CA2465472A1 - Balanced rotary internal combustion engine or cycling volume machine - Google Patents

Abstract

Balanced rotary cycling machine suitable for use as an internal combustion engine, compressed gas or steam engine, compressor or pump as well as jet propulsion engine is disclosed herein. The rotor assembly consists of four articulating pistons where the opposite pistons are linked with each other by pivoted rods comprising together a parallelogram mechanism and therefore eliminating a need for pivots between pistons. The rotor assembly is rotatable inside or outside of a circular or non-circular stator depending on the configuration chosen.

Description

~A CEI? ~tCI'A'~Y INTERNAL CC~ ITSTI~N' ENGINE ~1~ CYCLING V~LLdME CHINE
This invention relates in general to rotary internal combustion engines and more specifically to engines utilizing variable shape rotor known from the earliest prior art as Werner (U.S. Pat. No. 716,970) type and opposite to the Wankel type rotary engines with fixed shape rotor and epitrochoidal shape stator. The device also relates to compressors, pumps, vacuum machines, steam or compressed gas engines and other cycling machines.
In present invention, during the rotation cycle, the rotor pivoting blades or pistons al-ign alternatively in a lozenge and a square configuration so that the volume between the blades itself, side walls and the stator is changing which allows to create a cycling machine.
Rotary engines and cycling machines based on the principle of Edward H. Werner's invention (FIG. 9) of 1902 (U.S. Pat. No. 716,970) and further inventions developed in greater details (FIG. 7) by Alfred Jordan (U. S. Pat. Nos.
3,295,505; 3,369,529; 4,181,481) as we.l.l as other cycling machines with variable shape rotors are well known from the prior art.
According to the German Pat. No. 1,295,569 a rotary internal combustion engine is known, in which two pistons are provided, which are connected to the shaft by means of two diametrically opposite arms f-xedly connected to the shaft.
Most recent realization of such cycling machine utilizing Werner's principle and described in U.S. Pat,. No.

2 -6,164,263 (FIG. 8) employs roll carriages pivotally connected to the ends of the blades and therefore creating a lateral support for the rotor and simultaneously providing a cam surface for the rotor shape deformation. In this device an additional variation of the volume between the bl ades, side covers and a stator is achievable due to variation in relative position of the carriages and blades.
Similar configuration indeed is well known from the prior art including U.S. patents by Jordan, Ishida and Niemland. These devices however do not employ rolls at the end of sealing carriages except as in the U.S., Pat. No.

3, 387, 596 by Niemand where ro-i_ls are used in combination with cam surface for deformation of the shape of four link blades' parallelogram. This cam though was not part of the combustion chamber which provided improved reliability of the device compared to U.S. Pat. No. 6,:L64,263.
Parallelogram mechanisms for creating reciprocating movement of the pistons are known from the U.S. Pat. No.
5,203,295 by Alexander. Multiple application of unique properties of the parallelogram mechanism are also known, for instance from PCT WO 09105990 A1 by Okulov. However the common disadvantage exists that the pivoting blades or links arranged in such configuration are extremely difficult to seal at the pivoting ends.
Different sealing techniques and methods arE: described in details in the U.S. Pat. Nos. 3'950,017; 3,690,791;
3,918,41; 4,296,936, etc. Particularly,. several different types of seals are needed to provide adequate sealing of the device similar to U.S. Pat. No. 6,164,263 which greatly complicates design and makes it unreliable. In addition, the complicated shape of the parts and greater surface area of combustion chamber both determine high thermal losses and lower efficiency for this type of engines. Eliminating roll carriages in order to create simpler shape for the combustion chamber (or considering its size near zero) brings such design back to the devices like ones described in a U.S. Pat. No. 3,918,415.
The geometry and numerous configurations of the rotor and stator. shapes were detailed in U.S. Pat. Nos. 3,950,117 and 5,288,217 for different types of Variable shape rotors.
The shape employed in the U.S. Pat. No. 6,=L64,2o3 is generally described in prior art and employing non deformable rotor (FIG. 10) having one to four pivoted carriages running in a stator of square or other polygon like with rounded corners shape.
All these engines have an advantage of being near vibrations free contrary to the Wankel and other type of engines with fixed shape rotor or unbalanced pistons.
Disadvantages of the engines however exists that seals at the pivoting ends of the blades are complicated and there are still high friction losses due to the significant stress produced by gas pressure and complex shape of the seals and joints.
In addition the rolls of the carriages being part of the combustion chamber are exposed to high temperature combustion gases and are suffering deposition of residue products or plaque from the combustion process. Very complicated configuration of tL:e combustion chamber creates excessive heat transfer to its parts c'.ue to large surface area~predetermined by the geometry of the pistons (blades.) Due to the higher surface area of the combustion chambers relatively to its volumes, there is more residue from the non burnt film of the fuel on it. As in most rotary engines, due to centrifugal action of the rotating rotor forcing the lubricator oil to enter the exhaust, a tendency of having higher overall engine emissions still exists.
There are also well known devices (so-called '°cat and mouse" or scissors type engines) realized in a variety of configurations and utilizing principle of creating cycling volumes between rotating inside the circular or tor_oidal housing pistons or blades. The disadvantage of these engines is a necessity fo:r creating an external mechanism for variation of the relative position of the pistons.
These devices include cams, oval gears, rotating links mechanisms (Rice), etc. Another known type o:f balanced rotary engines are devices employing cylinders and pistons arranged in a circle and having an activating pistons movement cam with rotating shaft.
Other engines are represented by concepts proposed in a prior art and including a pressure energy converter, rotary engine or compressor as in U.S. Pat. Nos. 4,068,985, 3,996,899; a rotary disk engine as in the U.S. Pat. No.
5,404,850 a rotary planetary motion engine as in U.S. Pat.
No. 5,399,078; a rotary detonatior_ engine as in the U.S.
Pat. 4, 741, 154; a rotary combustion engine as ire DE patent 2,448,828, U.S. Pat. Nos. 3,933,131, 4,548,171, 5,036,809;
the Wankel type engine as in the U.S. Pat. Nos. 3,228,183,

4,308,002, 5,305,721, and a continuous combustion engine as in the U.S. Pat. No. 3,996,899. Most rotary engines, and particularly the Wankel and those described in the U.S.
Pat. Nos. 3,442,257, 3,614,277, 4,144,866, 4,434,757, DE
Patent No. 3,027,208 are based on the principles of volume variation between a curve and a moving cord of fixed length _ 5 -as a single sliding piston and have the common disadvantage of not being balanced.
One aspect of the present inventicn is to provide an engine or fully balanced cycling volume machine with variable shape rotor and low internal friction. It is also ar_ objective to provide a rotor engine with reduced negative effect of the centrifugal forces on the oil or lubricant distribution and utilize a conventional oil pan (pool) design solution proved to be superior to other types of lubrication systems,. part~_cularly the ones used in conventional automobile engines. Still another objective of present invention _~s to create an effective and simplified engine sealing system.
A further aspect of the present invention is to create the possibility of using a simple circular shape stator and an efficient combustion chamber. Another objects are to create a system for direct and linear transmission of mechanical torque from all four pistons to 'the shaft, remove roll cams and pivoting parts from the action of combustion gases, reduce the weigh of the engine and provide cleaner exhaust. Still another object is to provide engine configuration capable of creating a jet propulsory system and creating an engine for water crafts employing polymer plastic or composite parts cocl_ed directly in the water.
Another aspect of the present invention is to provide a lower rpm engine, utilizing more efficient and less NOx producing (asymmetric) pressure cycle. i.e. giving less time to the compression and exhaust st=rokes, and allowing more time to the combustion stroke. Another object of this invention is to provide lower dead time, and to provide an _..
engine tolerant to different fuels as well suitable for photc-detonation mode and hydrogen combustion.
Alternatively~ a further aspect of the present invention is to create an ignition device amplifying the internal pressure during compression cycle to the point of ignition of air-fuel mixture and to provide a:n external combustion engine utilizing compressor and expansion machines as per present invention.
The rotor as per present invention comprises of an assembly of four pistons or blades suitable for creation of variable volumes during its rotation cycle and having sealed gaps between themselves and a:n oval o:r circular shape stator, where the opposite pistons are pivotally linked to each other creating parallelogram mechanism and where (in basic configuration) the crop>sings of said links are connected to the rotor shape deforming mechanism and are also coupled with the output shaft.
The pistons can have individual seals with stator and side covers creating variable volume chambers or have seals between them, preferably at the centers of their relative rotation. 'Ihe variable chambers can be composed as shown in the drawings and diagrams below. Intake ports, spark plug and exhaust ports are provided either radial in the stator housing, or axial in the side covers, or both.
Different sealing techniques are further presented where sealing between pistons and side walls of the stator generally constitute simple linear or curved semicircular spring loaded seals similar to the Wankel type engine seals. Apex seals are arranged either between pistons, or between pistons and stator contour circular or oval wall, _ or comprising additional seals supported in the mid angle between adjacent pistons and having apex seals with them.
Another type of continuos seal when used in combination with toroidal shape stator are also disclosed as well as seals employing rollers and supporting roll bearings at the ends of the pistons.
Rotation of the rotor provides tle pistons of the variable rotor to generate.cycling volumes thus enabling to provide compression, expansion or vacuum. The engine with four pivoting pistons would have four strokes cycle firing four times per every revolution, wits. v.irtuall_y no dead time.
Having thus generally described the invention, reference will now be made to the accompanying drawings illustrating preferred embodiments and s_n which:
FIGS. 1, 2, 3, 5, 6, 13 show one preferred embodiment employing four segmental pistons arranged in lozenge configuration.
FIGS. 4, 12, i4 illustrate the same ,embodiment with pistons arranged in a square configuration.
FIGS. 7-10 illustrate prior art.
FIG. 11 is a cross section of the engine from FIG. 12.
FIG. 12 shows plan view of the preferred embodiment with part of the engine side cover not .shown.
FIG. 15 details the extreme positions of. the links between pistons relative to the piston during engine operation, and FIG. 16 provides a cross sec~t:ion of the piston side wall in assembly with its side wall.

_ g FIGS. 17, 23, 27 illustrate engine configuration with lubricating oil pan (pool) and pistons aligned in a square configuration and surrounding the stator.
FIGS. 22, 26, 29 show the same engine with pistons arranged in a square configuration.
FIG. 18 is a cross section of the engine as per FIG.
17.
FIG. 24 is a cross section of the engine as per FIG.
23.
FIG. 28 is a cross section of the engine as per FIG.
27.
FIGS. 19-21 illustrate details of the sealing with side seals positioned in side covers and °'apex" seals at the edges of the bed.
FIG. 25 shows kinematic scheme o:~ the engine as per FIG. 23.
FIG. 30 details geometry of the cycling machine with "oval" shape stator.
FIGS. 31 and 32 illustrate pistons with supporting wheels (rolls) positioned in the central part of pistons.
FIG. 33 illustrates the geometry of the circular stator shape and "ideal" segmental pistons.
FIGS. 34 and 35 provide the geometry of segmental outer portion of the piston creating minimum volume between pistons and a contour wall.

_ g FIG. 36 illustrates method of determining of the geometrical shape of the contour wall of "oval" shape.
FIG. 37 illustrates variations of possible shapes of "oval" contour wall.
FIGS. 38-40 provide illustration to the method of finding mathematical solution for the definition of contour wall curve.
FIG. 41, 42 provide diagrams of minimum and maximum volume of chambers for "oval" type contour wall.
FIGS. 43, 44 provide diagrams of :minimum a.nd maximum volume of chambers for circular type contour wall.
FIGS. 45-55 show a variety of rotor and stator configurations determining the shape of-_ the cycling volume chambers.
FIGS. 56-63 describe principles of determination of engine internal loads and torque.
FIGS. 64-75 show a variety of cam mechanisms for piston rotor assembly shape deformation.
FIGS. 76-83 illustrate different types of supports for pistons capable of direct receipt of loads from variation of chamber pressures.
FIGS. 84-89 present different systems for mechanical transfer of the torque to the output shaft, where FIGS. 84 and 85 describe prior art and illustrate its disadvantages.
FIGS. 90-96 are other illustrations of the methods of deformation of piston assembly utilizing oval gears coupled with oval rolls, and the devices with crank shafts.

FIGS. 97-107 show a variety of possible pivoted links between pistons.
FIGS. 108-111 are demonstrating details of variation or cycling of internal volume between pistons.
FIGS. 112-117 present in greater details engines or compressors with pistons surrounding tile stator or rotor, particularly FIG. 114 illustrate a piston or a chain of pistons surrounding a '°wavy'° stator or rotor and FIGS. 116-117 present the variant of engine with blades or firs associated directly with pistons.
FIGS. 118-157 illustrate in great: details different types of seals, sealing methods and embodiments.
FIGS. 158-159 show a variant of the device with circular deformable contour wall of flexible liner of the stator.
FIGS. 160 and 161 illustrate rotary engine with "oval°' shape rotor and stationary piston assembly.
FIGS. 162-164 further show the cycling sequence of such device.
FIGS. 165-166 describe principle of external combustion engine as per present invention, FIG. 167 describes an amplified compression type ignition plug and method of amplified pressure ignition.
FIG. 168 present a bcttom view of the plug showing slots for gas passage, and FIG. 169 provides explanation to method of amplification of pressure inside ignition chamber of the plug by means of differential piston presented in the FIG.
170.
Preferred embodiment comprises a four pistons (each generally of the in a form of a disk segment) variable shape assembly where pistons are linked to each other creating a parallelogram mechanism by means of at least four pivoted links. The pistons are movably mounted inside the engine housing comprising side walls and a stator_ of generally circular or semicircular inner profile thus providing a contour wall. (This shape can also be achieved by using rigid or flexible (deformable) cylindrical liner, which in addition can be deformed to match its configuration to the ideal geometry of movement oa the pistons and apex seals.) The shape of the rotor assembly is alt:ernat=ively changing from lozenge to square with the help of the piston assembly deformation mechanisms which can be for instance a cam mechanism having rolls with its axes corresponding to the intersections of the pistons links and rocking against the "oval'° shape or generally speaking about non-circular orbit.
Diagrams of operation of the cycling volume machine as a four cycle internal combustion engine are further presented in the drawings. It is important to mention that the engine can operate as a two cycle engine where two intake ports and two exhaust ports can be provided.
Alternatively the inner cycling volume of the engine (between pistons) or external blower also can be utilized for fuel mixture compression or distribution. or as part of the lubrication system, cooling, porting, etc.

A distinct advantage of the engine as per present invention is the fact that piston assembly deformation mechanism is actually not a part of the contour wall or stator or rotor configuration which makes it easy to adjust its properties to different types of fuels, desired compression ratios and ratios between the combustion/intake/expansion chambers volumes and angles of the rotor assembly rotation, thus providing greater flexibility to the design of the device and providing reduction of its cost.
Each piston's height can be approximately equal to the half of its length which provides minimum variation of the clearance between the top of the piston and contour of the stator circular wall. For instance, with stator inner diameter 4" (.about.100 mm) the length of the piston can be 2.13°' (54 mm) and the height-0.9," (23 mm) and the variation of the gap between the top part of the of the piston (at its apex seal) will be in a range of 0-0.012"
(0-0.3 mm.) This small variation or apex. seal normal breathing can be easily accommodated by its sliding in the seat.
The "ideal" geometrical configuration will involve piston segments of twice less radius than the stator contour wall and with any configuration of the piston assembly it will be always a precise contact between the piston's outer circular part and the circular contour wall of the stator. Sealing will be a challenge though with respect to this configuration, however in the high rpm devices the '°close to zero" gap technique can be employed where depending on the density of working fluid very sufficient pressures can be achieved without seals at all, but with minimum clearance between parts. This particular configuration will be preferable with ceramic, composite or plastic parts employed which can be especially advantageous for "lubricant free" engines as well as in ''micro°° engines etched from the silicone based materials, etc.
In its preferable configuration the apex and side seals are similar to the Wankel type seals with the advantage of having much more favorable leaning angle of apex seals (not more than 10 degrees compared to between 16 to 30 degrees for Wankel type engines.) The geometry of other variations and details of engines and Cycling volume machines is described in the diagrams enclosed herein. The variations of shapes of the °'oval" stator or geometry of the cam surfaces and other parameters are numerous anal can be analyzed using standard math analysis techniques. The geometry chosen will determine the compression ratio and displacement of the engine. The shape of the curve always has t.o conform with two points: #1 and #2 (see FIG. 36), the distance between them has to be equal to the side of the square 3(c), and a polar angle (gamma) between them must be equal ~0 degrees.
Such curve has an indefinite amount of solutions {shapes) predetermined by the ratio a/b and by at least one fragment of the curve between points 4 or 5 and 6 which are the reference points for all possible curves with similar ratio °'a/b". However, points 5 stz.ll rema.i.n common reference points for all possible curves.
Compression ratio ef present engine is not limited by its geometry, contrary to the Wankel type engines where it cannot exceed 15.5:1 (for three lobes rotor.) Displacement of engines as per present invention has to be compared to eight cylinder four cycle engine, as it will have equal number of power strokes per one shaft revolution. As an example, the circular stator shape engine as per present invention with displacement 2.? liters will have diameter of the contour wall of approximately 12" and thickness of 3 . 3 °' only .
The central shaft can be linked with at least two opposite pistons in a way described in a prior art, i.e. by a coupling arm or two arms. However, as the angle between arms changes during the rotation this method will prove difficult to implement in terms of equal distribution of the torque from all four pistons. Another disadvantage of such solution will be an alternative di:Eficulty of rotating the shaft during the starting procedure due to possibility of cam rolls getting stuck when approaching lean angles with the cam surface, especially in case of engines or compressors with higher compression ratios.
As per preferable embodiment the central shaft has a cross-like shape with four slots engaging with corresponding axes of the parallelogram links at their crossings. Thus, either the torque can be transferred to the output shaft alone, or both: the torque and the lateral force resulting from the internal chambers' pressure can be transferred through the pistons depending on the configuration chosen.
While the cam mechanism itself can withstand these lateral forces and provide creation o:r the torque, it is more advantageous to separate these two functions as it is shown in the preferred embodiments. Several means as illustrated can be employed for such configuration including pivoted arms, rolls, etc. This solution will also provide better dynamical response to the pulsating loads received during the power cycles and improve torque creation and transmission system.
Because the duration of peak pressure at the top dead center is much shorter than in the conventional piston or Wankel type engines, the shape of the combustion chamber is much less critical. It can be assumed however that the least total surface area of the combustion chamber will be desired in order to improve. thermal efficiency of the engine. Two spark or glow plugs can be employed similar to the approach used in Wankel type engine in order to improve combustion.
Intake and exhaust ports can be located in the side covers or in the stator or rotor, or in both. In order to simplify the design, laminated structure for_ the stator or rotor or both can be employed. Intake arid exhaust. ports can then be provided in a form of slots or bunched openings provided in the plates (lamellas) which, after putting them together and tightening or sintering, will provide internal 2Q channels as well as any desirable outer or inner shape configuration.
Distribution of the wear and heat will be expected to be quite similar to the Wankel type engine with more sealing capabilities for the apex seals due to the lower lean angles of the seas.
The engine with "oval" stator configuration can be provided with different types of chamber compositions. The preferred embodiment includes a stator_ ring with pistons surrounding it from the inner or outer portion of the stator ring. In case of inner positicn of the pistons it becomes possible to employ a conventional oil pan (oil pool) for lubrication which significantly simplifies the overall design, improves reliability and provides low emissions_ The number of pistons surrounding stator can vary from application to application with minimum four pistons employed. A "chain" like structure can be achieved with multiple chambers or a "wavy" disk coupled with a single or multiple tiltable chambers. This configuration can be effectively used in pumps, pneumatic brakes for vehicles (a pump with closed output and "wavy disk" like stator), propulsors for water crafts etc.
In case of water craft engines, the parts can be made of polymer plastic/composite and the whole engine can be Submerged into the water for effective cooling. Each piston can have a blade attached for it for direct propulsion. The same configuration can be used for airplanes or ducked fan engines.
Continuous seals are also described herein in combination with toroidal stator or toroidal shape rotor pistons. These seals are as high effective as conventional piston engine seals. In addition, the °'one piece" molded, extruded or etched rotor assembly with flexible seals is shown.
In the instance of four stroke combustion engines, the four chambers can be used in a close circuit and the cycles are defined as followse intake-compression-expansion-exhaust. Ports for intake can utilize a conventional carburetor or can be fitted with gas or diesel fuel injector. Alternatively, the fuel can be injected directly into the chamber. Also a continuous combustion can be achieved by utilizing a flame pilot technique or providing a channel between chambers. Alternatively, the compression diesel igniter can be used as per preferred embodiment where the pressure of air/fuel mixture is mechanically multiplied by differential piston as per diagrams below.
Effective ignition timing advance can be achieved by using electronic ignition or controlling the injection of fuel directly into the combustion chamber. A spark plug cavity can be exposed to the inner volume of the combustion chamber by means of porting by rotating pistons themselves.
The engine as per preferred embodiment does not require a fly wheel as the inertial capability of the four piston assembly is sufficient for providing smooth rotation even on low rpms. Projected highest rpm of the engine is about 3000-5000 rpm due to four firings per revolution which in many cases will require less complicated gear box or no gear box at all.
Cooling of the engine can be done by air, water or oil in a traditional for rotary (particularly Warakel type) engines way. In case of employment of oil pan the intensive circulation of the oil utilizing an external heat exchanger for cooling and filter can be provided. Inner variable volume of the engine also can be used for pumping the cooling agent or fuel mixture into the engine.
Alternatively, the cooling and/or lubricating systems can employ simply a mixture of the oil with fuel as well as mare complex distribution systems. One of the systems include an intake port opening connected with carburetor through the inner volume of tlae rotor which can provide effective cooling of the links and pistons by the intake air and/or fuel. The inner volume can be furnished with valves for providing pumping/vacuum capabilities to it.
The engine as per present desicJn can work as an expansion type machine with numerous t_y~oes of fluids like steam, compressed/liquified gases, hydrogen and solid fuel burners, etc.
As further illustrated in FIGS. 165, 166, two cycling machines as per present invention can be arranged in a such way that one machine will compress oxidizer (air, for instance) and deliver it along with fuel into a high pressure combustion chamber where the products of combustion will be fed into expansion machine as per present invention and part of the energy created can be fed back to the compressor. The similar configuration of external combustion engine can employ a hybrid system where the compressor can be driven by electric motor, etc. it is important to note that pract:~cal devices described and provided herein are for illustrative purposes only and should not limit the scope and intentions of present 2G invention.
Although embodiments of the invention have been described above, it is not lim-ited thereto and it will be apparent to those skilled in the art that numerous modifications form part of the present invention insofar as they do not depart from the spirit, nature and scope of the claimed and described invention.

Claims (21)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS
FOLLOWS:

1. A rotary cycling machine for producing mechanical energy from pressurized fluid as well as to pump, vacuum and compress fluids, comprising:
a hollow housing having an internal contour wall and having side covers parallel to each other and perpendicular to a central axis of the housing;
ports in communication with said interior of said housing for intake, exhaust, lubrication or cooling;
a piston assembly having pistons in spaced relation and mounted far rotational movement within said housing;
deformation means independent of said contour wall for deforming said piston assembly;
linkage means connected to opposed pistons for permitting relative movement of oppositely linked pistons, said linkage means being connected to said deformation means; and sealing means between pistons of said piston assembly for providing a continuous seal between all pistons of said assembly during rotation.

2. The cycling machine as defined in claim 1, wherein said sealing means comprises at least one member selected from the group consisting of:

single or multiple plates or curved strips, flexible members, rolls, spring loaded sliding gate type seals or tight tolerance small gaps between the adjacent moving or rotating parts.

3. The cycling machine as defined in claim 1, wherein said piston assembly comprises a single piece with flexural pivots and sealing means and is preferably made by methods of extrusion or etching.

4. The cycling machine as defined in claim 1, wherein said contour wall is generally circularly shaped.

5. The cycling machine as defined in. claim 1, wherein said contour wall is deformable in its radial direction providing an equal number of areas of maximum curvature and intermediate areas of minimum curvature.

6. The cycling machine as defined in claim 1, wherein each piston has more than one apex sealing means spaced apart along the outer radial portion of the piston and facing the contour wall.

7. The cycling machine as defined in claim 1, further comprising:
at least one pair of two parallel and pivotally interconnected rods connected at their intersections with rods having pivots at their free ends connected to said pistons;
a central shaft coaxial with a central axis and having a coupling mechanism with said piston assembly comprising a radial member connected to at least one pivoting intersection of said rods to facilitate radial cycling movement of the pivoting crossings of the rods; and at least one cam mechanism providing at least one maximum and at least one minimum distance between its surface and said central axis, connected to at least one of said side covers and having at least one roll rocking against the said cam surface and connected to any portion of said assembly of articulating pistons or said rods at the point which has an oscillating orbit against said central axis and preferably through the pivoting intersection of said rods.

8. The cycling machine as defined in claim 1, wherein the cycling inner volume defined between said articulating pistons and said side covers is used for creation of an additional flow of fluid for cooling, mixing, lubrication, fluid re-distribution or other purposes or combination of such.

9. A rotary cycling machine able to produce mechanical energy from pressurized fluids as well as to pump, vacuum and compress, and comprising:
a cylindrical housing having a contour wall, with two plane sides parallel to each other and perpendicular to the housing central axis;
an assembly of at least four pivotally linked with each other beds with side covers surrounding said two plane sides of the contour wall and articulating one to the other about parallel axes at their ends;

the assembly of said articulating beds with side covers rotating inside or around of said contour wail about said central axis and where said axes of the assembly of said linked beds have cycling trajectory orbiting said central axis;
said beds with covers carrying seating means between them and the contour wall with plane sides, namely sealing means between each of them at the ends of the beds and said contour wall and a system of lateral sealing means in conjunction with side covers of the beds and said plane sides of the contour wall;
number of chambers of variable cycling volume equal to the number of said beds, each defined by the contour wall, bed itself and its two side covers; and a set of ports in either said contour wall, its plane sides, or side covers of the beds or any combination of these used for intake, exhaust, lubrication or cooling purposes.

10. The rotary cycling machine as defined in claim 9, wherein said contour wall has a semi-toroidal shape geometrically merged with plane side covers.

21. The rotary cycling machine as defined in claim 9, wherein said seals comprises one continuous seal per one bed.

12. The rotary cycling machine as defined in claim 9, wherein said sealing means is a member selected from the group consisting of:

single or multiple plates or curved strips, flexible members, spring loaded sliding gate type seals or high tolerance small gaps between the adjacent moving or rotating parts.

13. The rotary cycling machine as defined in claim 9, wherein said assembly of articulating pistons is composed from a single piece with flexural pivots and sealing means and preferably is made by method of extrusion or etching.

14. The rotary cycling machine as defined in claim 9, wherein said contour wall is generally oval with at least two minimum and at least two maximum curvatures.

15. The rotary cycling machine as defined in claim 1 or claim 10, wherein said contour wall is of variable shape.

16. The rotary cycling machine as defined in claim 1 or claim 10, wherein said housing has oil pan.

17. An external combustion engine comprising at least one compressor utilizing rotating articulated pistons or beds assembly with shaft and providing supply of compressed oxidizer or fuel or their mixture to the high pressure combustion chamber with exhaust for products of combustion.

18. The external combustion engine as defined in claim 17, wherein said exhaust connected directly or through a heat insulated passage to the expansion machine utilizing articulated pistons or beds assembly.

19. The external combustion engine as defined in claim 17, wherein at least some mechanical energy produced by said expansion machine is transferred back to said compressor shaft and the remaining part is used for a power output.

20. The external combustion engine as defined in claim 17, wherein said expansion machine is mounted directly in the vehicle wheel or other type of propulsor.

21. The external combustion engine as defined in claim 17, wherein said combustion chamber is similar to ones employed in turbojet or rocket engines capable of withstanding high internal pressures and temperatures.