3.1 Fundamental Concept

• Independent rotary compressor stage
• Optimized solely for efficient air/fluid compression
• Can achieve high compression ratios without interdependencies
• Material and geometry optimized for pressure cycling only

• Independent, stationary combustion chamber receiving compressed air from compressor
• Continuous burn operation (not pulsed like reciprocating engines)
• Fuel injection optimized for complete, efficient combustion
• Positioned between compressor outlet and expander inlet on drive shaft
• Sustained combustion environment without moving parts
• Provides constant flow of hot, pressurized combustion products to expander
• Chamber geometry optimized for flame propagation and complete mixing
• Material selection optimized for sustained high-temperature combustion
• No reciprocating motion or pulsing - inherently smooth operation

• Independent rotary expander stage on shared drive shaft
• Receives hot, pressurized combustion products from stationary combustor
• Operates on positive displacement principles (NOT traditional reaction turbine)
• Traps pressurized gas and generates constant force/torque as gas expands
• Maintains high pressure differential across expander cavity
• Releases pressurized gas gradually for continuous power delivery
• Optimized for high torque at low RPM operation
• Can be single or multi-stage for pressure ratio optimization
• Material selection optimized for high temperature and pressure expansion

3.2 Mechanical Integration

• Rotary compressor and expander both mounted coaxially on shared shaft
• Compressor is driven by the expander's output power
• Excess expander power drives external load (propulsion, power generation, etc.)
• Single shaft architecture similar to jet engine design for mechanical simplicity
• Combustor is a stationary external chamber (NOT on the shaft) positioned between compressor and expander
• Compressed air flows from rotating compressor to stationary combustor via connecting conduit
• Hot combustion products flow from stationary combustor to rotating expander via connecting conduit
• Enables high power density and direct torque transmission without combustor friction losses

3.3 Key Distinctions from Conventional Engines

4.1 Operating Cycle

1. Atmospheric air enters the rotary compressor (on intake end of drive shaft)
2. Compressor (driven by expander output) pressurizes air to target pressure
3. Compressed air flows into stationary combustor chamber
4. Fuel is continuously injected and ignited in combustor at optimized conditions
5. Hot combustion products at high pressure continuously flow to expander stage
6. Expander (on discharge end of drive shaft) traps and expands combustion products
7. Expanding gas generates constant force on expander rotor, driving the shaft
8. Torque from expander exceeds losses and drives the external load
9. Expanded gases exhaust to atmosphere through discharge port
10. Single drive shaft simultaneously operates compressor and expander in coordinated fashion

4.2 Steady-State Operation

• No dead volumes from piston movement
• Continuous combustion process
• Smooth rotational output
• Inherently balanced operation
• Reduced vibration compared to reciprocating engines

4.3 Thermodynamic Advantages

5.1 Reciprocating Internal Combustion Engines

• All three processes (compression, combustion, expansion) occur in same chamber
• Creates inescapable interdependencies between competing requirements
• Each design parameter represents compromise, not optimization

• Limited to 10:1-15:1 compression ratios due to autoignition risk
• Knock/detonation damages engine and limits efficiency gains
• High compression ratios impossible without pre-ignition failure
• Thermal efficiency fundamentally capped by low compression ratios
• Cannot approach theoretical Diesel cycle efficiency

• Pulsed, transient combustion instead of stable continuous burn
• Incomplete fuel oxidation leaves unburned hydrocarbons in exhaust
• High emissions of particulates, NOx, and unburned fuel
• Combustion chamber must withstand detonation pressure spikes
• Chamber design compromised by competing requirements

• Reciprocating motion creates massive acceleration/deceleration forces each cycle
• Piston inertia limits RPM to 6,000-8,000 typically (15,000 at extreme)
• Energy wasted accelerating/decelerating pistons
• Vibration and stress damage bearings, reduce component life
• Complex valve trains add mass and friction losses
• Power must drive heavy crankshaft, connecting rods, and reciprocating mass

• Lubricant oil must enter combustion chamber (via piston rings, valve guides)
• Oil vaporization and burning creates emissions and deposits
• Carbon buildup fouls combustor and reduces efficiency
• Oil degradation requires frequent changes (3,000-5,000 miles)
• Oil consumption adds operational cost and environmental impact

• Low torque at low RPM (near-zero at engine start)
• Requires transmission to convert high-RPM low-torque to usable driving torque
• Transmission adds 10-15% efficiency loss, cost, complexity, weight
• Power losses in fluid coupling and gear mesh friction
• Multiple gears required to cover operating speed range

• Engines operate at peak efficiency only at narrow RPM band
• Most driving conditions operate at poor efficiency points
• Throttling wastes energy at partial load
• Cannot optimize combustion for varying conditions

• Complex system with hundreds of moving parts
• Frequent maintenance intervals (oil changes, spark plugs, filters)
• Higher failure rates due to complexity
• Expensive repairs when components fail
• Limited service life compared to simpler designs

5.2 Rotary Wankel Engines

• Wankel engines promised smooth rotary operation
• Never achieved commercial success despite decades of development
• Fundamental thermodynamic and mechanical flaws prevent practical use

• Apex seals (required to maintain pressure) constantly wear
• High wear rate due to eccentric rotor motion
• Seals cannot maintain pressure differential over engine life
• Compression and expansion volumes leak continuously
• Results in loss of compression and incomplete power stroke
• Engine efficiency degrades rapidly with operating hours

• Seals require continuous lubrication, but leak oil into combustion chamber
• Oil enters combustion chamber through seal gaps
• Excessive oil burning creates blue smoke and emissions
• Violates modern emissions standards
• Oil changes required every 2,000-3,000 miles
• Environmental and cost penalties severe

• Large, elongated combustion chamber creates flame front issues
• Combustion is slow and incomplete
• Unburned fuel emissions far exceed modern standards
• Cannot meet EPA or Euro emissions regulations without extensive aftertreatment
• Energy wasted on inefficient combustion process

• Apex seals experience extreme thermal cycling
• Temperature variations cause seal cracking and failure
• Material science cannot overcome fundamental geometry problem
• Seals have limited service life before replacement needed

• While theoretically capable of high RPM, practical power output disappoints
• Combustion inefficiency and seal losses eliminate theoretical advantages
• Real-world power insufficient to justify complexity
• Never competitive with reciprocating engines in practice

• Seal replacement requires engine disassembly
• Labor intensive and expensive procedure
• Frequent replacements over engine lifetime
• Total cost of ownership far exceeds reciprocating engines
• This cost burden killed Wankel development in automotive

• Despite NSU, Mazda, and other manufacturers attempting commercialization
• Wankel engines never achieved significant market penetration
• All major manufacturers abandoned Wankel development
• Fundamental design flaws proven insurmountable over 70+ years
• Only niche applications survive (military, sport aircraft)

5.3 Electric Motors and Battery Electric Vehicles (BEVs)

• Energy density of lithium batteries ~250 Wh/kg
• Gasoline energy density ~12,000 Wh/kg (48x higher)
• Battery weight for equivalent range prohibitive
• Long-distance travel requires impractical battery masses
• Cost: $100-200/kWh storage vs. $0.50/liter fuel equivalent

• 300-mile range vehicle requires 50-100 kWh battery
• Battery weighs 400-600 kg (880-1320 lbs)
• Additional weight reduces efficiency and range (vicious cycle)
• Vehicles become heavier than traditional cars
• Energy spent accelerating excess weight reduces overall efficiency

• Aircraft require specific power (kW per kg) of 1-2 kW/kg minimum
• Battery electric can only achieve 0.1-0.2 kW/kg (10x deficient)
• Example: Small aircraft needing 100 kW power requires:
• Gasoline engine: ~50 kg (500 kW/kg power density)
• Battery system: 1,000-2,000 kg (500x heavier!)
• Weight penalty completely prohibits battery electric aircraft
• Even short-range aircraft impossible with practical battery sizes
• Long-range aircraft would be 90% battery by weight
• Impossible to design aircraft structure to support battery mass
• Electric aircraft limited to very short flights (15-30 minutes)
• Urban air mobility severely constrained by battery weight
• No path to supersonic or long-distance electric flight
• This fundamentally eliminates electric from aviation market

• Requires massive infrastructure investment to charge vehicles everywhere
• Public charging stations sparse outside urban areas
• Charging times measured in hours (vs. minutes for fuel)
• Highway travel requires planning around charging stations
• Rural and developing areas impractical for BEVs

• Battery efficiency drops 40-50% in freezing temperatures
• Range degradation severe in winter conditions
• Chemical reactions slow at low temperature
• Heating battery consumes significant energy
• Real-world winter range much lower than rated

• Electricity generation from coal/natural gas not zero-emission
• Well-to-wheel emissions comparable to efficient ICE in many grids
• Requires clean electricity grid (nuclear, renewables) to be truly clean
• Peak demand charging strains electrical grid
• Lithium mining environmentally destructive and energy-intensive

• Lithium batteries degrade with cycles (80% capacity after 500-1000 cycles)
• End-of-life recycling complex and energy-intensive
• Battery disposal creates environmental concerns
• Total lifecycle emissions debated (mining, manufacturing, disposal)
• 8-10 year lifespan requires replacement (expensive)

• Batteries require precise temperature control
• Cold weather: heating reduces range significantly
• Hot weather: cooling system must work in traffic/extreme conditions
• Thermal management adds complexity and energy consumption
• Arctic/desert conditions problematic

• Instant torque useful but limited by battery power output
• Maximum power limited by battery current capacity
• Sustained high power impossible (battery overheats)
• Cannot maintain performance over driving cycle
• Repeated acceleration reduces available power (thermal throttling)

• Vehicle purchase price includes expensive battery
• $50,000+ for modest-range vehicle
• Battery replacement cost $10,000-20,000 after warranty
• Total cost of ownership high despite low fuel cost
• Subsidies required for market adoption


Real-World Limitations Emerging:
• Actual range often 20-40% lower than EPA ratings
• Cold weather range degradation severe
• Highway driving at high speeds reduces range significantly
• Charging infrastructure bottleneck preventing long-distance travel
• Consumer acceptance plateauing as real-world limitations emerge


Grid Capacity Constraints:
• Mass EV adoption would require doubling electrical generation
• Requires building new power plants and distribution infrastructure
• Timeline for infrastructure buildout measured in decades
• Impractical for global motorization in near-term


Comparison to Modular Turbine Engine:
• Modular engine uses proven fuel infrastructure
• Refueling takes minutes, comparable to gasoline/diesel
• High energy density fuel enables long range in compact vehicle
• No degradation of performance over vehicle life
• Scalable from portable equipment to industrial applications
• Can be optimized for both efficiency and range

5.4 Why This Modular Turbine Design Overcomes These Failures

• Modular separation eliminates compression/combustion/expansion interdependencies
• High compression ratios (40:1+) safely achievable without detonation
• Continuous stable combustion enables higher efficiency
• Direct low-RPM high-torque output eliminates transmission losses
• Cleaner combustion due to oil-free combustor chamber
• Simpler design with fewer failure modes

• Single rotating shaft instead of eccentric rotor eliminates seal wear issues
• No complex apex seal geometry prone to failure
• Combustion chamber optimized specifically for combustion (not geometry compromise)
• Oil sealed compressor proven reliable (long service life)
• No oil burning in combustion chamber
• Practical efficiency achievable without seal degradation

• Uses existing fuel infrastructure (gasoline, diesel, natural gas)
• Refueling in minutes vs. hours charging
• High energy density fuel enables long range in light vehicle
• No battery weight penalty reducing efficiency
• Performance does not degrade in cold weather
• No degradation over vehicle lifetime (fuel-based, not cycle-limited)
• Far lower cost than battery electric systems
• Scalable to any size from portable to industrial without battery constraint

• Combines continuous rotation efficiency of Wankel concept
• Eliminates reciprocating engine complexity and compromise
• Operates reliably unlike failed seal-based Wankel designs
• Uses proven infrastructure unlike battery-dependent electric
• Achieves efficiency of gas turbines in portable, scalable package
• No fundamental flaws preventing practical implementation

6.1 Single Drive Shaft Architecture - Extreme Simplicity

• Single drive shaft architecture means theoretically only ONE primary moving part (the shaft itself)
• All components (compressor, expander) rotate together as one integrated system
• Eliminates complex gear trains, multiple shafts, and coupling mechanisms
• Vastly simpler design than multi-shaft turbine or reciprocating engine systems
• Fewer bearings, seals, and rotating interfaces required

• Reduced maintenance intervals due to fewer moving parts
• Simpler bearing and seal systems compared to multi-shaft designs
• Fewer components subject to wear and failure
• Lower operational complexity reduces failure modes
• Easier diagnosis of problems with simplified architecture
• Potential for longer component life through reduced stress concentration

• Fewer failure points means higher reliability
• Integrated design reduces vibration and stress from misalignment
• Single shaft can be designed for optimal balance and stiffness
• Simplified control systems reduce failure potential
• Lower overall system complexity improves field reliability

• Simpler design reduces manufacturing complexity
• Fewer machining operations and assembly steps
• Reduced parts inventory and supply chain management
• Lower production costs compared to complex multi-shaft systems
• Easier to maintain and repair in field conditions

6.2 Separation of Lubricant from Combustion Chamber

• Combustion chamber contains ONLY fuel and air - no lubricant oils
• Eliminates oil combustion byproducts and emissions
• No hydrocarbon emissions from oil vaporization and combustion
• Cleaner exhaust with reduced particulate matter and unburned hydrocarbons
• Significantly reduces regulated emissions compared to reciprocating engines

• Pure fuel/air mixture allows for optimal combustion chemistry
• No oil residues or deposits forming on combustor walls
• Complete fuel oxidation without interference from oil vapors
• Combustor chamber remains clean throughout operation
• Allows for higher flame temperatures and complete burn

• Lubricant applied only to compression stage bearings and seals
• Lubricant serves dual purpose: reducing friction AND improving sealing
• Lubricant can be optimized for compression environment (not combustion)
• Oil film between compressor rotor and housing improves volumetric efficiency
• Reduces pressure losses and improves compression performance
• Oil-sealed compressors well-established technology with proven reliability

• Oil lubrication in compression stage dramatically improves seal effectiveness
• Reduces gas leakage during compression stroke
• Improves compressor efficiency and discharge pressure
• Enables higher compression ratios through better sealing
• Oil naturally wets metal surfaces and provides better dynamic seals

• Reduced oil consumption compared to reciprocating engines
• No oil burning or vaporization in combustion
• Lower environmental impact and better air quality
• Reduced health impacts from exhaust emissions
• Potential for meeting strict emissions standards easily

6.3 Non-Reciprocating Design - High RPM and Power Density

• Eliminates reciprocating motion with its inherent vibration and stress
• Continuous rotation allows much higher RPM operation safely
• No acceleration/deceleration of massive pistons each cycle
• No impact loads from combustion explosions on structures
• Smoother power delivery throughout rotation

• Reciprocating engines limited to 6,000-8,000 RPM due to piston inertia
• Racing engines push to 10,000-15,000 RPM with extreme engineering
• Rotating designs can safely operate at 20,000+ RPM
• Higher RPM enables smaller displacement for equivalent power
• Inherently smoother operation at high speed due to lack of reciprocation
• Enables compact, lightweight designs through high-speed operation

• CRITICAL ADVANTAGE:
• Positive displacement expander delivers maximum torque at startup and low speeds
• Unlike traditional turbines that require high RPM for efficiency
• Unlike reciprocating engines that produce low torque at low speeds
• This eliminates the need for complex transmission systems in many applications

• Traditional engines require transmissions to convert high-RPM low-torque to low-RPM high-torque
• Transmissions are complex, heavy, inefficient, and expensive
• Hydraulic fluid friction and mechanical losses reduce efficiency by 10-15%
• Modular engine produces high torque at low RPM naturally
• Direct coupling to load becomes possible
• Revolutionary for applications traditionally requiring transmissions:

• Modern diesel trains use diesel-electric systems for efficiency
• Diesel engine drives electrical generator, electricity drives electric motors
• This conversion exists ONLY because diesel engines can't produce usable torque at low speed
• Diesel-electric conversion suffers ~30-40% efficiency losses in conversion process
• This modular turbine produces high torque directly at low speed
• Direct mechanical coupling to wheels possible without electricity conversion
• Eliminates generator, electrical distribution, and electric motor complexity
• Recovers 30-40% efficiency lost in diesel-electric systems
• Massive fuel savings for rail transport (one of largest diesel fuel consumers)
• Potential to revolutionize rail transport efficiency and economics

• Ships typically use high-RPM diesel engines with reduction gears
• Reduction gears are massive, heavy, and cause efficiency losses
• Direct low-RPM high-torque output can drive propeller more efficiently
• Smaller, lighter gearboxes or direct coupling possible
• Improved fuel efficiency for maritime transport

• Construction equipment, mining machinery traditionally need torque converters
• Direct drive from modular turbine eliminates converter losses
• Simpler hydraulic systems or mechanical coupling possible
• Lower maintenance and longer equipment life

• While not eliminating transmission, low-RPM operation allows direct generator coupling
• Enables compact, efficient power generation systems
• Reduces gearbox losses in power generation applications

• Power per displacement increases significantly with RPM
• Example: 1-liter engine at 20,000 RPM produces equivalent power to 4-5 liter reciprocating engine at 6,000 RPM
• Result: Much lighter, more compact engines for same power output
• Power-to-weight ratio dramatically superior to reciprocating engines
• Enables weight reduction for vehicles, aircraft, and portable equipment

• Excellent power delivery across wide RPM range
• Positive displacement expander maintains efficiency from low to high RPM
• No peak efficiency at narrow RPM band like turbines
• Scalable to any desired operating speed
• Inherent balance at high speeds reduces vibration concerns

• Smaller overall displacement needed
• Fewer heavy components (no piston rods, crank shafts, complex valve trains)
• Lighter weight structure due to simpler design
• Direct power delivery without transmission losses
• Vehicles and aircraft can be significantly lighter
• Energy spent accelerating vehicle mass reduced

• Aircraft: Lighter engines enable longer range or greater payload
• Automotive: Reduced weight improves fuel efficiency and performance
• Marine: Compact engines reduce space requirements and weight
• Portable equipment: Lightweight generators and power tools possible
• Aerospace: Power-to-weight critical for space/altitude performance

6.4 Specialized Combustion Chamber - Fuel Flexibility and Performance

• Stationary combustor designed specifically for continuous combustion
• No pulsed pressure waves or transient combustion like reciprocating engines
• Flame front can stabilize and optimize for complete combustion
• Residence time of fuel/air mixture optimized for 100% oxidation
• Temperature profiles controlled and optimized
• Combustor can run at steady-state conditions indefinitely

• Fuel injection timing optimized without concern for valve operation
• Injection pressure and pattern tailored for combustion chamber geometry
• Flame front position stable and controllable
• Combustion efficiency approaches theoretical maximum
• Reduced unburned hydrocarbons and particulate emissions
• Complete oxidation of fuel molecules

• Design allows for solid fuel integration (coal particles, biomass)
• Continuous burn at controlled temperatures burns diverse fuels completely
• Liquid fuels: gasoline, diesel, kerosene, biofuels, synthetic fuels
• Gaseous fuels: natural gas, hydrogen, biogas, syngas
• Fuel switching possible with simple combustor redesign
• Enables utilization of abundant or alternative energy sources

• Combustor chamber designed for particle injection and burnout
• Continuous flame supports particle ignition and burning
• Residence time ensures complete particle combustion
• Ash handling systems can remove solids from exhaust
• Enables use of coal, biomass, waste materials as fuel
• Revolutionary potential for coal-based power generation
• Could enable small-scale or distributed solid-fuel power plants
• Historical coal infrastructure could be leveraged

• Compressed air temperature rises with compression ratio
• Stationary combustor with continuous ignition eliminates detonation risk
• Compression ratio NOT limited by autoignition threshold
• Can operate at compression ratios of 40:1, 50:1, or higher safely
• Higher compression ratios = higher thermodynamic efficiency
• Brayton cycle efficiency = 1 - 1/(PR^((gamma-1)/gamma)) where PR = pressure ratio and gamma = heat capacity ratio
• Example: 50:1 compression ratio approaches 75%+ theoretical efficiency
• Reciprocating engines limited to 15:1 due to knocking

• Continuous burn allows precise temperature management
• Temperature sensors provide feedback for fuel adjustment
• Excess air can be supplied to control combustion temperature
• Stoichiometric ratio optimized for complete combustion
• No over-temperature conditions from detonation
• Thermal stress on materials controlled and predictable

6.5 Heat Recovery and Combined Cycle Operation

• Conventional gas turbine power plants achieve 35-40% thermal efficiency
• Combined cycle (gas turbine + steam turbine) achieves 55-60% efficiency
• Waste heat from hot exhaust drives steam turbine for additional power
• Two-stage power generation extracts energy at different temperature levels
• This design enables similar combined cycle operation

• Exhaust temperatures from expander naturally high (similar to gas turbines)
• Heat exchanger recovers thermal energy from exhaust stream
• Can heat working fluids for secondary power generation
• Dramatically improves overall system efficiency
• Recovers energy otherwise lost to atmosphere

• Primary cycle: Compressed air combustion + positive displacement expansion
• Secondary cycle: Steam turbine driven by heat recovery
• Hot exhaust gases heat water to generate steam
• Steam turbine produces additional power on separate shaft
• Combined cycle efficiency approaches 60% or higher

• Recovered heat drives CO2 cycles (supercritical CO2 power cycles)
• Alternative working fluids: ammonia, organic Rankine fluids
• Supercritical CO2 cycles more compact than steam cycles
• Better efficiency at lower temperatures than steam
• Modern supercritical CO2 cycles achieve 50%+ efficiency in waste heat recovery

• Excess heat can provide space heating, hot water, or process heat
• Combined heat and power (CHP) systems
• Industrial applications benefit from waste heat for manufacturing processes
• District heating systems using recovered thermal energy
• Reduces overall fuel consumption through thermal energy reuse

• Marine propulsion: Modern containerships demand efficiency
• Super tankers: Heavy fuel oil burning benefits from waste heat recovery
• Industrial power generation: CHP applications for manufacturing
• Data center power: Utilizing waste heat for facility heating
• Desalination: Waste heat for water purification
• Chemical processing: Industrial heat requirements

• Reciprocating engines: 25-35% thermal efficiency (best case diesel)
• Simple gas turbine: 35-40% efficiency
• Reciprocating + recovery: Still limited by ICE fundamentals (40-45%)
• This modular design + waste heat: 55-65% efficiency potential
• Approaches or exceeds modern power plant efficiency standards
• Dramatically reduces fuel consumption per unit of useful work

• Higher efficiency = reduced fuel consumption
• Reduced fuel consumption = fewer emissions per unit of energy
• Lower CO2 emissions for equivalent power output
• Potential to meet strict emissions standards
• Cost savings through reduced fuel requirements

6.6 Combined Benefits - Integrated Advantages

• All benefits work synergistically when combined
• Simplicity + efficiency + flexibility creates unique engine
• Maintenance benefits reduce operational costs
• Efficiency benefits reduce fuel costs
• Fuel flexibility enables cost optimization
• Lightweight design improves performance across applications

• High power-to-weight ratio from non-reciprocating, high-RPM design
• High thermal efficiency from modular separation and heat recovery
• High torque from positive displacement expansion
• Flexibility in operating conditions and fuel types
• Superior to existing solutions across multiple performance metrics

• No other engine type combines all these benefits
• Superior efficiency and emissions vs. reciprocating engines
• Superior torque and scalability vs. traditional turbines
• Fuel flexibility enables new applications
• Maintenance/reliability advantages reduce total cost of ownership

9.1 Rotary Compressor Module

• Centrifugal, axial, or rotary positive displacement designs applicable
• Single or multi-stage configuration possible
• Inlet air receives filtered atmospheric air
• Outlet pressure matched to combustor inlet requirements

Multi-Stage Compressor Configuration

• Three-stage centrifugal design: capable of achieving 15-25:1 compression ratio
• Stage loading: each stage provides ~2.5-3:1 pressure ratio for balanced loading
• Heat recovery potential: interstage compression generates significant heat; opportunity for heat recapture in system thermal management

Alternative Compression Approaches

• Design is not limited to rotary compression systems
• Piston-based compression (reciprocating compressors as used in air conditioning/refrigeration) can be integrated if performance characteristics are superior
• Hybrid compression approaches combining rotary and piston stages viable
• Selection driven by optimization for specific application requirements (efficiency, weight, cost, pressure ratio)
• Key requirement: compression module provides pressurized air to combustor at required conditions
• Modular architecture allows implementation flexibility based on engineering analysis and performance testing

9.2 Combustor Module

• Positioned between compressor outlet and expander inlet
• Receives pressurized air from compressor at controlled flow rate
• Fuel injection system optimized for mixing and atomization
• Ignition system (spark, glow plug, or continuous combustor)
• Continuous burn operation providing steady flow to expander
• Chamber geometry optimized for flame stabilization and residence time
• Pressure and temperature steady-state rather than pulsed
• Outlet manifold directs hot products to expander inlet port
• Thermally isolated from rotating components

9.3 Expander Module

• Mounted on discharge end of shared drive shaft
• Receives hot combustion products from stationary combustor at high pressure
• Operates on positive displacement principles (volumetric expansion)
• Traps pressurized gas in sealed cavity/chamber and gradually expands it
• Generates constant expanding force throughout rotation cycle
• Maintains high pressure differential across expander rotor
• Multi-stage configuration possible for different pressure ratios or speeds
• High torque generation even at low RPM operation
• Exhaust back-pressure near atmospheric (discharge port to atmosphere)
• Direct mechanical coupling to compressor via shared shaft
• Possible designs: rotary piston, Wankel-type, vane-type, or other positive displacement expanders

9.4 Auxiliary Components

• Fuel metering system matched to compressor output
• Ignition timing/control system
• Bearing and sealing systems for rotary shafts
• Gearbox (if speed matching required between modules)
• Exhaust system with acoustic treatment if needed