 1 and within the second side plate.

[0025] FIG. 3 is an exploded view of the components of FIG. 2 according to one embodiment of the present invention.

[0026] 4 is a schematic diagram of a working chamber 12 defined by a working chamber boundary 6, having an inlet port 4 and an exhaust port 5 separated by a separation wall 11, according to one embodiment of the invention, where a front portion 7 of the upper edge of the exhaust port 5 has a contour that matches the corresponding silhouette contour defined by the outer edge profile of the rotor 3. Also shown are an aft portion 8 of the upper edge of the exhaust port 5, a front portion 9 of the upper edge of the inlet port 4, and an aft portion 10 of the upper edge of the inlet port 4.

[0027] 5a-h are sequential time-lapse views of the rotor 3 as it rotates counterclockwise and passes over the exhaust port 5 and the intake port 4, according to one embodiment of the present invention. The upper edge of the exhaust port 5 has a leading portion 7 and a trailing portion 8, and the upper edge of the intake port 4 has a leading portion 9 and a trailing portion 10. We have found that in some embodiments, the leading portion 7 of the upper edge of the exhaust port should have a contour that matches the contour of the rotor 3 when the rotor is in a position just prior to any opening of the exhaust port 5, as in FIG. 5a. Similarly, the trailing portion 8 of the upper edge of the exhaust port 5 should have a contour that matches the contour of the rotor 3 when the exhaust port 5 is first fully closed, as in FIG. 5g. Similarly, the leading portion 9 of the upper edge of the intake port 4 should have a contour that matches the contour of the rotor 3 when the rotor is in a position just prior to any opening of the intake port 4, as in FIG. 5c. Similarly, the rear portion 10 of the upper edge of the air inlet port 4 should have a contour that matches the contour of the rotor 3 when the air inlet port 4 is first fully closed, as in Figure 5h.

[0028] In addition to port contour matching in the manner described above, the relative areas of the intake and exhaust ports exposed to the working chamber can be configured to support desired performance characteristics of a two-stroke rotary engine according to an embodiment of the present invention. Figures 6c, 6d, and 6e illustrate embodiments in which contour matching is implemented in each case for the intake and exhaust ports, but the relative areas of the intake and exhaust ports are varied, according to an embodiment of the present invention. For example, in Figure 6d, the relative areas are equal, while in Figure 6c, the exhaust ports have approximately 25% of the total port area, and in Figure 6e, the intake ports have approximately 25% of the total port area.

[0029] Figure 6a shows a plot of the intake port 4 area exposed to the working chamber at various rotor crank angles for the embodiment shown in Figures 6c, 6d, and 6e, according to an embodiment of the present invention, and Figure 6b shows a plot of the exhaust port 5 area exposed to the working chamber at various rotor crank angles for the embodiment shown in Figures 6c, 6d, and 6e, according to an embodiment of the present invention. In Figures 6a, 6b, 6c, 6d, and 6e, it is assumed that the rotor, not shown, is orbiting counterclockwise and that the rotor crank angle increases as the rotor orbits counterclockwise.

[0030] Figure 6a shows separate plots of inlet port area (exposed to the working chamber) as a function of rotor crank angle for the embodiments of Figures 6c (orange plot), 6d (blue plot), and 6e (gray plot). In Figures 6c, 6d, and 6e, it can be seen that the separation wall 11 between the inlet and exhaust ports shifts to the left as the exhaust port area increases.

[0031] Similarly, Figure 6b shows separate plots of exhaust port area (exposed to the working chamber) as a function of rotor crank angle for the embodiments of Figure 6c (orange plot), Figure 6d (blue plot), and Figure 6e (gray plot). In Figures 6c, 6d, and 6e, it can be seen that the separation wall 11 between the inlet and exhaust ports shifts to the left as the inlet port area is reduced.

[0032] Although the relative intake and exhaust port areas differ between the configurations shown in Figures 6c-6e, the port timing (as a function of crank angle) for each of these configurations is identical. That is, all other things being equal, the crank angles at which the exhaust ports begin to open, the intake ports begin to open, the exhaust ports become fully closed, and the intake ports become fully closed are the same for each of the configurations shown in Figures 6c-6e.

[0033] Also, as shown in Figures 6c, 6d, and 6e, there is a consistency of rendered port shapes across these figures. In other words, the intake port shape of Figure 6c can also be understood as primarily characterizing the intake port shapes of Figures 6d and 6e, but the separation wall 11 is located at a successively more rearward angular orientation of the rotor in Figures 6c, 6d, and 6e, respectively. Similarly, the exhaust port shape of Figure 6e can also be understood as primarily characterizing the exhaust port shapes of Figures 6d and 6c, but the separation wall 11 is located at a successively more forward angular orientation of the rotor in Figures 6e, 6d, and 6c, respectively.

[0034] Figure 6a shows that as the relative area of ​​the intake ports decreases, the crank angle at which the exhaust ports are fully open increases. Also, as the relative area of ​​the intake ports increases, the percentage of the intake port area exposed to the working chamber increases. Similarly, Figure 6b shows that as the relative area of ​​the exhaust ports decreases, the crank angle at which the exhaust ports are fully open decreases. Additionally, as the relative area of ​​the exhaust ports increases, the percentage of the exhaust port area blocked from the working chamber increases.

[0035] The plots in Figures 6a and 6b show the effect of varying the location of the separation wall 11 in the configuration of the intake and exhaust ports and the resulting change in their relative areas. In Figure 6c, the separation wall 11 is positioned in a manner that maximizes the relative area of ​​the intake ports, and therefore maximizes the exposed area of ​​the intake ports (plotted in Figure 6a), at lower rotor crank angles. Similarly, in Figure 6e, the separation wall 11 is positioned in a manner that maximizes the relative area of ​​the exhaust ports, and therefore maximizes the exposed area of ​​the exhaust ports (plotted in Figure 6b), at higher rotor crank angles.

[0036] FIG. 7 illustrates an exemplary exhaust port 5 formed with three distinct sections, each separated by a bridge 13, according to one embodiment of the present invention. The bridges 13 provide support for the sealing elements, such as the face seals of the rotor 3, as they cross the port opening and help direct flow. Bridges may be utilized for the exhaust port and the inlet port to provide support. While FIG. 7 illustrates an exemplary exhaust port with two bridges 13, a given port may have any number of bridges.

[0037] In some embodiments, the rotary engine disclosed herein further comprises a fuel injector configured to inject fuel into at least one working chamber of the rotary engine.

[0038] Various embodiments of the present invention may be characterized by the potential claims recited in the paragraphs following this paragraph (and before the actual claims provided at the end of this application). These potential claims form part of the written description of this application. Accordingly, the subject matter of the following potential claims may be presented as actual claims in a later proceeding involving this application or any application claiming priority from this application. The inclusion of such potential claims should not be construed to mean that the actual claims will not cover the subject matter of the potential claims. Accordingly, a decision not to present these potential claims in a later proceeding should not be construed as a donation of this subject matter to the public.

[0039] Without limitation, potential subject matter that may be claimed (prefaced with the letter "P" to avoid confusion with the actual claims presented below) includes: P1. An improved engine comprising: a cycloidal rotor having N identical lobes, each lobe having a profile defined by a silhouette of the lobe; and a housing having a corresponding set of N+1 lobe receiving areas (N≧2) for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing comprising: (i) a pair of side plates axially disposed on first and second sides of the rotor, each of the side plates defining an interior plane against which the rotor contacts; and (ii) a housing having a top portion disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in the space between the rotor and the housing, the at least one working chamber having an exhaust port and an inlet port, each port communicating with at least one working chamber through one of the side plates, such ports being successively closed by the lobes during rotation of the rotor and opening to the at least one working chamber as a given lobe is rotated, the inlet port having an upper edge and the exhaust port having an upper edge, and the improvement is (a) a front portion of the upper edge of the exhaust port has a contour that matches a first corresponding portion of the contour of a given lobe when the rotor is in an angular orientation just prior to any opening by the given lobe of the exhaust port; (b) the aft portion of the upper edge of the exhaust port has a contour that matches a second corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the exhaust port is initially fully closed; The improved engine includes configuring the intake and exhaust ports so that P2. An improved engine, the improved engine comprising: a cycloidal rotor having N identical lobes, each lobe having a profile defined by a silhouette of the lobe; and a housing having a corresponding set of N+1 lobe receiving areas (N≧2) for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing comprising: (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane against which the rotor contacts; and (ii) a housing having a top portion disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in the space between the rotor and the housing, the at least one working chamber having an exhaust port and an air inlet port, each port communicating with at least one working chamber through one of the side plates, such ports being successively closed by the lobes during rotation of the rotor and opening to the at least one working chamber as a given lobe is rotated, the air inlet port having an upper edge and the exhaust port having an upper edge, and the improvement is (a) a front portion of the upper edge of the air intake port has a contour that matches a third corresponding portion of the contour of the given lobe when the rotor is in an angular orientation immediately prior to any opening by the given lobe of the air intake port; (b) the aft portion of the upper edge of the intake port has a contour that matches a fourth corresponding portion of the contour of the given lobe when the rotor is in the angular orientation when the intake port is initially fully closed; The improved engine includes configuring the intake and exhaust ports so that P3. An improved engine, the improved engine comprising: a cycloidal rotor having N identical lobes, each lobe having a profile defined by a silhouette of the lobe; and a housing having a corresponding set of N+1 lobe receiving areas (N≧2) for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing comprising: (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane against which the rotor contacts; and (ii) a housing having a top portion disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in the space between the rotor and the housing, the at least one working chamber having an exhaust port and an air inlet port, each port communicating with at least one working chamber through one of the side plates, such ports being successively closed by the lobes during rotation of the rotor and opening to the at least one working chamber as a given lobe is rotated, the air inlet port having an upper edge and the exhaust port having an upper edge, and the improvement is (a) a front portion of the upper edge of the exhaust port has a contour that matches a first corresponding portion of the contour of a given lobe when the rotor is in an angular orientation immediately prior to any opening by the given lobe of the exhaust port; (b) a rear portion of the upper edge of the exhaust port has a contour that matches a second corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the exhaust port is initially fully closed; (c) a front portion of the upper edge of the air intake port has a contour that matches a third corresponding portion of the contour of the given lobe when the rotor is in an angular orientation immediately prior to any opening by the given lobe of the air intake port; (d) the aft portion of the upper edge of the air intake port has a contour that matches a fourth corresponding portion of the contour of the given lobe when the rotor is in the angular orientation when the air intake port is initially fully closed; The improved engine includes configuring the intake and exhaust ports so that P4. An improved engine as described in any one of potential subject matter P1-P4, wherein the exhaust port has an exhaust port area in its corresponding internal plane, and the exhaust port area is greater than the intake port area in its corresponding internal plane of the intake port. P5. An improved engine as described in any one of potential subject matter P1-P3, wherein the intake port has an intake port area in its corresponding internal plane, and the intake port area is greater than the exhaust port area in its corresponding internal plane of the exhaust port. P6. The improved engine of any one of potential subject matter P1-P3, wherein the exhaust port has an exhaust port area in its corresponding internal plane, the exhaust port area being equal to the area of ​​the intake port in its corresponding internal plane. P7. The improved engine of potential subject matter P4, wherein the exhaust port area exceeds the intake port area by at least 50%. P8. The improved engine of potential subject matter P4, wherein the exhaust port area exceeds the intake port area by at least three times. P9. An improved engine as described in potential subject matter P5, wherein the intake port area exceeds the exhaust port area by at least three times. P10. The improved engine of potential subject matter P5, wherein the intake port area exceeds the exhaust port area by at least 50%. P11. An improved engine as described in potential subject matter P4, wherein the exhaust port area exceeds the intake port area by at least two times. P12. An improved engine as described in potential subject matter P5, wherein the intake port area exceeds the exhaust port area by at least two times. P13. The improved engine of any one of potential subject matter P1-P12, wherein a separation wall separates the exhaust port from the intake port. P14. The improved engine of any one of potential subject matter P1-P13, wherein the exhaust port comprises at least one bridge section. P15. The improved engine of any one of potential subject matter P1-P14, wherein the intake port comprises at least one bridge portion. P16. The improved engine of any one of potential subject matter P1-P15, wherein the engine further includes a fuel injector configured to inject fuel into at least one working chamber. P17. An improved engine as described in any one of potential subject matter P1-P16, wherein the exhaust and intake ports are configured in the side plates in such a manner that when the rotor is in a position that completely closes the exhaust and intake ports, further rotation of the rotor in its normal direction of rotation will cause the exhaust ports to open before the intake ports. P18. An improved engine as described in any one of potential subject matter P1-P17, wherein the exhaust and intake ports are configured in the side plates in a manner such that when the rotor is in a position that causes the exhaust and intake ports to be open, further rotation of the rotor in its normal direction of rotation will cause the exhaust ports to be completely closed before the intake ports are completely closed.

[0040] The embodiments of the invention described above are intended to be illustrative only, and numerous variations and modifications will be apparent to those skilled in the art. All such variations and modifications are intended to be within the scope of the present invention, as defined in any appended claims.

Claims

1. 1. An improved engine, the improved engine comprising: a cycloidal rotor having N identical lobes, each lobe having a profile defined by a silhouette of the lobe; and a housing having a corresponding set of N+1 lobe receiving areas (N≧2) for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing comprising: (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane in contact with the rotor; and ii) a housing having a top portion disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in a space between said rotor and said housing, said at least one working chamber having an exhaust port and an air inlet port, each port communicating with said at least one working chamber through one of said side plates, such ports being successively closed by said lobes during rotation of said rotor and opening to said at least one working chamber as a given lobe is rotated, said air inlet port having an upper edge and said exhaust port having an upper edge, the improvement comprising: (a) a front portion of the upper edge of the exhaust port has a contour that matches a first corresponding portion of the contour of a given lobe when the rotor is in an angular orientation just prior to any opening by the given lobe of the exhaust port; (b) a rear portion of the upper edge of the exhaust port has a contour that matches a second corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the exhaust port is initially fully closed. and configuring the intake port and the exhaust port so that

2. 1. An improved engine, the improved engine comprising: a cycloidal rotor having N identical lobes, each lobe having a profile defined by a silhouette of the lobe; and a housing having a corresponding set of N+1 lobe receiving areas, N≧2, for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing comprising: (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane in contact with the rotor; (ii) a housing having a top disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in a space between said rotor and said housing, said at least one working chamber having an exhaust port and an air inlet port, each port communicating with said at least one working chamber through one of said side plates, such ports being successively closed by said lobes during rotation of said rotor and opening to said at least one working chamber as a given lobe is rotated, said air inlet port having an upper edge and said exhaust port having an upper edge, the improvement comprising: (a) a front portion of the upper edge of the air intake port has a contour that matches a third corresponding portion of the contour of the given lobe when the rotor is in an angular orientation immediately prior to any opening by the given lobe of the air intake port; (b) a rear portion of the upper edge of the air inlet port has a contour that matches a fourth corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the air inlet port is initially fully closed. and configuring the intake port and the exhaust port so that

3. 1. An improved engine, the improved engine comprising: a cycloidal rotor having N identical lobes, each lobe having a profile defined by a silhouette of the lobe; and a housing having a corresponding set of N+1 lobe receiving areas, N≧2, for successively receiving the lobes as the rotor rotates about an axis relative to the housing, the housing comprising: (i) a pair of side plates axially disposed on first and second sides of the rotor, each side plate defining an interior plane in contact with the rotor; (ii) a housing having a top disposed between each pair of adjacent lobe receiving areas, wherein at least one working chamber is formed in a space between said rotor and said housing, said at least one working chamber having an exhaust port and an air inlet port, each port communicating with said at least one working chamber through one of said side plates, such ports being successively closed by said lobes during rotation of said rotor and opening to said at least one working chamber as a given lobe is rotated, said air inlet port having an upper edge and said exhaust port having an upper edge, the improvement comprising: (a) a front portion of the upper edge of the exhaust port has a contour that matches a first corresponding portion of the contour of a given lobe when the rotor is in an angular orientation just prior to any opening by the given lobe of the exhaust port; (b) a rear portion of the upper edge of the exhaust port has a contour that matches a second corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the exhaust port is initially fully closed; (c) a front portion of the upper edge of the air inlet port has a contour that matches a third corresponding portion of the contour of the given lobe when the rotor is in an angular orientation immediately prior to any opening by the given lobe of the air inlet port; (d) a rear portion of the upper edge of the air inlet port has a contour that matches a fourth corresponding portion of the contour of the given lobe when the rotor is in an angular orientation when the air inlet port is initially fully closed. and configuring the intake port and the exhaust port so that

4. 2. The improved engine of claim 1, wherein the exhaust port has an exhaust port area at its corresponding interior plane, the exhaust port area being greater than an intake port area at its corresponding interior plane of the intake port.

5. 2. The improved engine of claim 1, wherein the intake ports have an intake port area at their corresponding interior planes, the intake port area being greater than an exhaust port area at their corresponding interior planes of the exhaust ports.

6. 2. The improved engine of claim 1, wherein the exhaust port has an exhaust port area in its corresponding interior plane, the exhaust port area being equal to the area of ​​the intake port in its corresponding interior plane.

7. 5. The improved engine of claim 4, wherein said exhaust port area exceeds said intake port area by at least 50%.

8. 5. The improved engine of claim 4, wherein said exhaust port area exceeds said intake port area by a factor of at least three.

9. 6. The improved engine of claim 5, wherein said intake port area exceeds said exhaust port area by a factor of at least three.

10. 6. The improved engine of claim 5, wherein said intake port area exceeds said exhaust port area by at least 50%.

11. 5. The improved engine of claim 4, wherein said exhaust port area exceeds said intake port area by at least two times.

12. 6. The improved engine of claim 5, wherein said intake port area exceeds said exhaust port area by at least a factor of two.

13. 10. The improved engine of claim 1, wherein a separating wall separates said exhaust port from said intake port.

14. 10. The improved engine of claim 1, wherein said exhaust port comprises at least one bridge portion.

15. 10. The improved engine of claim 1, wherein said air intake port comprises at least one bridge portion.

16. 10. The improved engine of claim 1, wherein the engine further comprises a fuel injector configured to inject fuel into the at least one working chamber.

17. 2. The improved engine of claim 1, wherein the exhaust and intake ports are configured in the side plates in a manner such that when the rotor is in a position that completely closes the exhaust and intake ports, further rotation of the rotor in its normal direction of rotation will cause the exhaust ports to open before the intake ports.

18. 2. The improved engine of claim 1, wherein the exhaust and intake ports are configured in the side plate in a manner such that when the rotor is in a position that causes the exhaust and intake ports to be open, further rotation of the rotor in its normal direction of rotation will cause the exhaust ports to be fully closed before the intake ports are fully closed.

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