Abstract:
A revolving piston rotary annular cylinder valved continuous combustion or flow expandable chamber devices, compressor and engine machine system with an outer toroid cylinder housing assembly having a central axis, having one or a plurality of balanced pistons with means for attachment to a rotor and radiating through the outer rotor assembly to contact or come within close tolerance of the interior surface of the outer housing at the other extreme of the pistons, whereby, a plurality of relatively air tight compartments are formed between the interior surface of the outer housing, the outer surface of the rotor assembly and the piston or plurality of pistons with the volume of said compartment varying as a function of the rotative position of the inner cylinder and rotor assembly in relation to the isolating valve.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
   This application claims benefit of 60/062,225 filed Oct. 16, 1997. 

   STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
   Not applicable 
   INCORPORATION-BY-REFERENCE OF MATERIALS SUBMITTED ON A COMPACT DISC 
   Not applicable 
   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   This invention in its embodiment as an internal combustion engine would be the first truly significant new rotary internal combustion engine design since the invention of the Otto cycle engine by the German engineer, Nikolaus August Otto in 1861. This was followed by the invention of the diesel engine by the German engineer, Rudolf Diesel in 1896. Both of the latter are still basically the same design; four and two cycle reciprocating pistons. These two men changed the form of transportation for the entire world. Then came the Wankel off center rotary engine (not a true rotary) where the piston is basically a round cornered triangle but still a four cycle engine, invented by the German, Felix Wankel in 1954. Prior to Mr. Wankel, the Englishman, Mr. Frank Whittle invented the jet turbine engine in 1930. The Revolving Piston Valved Dynamic Displacement Expandable Chamber Device embodied as an internal combustion engine overcomes the limitations of gasoline as a fuel and combines the positive displacement of the conventional Otto cycle engine with the dynamic effect of a jet turbine engine yielding high torque at low and high rpm. This device is a new technology that would not displace the current fuel supply infrastructure (it would utilize ordinary gas stations). With the steam power assist unit this engine would be the most adiabatic engine to date. This engine could better utilize available fuels including renewable fuel sources. 
   2. Objects and Advantages 
   A. This engine is more efficient for the following reasons:
         1. It is perfectly rotary (unlike the Wankel engine).   2. It combines the positive displacement of a conventional internal combustion engine with the dynamic effect of a jet turbine engine hence the term Dynamic Displacement.   3. Utilizes, does not waste low pressures (contrary to the minimum pressure required by a turbine.   4. Does not utilize a reciprocating motion that wastes energy changing directions (momentum, impetus, inertia).   5. Does not waste energy in cycles such as the four (4) and two (2) cycles of the conventional Otto, Diesel or Wankel engines. In the four (4) cycle engine only one (1) out of four (4) cycles provides power.   6. Does not waste power on a compression cycle.   7. Does not waste power on conventional cam shafts.   8. Does not waste power on conventional valves and springs.   9. Can function without a starter.   10. It can utilize excess heat that would normally be wasted (steam power assist and Thermoelectric devices). In conventional engines the radiator wastes 33% of the fuel=s energy (more adiabatic).   11. Utilizes turbo charger(s) to supply oxidizer (air).   12. Utilizes electric fuel pump.   13. Utilizes flywheel effect.   14. Can utilize ultra high efficiency lubricants permanently bonded to critical surfaces with coefficients of friction of only 0.001 as opposed to the conventional 1.0.   15. The possible combinations of various versions that increase efficiency.   16. Design permits the complete control of ratios of fuel to air.   17. Can be combined with electric motor/generator in a hybrid configuration.   18. Because of the nature of the combustion there is no such thing as detonation, piston knock or pre-ignition. This engine compensates for the deficiencies or limitations of gasoline as a fuel. These being: ratios of air to fuel, its relatively low octane content and the tendency for gasoline to produce detonations, piston knock or pre-ignition.   19. Can use many types of fuel.   20. Utilizes gasoline more efficiently.       

   B. This engine is more durable for the following reasons:
         1. Simple design, less moving parts, smaller, lighter, oblique angles.   2. Rotation only in one direction avoids wear caused by changing directions (180 degrees) on the parts. Reciprocating action tends by its nature to hammer the following parts: connecting rods, rings, bushings, bearings, cam shafts, cams, cylinders, pistons, crank shafts, etc.   3. Permits superior design and function of the piston rings because of one way rotation.   4. Less vibration.   5. Utilizes ultra high efficiency lubricants permanently bonded to the critical surfaces.   6. Forms strong components geometrically designed for maximum strength (toroids and cones).   7. Controlled operating conditions of the critical parts.   8. Can utilize new materials such as carbon carbon composites that can resist higher temperatures yet do not expand as much as metal permitting smaller tolerances at the same time being stronger and more malleable.   9. Because of the nature of the engine and its form of combustion there never is ping, piston knock or detonation. These being potentially the most destructive for a conventional engine. Piston knock or detonation is a form of abnormal combustion, hot gases left over from the previous combustion spontaneously detonate. This knock produces a spike of ultra high pressure, a shock wave that can break pistons or rings and radically increase combustion chamber temperature. This increases the possibility that red-hot glowing metal in the combustion chamber will result in pre-ignition, at which point successive combustion events are ignited not by the spark plug, but by the hot spots. Timing is then completely out of control, leading to further temperature rises and the possibility of melted pistons etc.       

   C. This engine is easier to manufacture for the following reasons:
         1. The toroid cylinder is manufactured in two halves, then is put together with gaskets and bolts etc.   2. The water jackets are manufactured and put together in the same way as the cylinders and bolted on over the latter.   3. The design is simple.   4. Can utilize new materials and simplified methods.   5. Would be more economical to manufacture.       

   3. Description of Related Art 
   Not applicable 
   BRIEF SUMMARY OF THE INVENTION 
   This invention in its internal combustion mode is more efficient due to the following reasons: It is a rotary engine in its purest form. It does not waste energy in useless vibration caused by off center rotation. It runs on a single cycle; that is, there is no compression cycle, no separate exhaust cycle and no separate intake cycle. Just basically one cycle that does most of the above at the same time. This engine can use almost any kind of combustible liquid or gas, even adding water to certain fuels would function. This engine overcomes the limitations of gasoline as a fuel while being more efficient in its use. This invention is more durable due to its simple design with very few moving parts (only two in its basic configuration). This invention is also easier to manufacture because it can be made stamped or cast in two halves, then bolted together or joined in some other way. Making it not only easier to build but also more economical. The invention can be used in many ways. The following is a list of and function of some of its embodiments. Its embodiment as a very efficient internal combustion engine is well documented in these pages, so I will go on to mention some of the others. One of its versions in its internal combustion engine embodiment is that of an air breathing engine. That is an engine that sucks in the air that it will utilize for combustion rather than having the air forced in by some other external mechanical means. In this version, the engine becomes a cycled engine in which not every passing of the piston is imparted by power but rather every other and the spark is timed in a manner as to coincide with this cycle, see FIG.  21 . This is one of various versions of this type of air breathing engine. In its embodiment as a pump, as illustrated in  FIG. 8 , this embodiment can be made in many ways.  FIG. 8  shows the invention in a two square piston and cylinder configuration with a reversed valve ( 67 ). In other versions of this pump the valve need not be reversed. It can be double, it can have one or a plurality of pistons and rotors and may or may not include a one way pressure valve ( 66 A). It can come in all sizes from nano or micro to macro or gigantic and it can be manufactured of any material that is suitable to its ultimate purpose (metal, ceramics, composites, etc.). 
   The valve(s) in the designs of the pump embodiments, open and close allowing the passage of a piston yet isolating it and the working fluid from the exhaust manifold insuring that it does its work and flow only in one direction. Imparting power to the axle shaft will cause the rotor with the attached balanced pistons to turn. The inlet would draw the working fluid into the expanding chamber. Once the working fluid is drawn into the chamber it is compartmentalized and sealed in by the following piston which delivers it to the exhaust port where the valve(s) purge or force it out of the device.  FIGS. 6 ,  8  and  8 A function in this manner. The embodiments of the steam engine, the water engine (for hydroelectric and other purposes), the fluid metering devices, the power assist devices and the quantum motors would function in the same manner except that the working fluid would supply the force or pressure to move the piston(s) and the rotor and the rotational power would be derived from the shaft rather than be delivered to it as in the case of the pump. The valve with means for controlling said valve so that as the revolutions increase and the load decreases the valve will start to assume a less obstructive position. From opening and closing completely to a kind of rhythmic flutter or waving in tune to the passing of the pistons and acting as a fluidic amplifier until balance can be reached and maintained at which point the valve may attain a fully unobstructive position until when load increases or revolutions decrease for any reason then the valve can readily reengage and assume full range movement or operation. As with all the valves in any embodiment of this invention they can be actuated by many means they can be spring loaded, cam and lever actuated with or without a controlling governor, electrically, pneumatically, hydraulically or mechanically actuated with electronic controls or other type controls In these illustrations the rotor and piston rotation is generally in a clockwise direction but in actuality may not be limited to this. 
   The above variations and variations not mentioned above whether in size, materials, embodiments and functions, represent the invention in all of its actual and potential manifestations. 

   
     BRIEF DESCRIPTIONS OF SEVERAL VIEWS OF THE DRAWINGS 
       FIG. 1  is a schematic isometric front view of one type of the Revolving Piston Valved Dynamic Displacement Expandable Chamber Device in a circular/circular (round) version of the toroid cylinder assembly  34 A which represents the basic structure of the larger size embodiments of the invention, smaller sizes might simply be cast or stamped in one piece. This invention in its embodiment as an internal combustion engine, a version of which is represented by combining  FIGS. 1 ,  2  and  3  which demonstrate the following: fuel is supplied by a high pressure fuel pump through the fuel supply lines with check valves  53  and the regeneratively cooled/heated fuel supply turbinals to the inner reaction cage  65  within the combustor  54  which is attached to the toroid cylinder assembly  34 A, where it is impinged upon (preferably from the opposite direction) and mixed with air from the primary inner air supply lines with check valves  52  supplied by a supercharger  71  and/or a turbocharger  82  or even the inventions embodiment as a pump in this case an air pump  FIGS. 5 ,  8  and  8 A then ignited by a spark/electrode  72  (see  FIG. 9 ) within the reaction cage  65 . At this point the mixture is considered rich to guarantee ignition. Once the combustion exits the inner reaction cage  65  it is mixed further with air that is supplied by the secondary air supply lines with check valves  51  and leaned out further enhancing combustion and minimizing the creation of hydrocarbons. At this point the combustion gases may flow through a diffuser  62  and through the combustor accumulator by-pass neck  61  and onto the piston top  58  with enhanced rings  58  in position to receive it forcing said piston forward as the valve  56  in its closed position prevents the retrograde exiting of gases and at the same time guarantees rotational direction. The gases continue expanding and pushing the piston  58  forward until it reaches the exhaust port  57 . The position of the exhaust port  57  on the toroid cylinder assembly  34 A is determined by the number of pistons  58  on the rotor  39   a  needed to achieve dynamic balance. Once the piston  58  reaches the exhaust port  57  the piston  58  following it will simultaneously reach the top seal point  59  and the cycle will repeat itself. As the piston  58  reaches the exhaust port  57  and the exhaust empties into the exhaust manifold  60  it may power a turbo charger  82  and/or contain another water cooled diffuser that further extracts heat from the flow in order to supply supplemental steam power or for thermoelectric extraction. At this point an Electrogasdynamic device (EGD from MHD) may be added under certain conditions to produce electric power. 
       FIG. 4  functions in the same way as the previous only that it is in the rectangular configuration as it would function in any shape be it oval or triangular etcetera. 
       FIG. 5  also in a rectangular configuration would function in a similar way the only difference being the engine=s position relative to the others. With the combustor  54  facing vertically the effect of gravity on the valve  67  can be practically eliminated. 
       FIG. 6  in most aspects like the previous versions only that this version has a double valve  67 A air lock type configuration that assures an even better lock out of retrograde exhaust flow. 
       FIG. 7  same double valve  67 A as  FIG. 6  only in a rectangular torus  34 B configuration. 
       FIG. 8  is the invention in one of its embodiment as a pump the main differences here being the lack of a combustor  54  replaced by inlet  75  and a reversed valve  67  that is a valve that faces and opens toward the rotation of the pistons  76 A and rotor  39 A riding or rolling on said rotor and sloped back pistons  41  thereby decreasing the chamber volume and forcing the air or water etc. to exit exhaust port  57  and exhaust manifold  60  until valve  67  closes the exhaust manifold  60  may contain a one way low pressure valve  66 A. 
       FIG. 8A  is the same basic design and function as  FIG. 8  except that valve  67  does not seat and close completely against the interior of rectangular toroid cylinder assembly  34 B allowing working fluid or air to pass by more dynamically utilizing the accumulator by pass neck  61  the pressurized fluid or air is then trapped the one way low pressure valve  66 A. 
       FIG. 9  is similar in basic design to the previous versions of round torus internal combustion engine version except that it shows additionally an exhaust purge tube  78  that connects to the exhaust manifold  60 . Oil  79  and water  87  lines feed through the axle shaft  49  separately and into the rotor  39 A and piston heads  76 . The oil then seeps out between the piston rings  58  and in again through the oil inlets  79  to be pumped down to the oil cooler  99  to be recirculated. The coolant or water is routed through the piston  76  and returned to be cooled and/or its steam to be collected. Also shown is a water cooled diffuser/steam generator  62 , a steam or water recovery tube  88  and a stylized turbo charger  82  in the exhaust manifold  60 . The combustor  54  generates the gases that move the pistons  76  and utilizes a turbinal regenerative cooler/heater  64  that vaporizes the fuel while cooling the combustor  54 . Also this version may utilize a pivoting water cooled valve  56  and valve pivot and water inlet  86 . 
       FIGS. 10 ,  11 ,  12 ,  13 ,  14  and  15  represent the rotational sequence of the rotor  39 A and pistons  76 A in relation to the position of the valve  67  in most embodiments of the invention. 
       FIG. 16  is a isometric schematic front edge on view of a version of the invention in its round piston cylinder  76  configuration in which a different angle of the oil  100  and water  92  reserve compartments is illustrated and their distribution through the axle shaft  49 , rotor  39 A and through their various routes from reservoir through their design function, through their respective cooling processes oil  99  and coolant or water expansion chamber  97 , radiator and fan  96 , thermoelectric condenser  94  and back again. Also shown is the way the combustor  54  is attached to the toroid cylinder  34 A. This compound compartmentalized version is one of various configurations. 
       FIG. 17  is a rendition of the invention in its embodiment as an internal combustion engine. It clearly shows the basic process that powers this engine. Additionally it shows the fresh air/exhaust tube  68  which allows a type of conditioning of the piston  76  and cylinder area  34  prior to its cycling back to its combustion position. It also show a hot water or steam recovery line  88 . In summary basically what this figure shows is the way that the combustor  54  drives the piston  76 , is isolated from the retrograde flow by the valve  56  and is exhausted through the exhaust port  57  and manifold  60 . 
       FIG. 18  is an exploded schematic isometric front view of the invention in a preferred embodiment as an internal combustion engine in a rectangular/rectangular configuration whose exterior may be air cooled. The cooling vanes  34 C also act as bearing supports. 
       FIG. 19  is a side view of the above embodiment also showing that it is in a two piston  76 A rotor  39 A configuration and showing its fresh air  68  exhaust purge  78  system. 
       FIG. 20  is the same embodiment as FIG.  18  and  FIG. 19  only that it is in a round cylinder configuration. 
       FIG. 21  is also in an internal combustion embodiment except that this version is an air breathing or sucking version meaning that this version is not force fed air as the other continuous combustion models. As a consequence this model cycles between detonations in order to supply itself with the fresh air necessary for combustion. Additionally this model is also a double valve  67  &amp;  81  version in which the exhaust purge valve  81  faces the opposite direction from the traditional piston isolating valve  67  in this version as well as in others. 
     As the piston  76 A cycles around as shown in this figure the exhaust purge valve  81  and the valve  67  create a partial vacuum causing secondary air intake with check valves  51 A to draw air into that space. The continuing rotation and the closing of valve  67  cause air to be forced through the secondary air supply line with check valves  51  and into the combustor  54  combining with fuel in the inner reaction cage. At the same time the preceding piston  76 A is expanding the chamber outside the area isolated by the two valves drawing in air through the primary inner air supply with check valves  52  mixing it with fuel within the inner stratified flashover reaction cage  65 . At this time the spark plug/electrode  72  flashes and the mixture is ignited forcing the rotor  39 A and pistons  76 A to turn. This turning evacuates the exhaust gases through the exhaust port  57  and manifold  60  initiating the process all over again. 
       FIG. 22  the only difference in this embodiment of the round toroid cylinder engine is that it has a small turbocharger  89  that runs off of the purged exhaust gases to draw in fresh air to supplement the air in the combustor  54  for combustion. 
       FIGS. 23 ,  24 ,  25  and  26  are different views of the same engine and indicate that it is a round air cooled toroid cylinder with optional covers  90  that would either concentrate heat for steam generation or for converting it into a water cooled version and  FIG. 25  also helps one visualize what the exterior of this engine would look like. 
       FIGS. 27 ,  28 ,  29  and  30  illustrate the same as  FIGS. 23 ,  24 ,  25  and  26  except in a rectangular toroid version with an extended exhaust port  57  eliminating the need for a purge tube  78 . 
       FIG. 31  is an isometric side view of the invention in one of its preferred embodiments as an internal continuous combustion engine with a cut away view if the inner valve  67 B, combustor  54 , upper toroid cylinder area, valve control lever actuator with roller  83 , its cam  103  and exhaust attachment  60 . Additionally the image shows the piston  76 A and the combustion isolating inner valve  67 B of the expandable chamber or cylinder  34 B in the open position and in the process of allowing the piston  76 A to pass and about to close as also illustrated by the position of the external actuator lever  83  on the cam  103 . 
       FIG. 32  is the same as  FIG. 31  except that it shows the valve  67 B closed and climbing over the sloped back of the following piston  76 A as said piston on the rotor rotates on its axis it also shows the position of the valve control lever and roller  83  on a different position on the cam  103  that corresponds to the position of the valve  67 B. The valve&#39;s  67 B action may be at times described as skimming over the rotor and pistons  76 A. 
       FIG. 33  Is an isometric side view of a valve control cam device best described as a rigid simpler lighter cast, formed or machined cam  104  with a valve actuator lever and roller  83  attached to a valve pivot assembly with pivot stops  107 . 
       FIG. 34  is an isometric side view of the invention as in  FIG. 31  except that the inner valve has no external control and is externally counterbalanced the valve  67  floats freely always subject to downward closing force of combustion or flow (may also be spring loaded) and the upward push of the passing sloped piston back  76 A and/or rotor. The very nature of this unique design and its function allows the device to work efficiently. 
       FIG. 35  is an isometric side view of the flexible spring loaded shape changing governor type external control  106  for internal main valve  67  in full relaxed position that in turn forces the valve to fully open and close and function in a similar fashion to a regular cam  103  and allowing the valve  67  to close filly at lower revolutions for maximum torque also the valve control lever with roller  83  and valve pivot stops  107 . 
       FIG. 36  Also an isometric view that depicts the same flexible spring loaded shape changing governor type external control of  FIG. 35  for internal main valve  67  in fill extended position which in turn keeps the internal valve  67  open this control  106  at high revolutions utilizes centrifugal force to attain and maintain it&#39;s spherical shape as well as limitless shape increments in between thereby controlling the internal valve  67  through all changes in the speed of the revolutions permitting said valve  67  to open and close in the most efficient manner relative to the inventions speed minimizing its range of motion yet remaining unobstructive to the passing pistons while preventing the flow or combustion from taking a retrograde course to the exhaust before doing its work allowing for said valve to work as a fluidic amplifier. This type of external control for said internal valve allows for many increments in the position or shape of the cam that controls the lever that controls said valve allowing said valve to open and close to the extent necessary in order to maintain the load at any particular speed of revolutions of the invention also shown are valve control lever with roller  83  and valve pivot stops  107 . 
       FIG. 37  is an isometric side view of an apparatus similar to the device in  FIG. 33  ( 104 ) except that it has additional rigid inverted cam ramps  108  that force the roller and control lever  83  of the valve  67  in an opposite and downward direction causing the inner valve  67  to close. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   The circular/circular (round) toroid cylinder assembly  34 A in  FIG. 1  represents the basic structure of the larger size embodiments of the invention, smaller sizes might simply be stamped or cast in one piece. In  FIG. 1  the external support convex conical structure  30  and the ribbed external support heat transfer structure  31  can be one piece also the perimeter bolt holes  37 , the outer bearing bevels  36  and part of the axle shaft area  35  are part of this structure. The internal support concave conical structure  32  can be made in one piece along with the ribbed internal support heat transfer structure and water jacket element  33 . The internal toroid cylinder structure  34  has a smooth inner surface and comprises the piston cylinder area  40 , the rotor area  39 , the outer  38  and the inner  44  ring seal grooves, the inner bearing bevels  36 A and part of the axle shaft area  35 . Referring to FIG.  2  and supplemental to  FIG. 1  the concave piston face  40 A, the piston sloped back  41  attached to the rotor  39 A which is attached to the axle shaft  49  supported by the two inner  47  and two outer  42  bearings who are in turn held in place by the retainers  43  and  50 . The outer rotor seal  48  protects the outer ring seal  46  which in turn surrounds the inner ring seal  45 .  FIG. 3  is one of the preferred embodiments of this invention an internal combustion engine in the torus  34 A, piston(s)  76  and valve(s)  56  or configuration with appropriate actuator lever  55  or  83 , valve  56  actuator  55 , pistons  76  and combustor  54  attached to the cylinder  34 A, top seal point  59 . The combustor accumulator by pass-neck  61  attached to the combustor  54  comprising a diffuser  62 , double inner reaction flashover cages  65  with fuel regenerative turbinal heat exchangers  64 , primary inner air supply lines with check valves  52  secondary air supply lines with check valves  51  and fuel supply lines with check valves  53  all supply lines with combustor intake low pressure valves  66 . Also attached at a position determined by the number of pistons in order to achieve dynamic balance or one piston reaching top seal point as the previous one reaches the exhaust port is the exhaust port  57  and exhaust manifold  60 .  FIG. 4  also a preferred embodiment of the invention as is  FIG. 3  an internal combustion engine only this version is of a rectangular torus  34 B, piston(s)  76 A and valve(s)  67 . Also shown fresh air exhaust purge  68  connected to cylinder  34 B, piston roller  73  on piston tips  76 A. Also in this figure primary air supply  52  is connected to supercharger  71  and reserve air pressure tank  69  connected to  12  volt electric air pump  70  all of which seems to rest on combustor water jacket  63  and lastly for this figure attached to the combustor  54  and leading into the inner stratified flash over reaction cage  65  is spark plug/electrode  72 . 
     FIG. 5  the engines position is what mainly differentiates it from  FIG. 4  also included is the hybrid diffuser/auxiliary air/water cooled steam generator. 
     FIG. 6  the only way that this version differs from previous versions of cylindrical/cylindrical (round) internal combustion engines is that it is a double valve version.  FIG. 7  differs from  FIG. 6  only in that it is a two pistons version in a rectangular configuration.  FIG. 8  this is a pump embodiment of the invention in a rectangular configuration also notice that the valve  67  is installed in a reverse manner that is it opens toward the approaching pistons  76 A sloped back  41  which in yet other versions can extend to the top of the receding piston  76 A and it may have a one way low pressure valve  66 A also notice pump intake port  75  its position and shape can vary.  FIG. 9  embodies the internal combustion engine in its round configuration as stated in earlier figures, what is new about this figure is the waste gas purge tube  78 , valve pivot and water inlet  86 , piston water supply  87 , water recovery line  88  and stylized turbo charger  82 . 
     FIGS. 10 ,  11 ,  12 ,  13 ,  14  and  15  illustrate the rotational sequence of the rotor  39 A and the pistons  76  in relation to the position of the valve  67 . 
     FIG. 16  is the front view of a preferred embodiment the internal combustion engine the reinforced combustor mount frame  91 , internal coolant reservoir  92 , includes coolant pick up tube  93 , coolant filler cap  95 , connected to the thermoelectric condenser  94 , connected to radiator and fan  96 , connected to expansion chamber  97 , next to perimeter bolts  37 a, oil filler cap  98  connects to oil reservoir  100 , connected to oil cooling system  99 , oil pickup tube  101 , connected to axle shaft  99 . 
     FIG. 17  is a representation of the continuous combustion engine embodiment of the invention as illustrated in FIG.  3  and  FIG. 9  except that it additionally includes a valve shield  102  within the combustor  54 , a valved fresh air/exhaust purge  68  connected to the toroid cylinder  34  and a water or steam recovery line  88 . 
     FIG. 18  is an exploded schematic isometric front view of the invention in a preferred embodiment as a continuous internal combustion engine in a rectangular toroid cylinder  34 B configuration whose exterior may be air cooled utilizing an outer bearing support heat transfer structure  34 C and a combustor  54 . 
     FIG. 19  is a side view of the above embodiment also showing that it is in a two piston  75 A rotor  39 A configuration and showing its fresh air  68  exhaust purge system  78 . 
     FIG. 20  is the same embodiment as  FIGS. 18 and 19  except that it is in a round cylinder configuration. 
     FIG. 21  is also an internal combustion engine embodiment except that this version is an air breathing or air sucking version not force fed air as other continuous internal combustion models. Illustrated are a combustor  54  including a spark plug or electrode  72 , a primary inner air supply line with check valves  52 , a secondary air supply line with check valves  51 , secondary air intake  51 A. Also included are two valve actuator levers  83 , a reversed exhaust purge valve  81 , scaled pistons  84  and  76 A, an exhaust port  57 , an exhaust manifold  60  and two shock absorbing valve impact pads  85 . 
     FIG. 22  is a rendition of the three piston  76  single rotor  39 A round configuration of the engine embodiment illustrating a small turbocharger  89  connected to the combustor  54  and to the round toroid cylinder assembly  34 A. 
   FIGS.  23 , 24 , 25  and  26  are different views of the same air cooled engine with three round pistons  75  connected to a rotor  39 A encased in a whole round toroid cylinder assembly  34 A with a combustor  54  and optional covers  90  showing finished view of this engine with ribbed external support heat transfer structures  31  and attached exhaust port  57  and exhaust manifold  60  to waste gas purge tube  78  also with side view. 
     FIGS. 27 ,  28 ,  29  and  30  illustrate the same as  FIGS. 23 ,  24 ,  25  and  26  except in a rectangular toroid version with an extended exhaust port  57  and no purge tube  78 . 
     FIG. 31  Depicts a two piston per rotor rotary expandable chamber device in an embodiment as a internal continuous combustion engine comprising a rectangular toroid cylinder  34 B with an attached combustor  54  accumulator by pass neck  61  assembly, an intake fuel line with check valve  53  two separated spark plug igniters  72  an air or oxidizer intake line with check valve  52  an externally controlled isolating flap type valve  67 B in its open position allowing the piston through while preventing the retrograde escape of the combustion flow. The valve is attached directly and controlled externally by a rollered lever  83  that may be spring loaded (not shown). Said lever  83  rides on an external cam  103  that as it turns raises and lowers the valve in synchronization with the approaching and passing of the pistons  76   a  allowing said piston  76 A through yet immediately closing after it passes thus isolating the combustion gases that exit through exhaust port  57  and through exhaust manifold  60 . 
     FIG. 32  Same as  FIG. 31  except that the cam  103  has rotated and thus lowered the external rollered valve actuator control lever  83  closing the internal valve  67 B while said valve  67 B is ascending the gradient of the approaching sloped back piston  76 A. 
     FIG. 33  Shows rigid simpler lighter cam  104  and external lever with roller  83  attached to valve pivot assembly with pivot stops  107 . 
     FIG. 34  Shows free floating counterbalanced valve  67  with no external control in this version the valve  67  is opened by the upward pressure of the sloped back of the approaching piston  76 A overcoming the constant pressure of the downward force of the fluid or combustion flow. 
     FIG. 35  Shows Flexible spring loaded shape changing governor type external control  106  for internal main valve  67  in full relaxed position that in turn forces the valve to fully open and close and function in a similar fashion to a regular cam  103  and allowing the valve  67  to close fully at lower revolutions for maximum torque also the valve control lever with roller  83  and valve pivot stops  107 . 
     FIG. 36  Depicts same flexible spring loaded shape changing governor type external control  106  for internal main valve  67  in full extended position which in turn keeps the internal valve  67  open this control  106  at high revolutions utilizes centrifugal force to attain and maintain it&#39;s spherical shape as well as limitless shape increments in between thereby controlling the internal valve  67  through all changes in the speed of the revolutions permitting said valve  67  to open and close in the most efficient manner relative to the inventions speed minimizing its range of motion yet remaining unobstructive to the passing pistons while preventing the flow or combustion from taking a retrograde course to the exhaust before doing its work allowing for said valve to work as a fluidic amplifier. This type of external control for said internal valve allows for many increments in the position or shape of the cam that controls the lever that controls said valve allowing said valve to open and close to the extent necessary in order to maintain the load at any particular speed of revolutions of the invention also shown are valve control lever with roller  83  and valve pivot stops  107 . 
     FIG. 37  Depicts an apparatus similar to  FIG. 33  except that it additionally has rigid force down cam ramps  108  for the valve actuator  83  which forces the inner valve to close  67 . 
   List of Reference Numerals 
   
       
         30 . External support convex conical structure. 
         31 . Ribbed external support ribbed heat transfer structure. 
         32 . Internal support concave conical structure. 
         33 . Ribbed internal support heat transfer and water jacket element. 
         34 . Internal toroidal cylinder structure. 
         34 A. Whole round toroidal cylinder assembly. 
         34 B. Whole rectangular toroidal cylinder assembly. 
         34 C. Outer bearing support/heat transfer structure. 
         35 . Axel shaft area. 
         36 . Outer bearing bevels (4). 
         36 A. Inner bearing bevels. 
         37 . Perimeter bolt holes. 
         37 A. Perimeter bolts. 
         38 . Outer cylinder ring seals grooves. 
         38 A. Outer rotor ring seal grooves. 
         39 . Rotor area. 
         39 A. Rotor. 
         40 . Piston cylinder area. 
         40 A. Concave piston top. 
         41 . Sloped piston back. 
         42 . Bearing. 
         43 . Bearing retainer. 
         44 . Inner cylinder ring seal groove. 
         44 A. Inner rotor ring seal groove. 
         45 . Inner ring seal. 
         46 . Outer ring seal. 
         47 . Inner bearing. 
         48 . Outer rotor seal. 
         49 . Axle shaft. 
         50 . Inner bearing retainer seal. 
         51 . Secondary air supply line with check valves. 
         51 A. Secondary air intake with check valves. 
         52 . Primary inner air supply line with check valves. 
         53 . Fuel supply lines with check valves. 
         54 . Combustor/combustion chamber. 
         55 . Timing gear valve actuator. 
         56 . Valve for round toroid cylinder (with counter balanced actuator lever and or roller tip. 
         56 A. Valve for round toroid cylinder in a double valve configuration. 
         57 . Exhaust port. 
         58 . Piston top with enhanced rings. 
         59 . Top seal point. 
         60 . Exhaust manifold. 
         61 . Accumulator by-pass neck. 
         62 . Diffuser. 
         63 . Combustor water jacket. 
         64 . Regeneratively cooled/heated fuel supply turbinals. 
         65 . Inner stratified flashover reaction cage. 
         66 . Combustor intake low pressure valves. 
         66 A. One way low pressure valves. 
         67 . Valve for rectangular toroid cylinder (with counter balanced actuator lever and or roller tipped. 
         67 A. Valve for rectangular toroid cylinder in a double valve configuration. 
         67 B valve for rectangular toroid cylinder 
         68 . Fresh air exhaust and purge. 
         69 . Reserve air tank. 
         70 . 12v. Electric air pump. 
         71 . Supercharger. 
         72 . Spark plug/electrode. 
         73 . Piston roller bearing. 
         74 . Hybrid diffuser/auxiliary air/water cooled steam generator. 
         75 . Pump intake port. 
         76 . Round piston assembly can include enhanced piston rings, concave top and slopped backs. 
         76 A. Rectangular piston assembly can include enhanced piston rings, concave top and slopped backs. 
         77 . Water or coolant line. 
         78 . Waste gas purge tube. 
         79 . Lube oil ducts with piston rings and supply lines. 
         80 . Enhanced piston rings. 
         81 . Reversed exhaust purge valve. 
         82 . Stylized turbo charger. 
         83 . Valve actuator lever. 
         84 . Scaled piston. 
         85 . Shock absorbing valve impact pad. 
         86 . Valve pivot and water inlet. 
         87 . Piston water supply. 
         88 . Water or steam recovery line. 
         89 . Mini turbo charger. 
         90 . Covers. 
         91 . Reinforced combustor mount frame. 
         92 . Internal coolant reservoir. 
         93 . Coolant pick up tube. 
         94 . Thermoelectric condenser. 
         95 . Coolant filler cap. 
         96 . Radiator and fan. 
         97 . Expansion chamber. 
         98 . Oil filler cap. 
         99 . Oil cooling system. 
         100 . Oil reservoir. 
         101 . Oil pick up tube with filter. 
         102 . Valve shield. 
         103 . Solid or cast valve actuator cam 
         104 . Rigid forged valve actuator cam 
         105 . Electric screw type downward valve travel limiter 
         106 . Flexible spring loaded shape changing governor type external control for internal main valve 
         107 . Valve pivot assembly with pivot stops 
         108 . Same as  103  except it additionally has a rigid force down cam ramps for the valve actuator which forces the valve closed.