Rotary heat engine

Abstract

A rotary heat engine (100) includes a rotor (200) centered about and rotatable about a rotational axis (202), and a stator (300) surrounding the rotor (200), the stator (300) defining the rotor (200). The rotor (200) is rotatable relative to the stator (300). The stator (300) defines a radially inner surface (304) that faces the radially outer surface (204) of the rotor (200). The rotor radially outer surface (204) defines at least one rotor combustion chamber (210) having a leading edge (212) and a trailing edge (214). The stator radially inner surface (304) defines at least one stator combustion chamber (310) having a leading edge (312) and a trailing edge (314). The number of rotor combustion chambers (210) is not equal to the number of stator combustion chambers (310).

Description

Technical Field

[0001] This disclosure relates to a heat engine. Background Technology

[0002] As is well known to those skilled in the art, a heat engine is a system that converts thermal energy into usable energy (particularly mechanical energy), which can then be used to perform mechanical work. Heat engines as applications of internal combustion engines are well-known and have been developed for many years with the aim of improving their efficiency at specific power outputs. However, due to the urgent need for environmental protection, further improvements to internal combustion engine design are necessary to reduce greenhouse gas emissions.

[0003] Therefore, a heat engine that is highly efficient and / or configurable and uses environmentally friendly fuels, while having an output power comparable to or even higher than that of related technology examples, is currently in great need. Summary of the Invention

[0004] According to this disclosure, an apparatus as set forth in the appended claims is provided. Other features of the invention will be apparent from the dependent claims and the following description.

[0005] A rotary heat engine (100) is provided. The rotary heat engine (100) may include a rotor (200) and a stator (300), the rotor (200) being rotatable about and centered on an axis of rotation (202), and the stator (300) restraining the rotor (200). The rotor (200) is rotatable relative to the stator (300). The stator (300) may define a radially inner surface (304) facing a radially outer surface (204) of the rotor (200). The radially outer surface (204) of the rotor may define at least one rotor combustion chamber (210) having a leading edge (212) and a trailing edge (214). The radially inner surface (304) of the stator may define a stator combustion chamber (310) having a leading edge (312) and a trailing edge (314). The number of rotor combustion chambers 210 may not be equal to the number of stator combustion chambers 310.

[0006] The rotor combustion chamber (210) may be aligned with the stator combustion chamber (310) on a common circumferential path centered on the rotation axis (202), such that the rotor combustion chamber (210) remains in fluid communication with the stator combustion chamber (310) during the rotation of the rotor (200) around the rotation axis (202).

[0007] An even number of rotor combustion chambers (210) and an odd number of stator combustion chambers (310) can be set.

[0008] An odd number of rotor combustion chambers (210) and an even number of stator combustion chambers (310) can be set.

[0009] An even number of rotor combustion chambers (210) and an even number of stator combustion chambers (310) can be set.

[0010] An odd number of rotor combustion chambers (210) and an odd number of stator combustion chambers (310) can be provided.

[0011] The number of rotor combustion chambers (210) can be set to N, and the number of stator combustion chambers (310) provided can be set to N+1.

[0012] The number of stator combustion chambers (310) can be set to N, and the number of rotor combustion chambers (210) can be set to N+1.

[0013] Each or every rotor combustion chamber (210) may be provided with a portion (but not all) of the radial outer surface (204) of the rotor extending as a groove (206). Each or every stator combustion chamber (310) may be provided with a portion (but not all) of the radial inner surface (304) of the stator extending as a groove (306).

[0014] Each or every rotor combustion chamber (210) may extend radially inward into the rotor (200) at the leading edge (212) to form a rotor step (216) having a leading edge depth (RDle). The depth of each or every rotor combustion chamber (210) decreases toward the trailing edge (214).

[0015] Each or every rotor combustion chamber (210) may be defined by a rotor surface base wall (218) facing the stator (300) and extending from the leading edge (212) to the trailing edge (214) of the rotor combustion chamber (210) to define a rotor combustion chamber (210) convex surface (220) extending at least a portion from the leading edge (212) to the trailing edge (214) of the rotor combustion chamber.

[0016] Each or every stator combustion chamber (310) may extend radially outward at the leading edge (312) into the stator (300) to define a stator step (316) having a leading edge depth (SDle), the depth of which decreases toward the trailing edge (314).

[0017] Each stator combustion chamber (310) may be defined by a stator surface base wall (318) facing the rotor (200) and extending from the leading edge (312) of the stator combustion chamber to the trailing edge (314) of the stator combustion chamber, such that the stator surface base wall (318) defines a concave surface (319) extending at least a portion from the leading edge (312) of the stator combustion chamber to the trailing edge (314).

[0018] The stator combustion chamber concave surface (319) may include a first section (311) and a second section (313), the first section (311) extending from the leading edge (312) of the stator combustion chamber at the inner surface of the stator (300) to define the stator step (316), and the second section (313) extending at an angle to the first section (311) and extending from the first section (311) toward the trailing edge (314).

[0019] The said or each rotor combustion chamber (210) may extend around the outer circumference of the rotor (200) by at least 25 degrees but not more than 70 degrees.

[0020] Each stator combustion chamber 310 may extend around the inner circumference of the stator (300) by at least 15 degrees but not more than 35 degrees.

[0021] Rotor combustion chamber walls (260) may extend from the leading edge (212) to the trailing edge (214) of the rotor combustion chamber on both sides of the said or each rotor combustion chamber (210), thereby defining the lateral extent of the said or each rotor combustion chamber (210).

[0022] The stator combustion chamber wall (360) may extend from the leading edge (312) of the stator combustion chamber (310) to the trailing edge (314) of the stator combustion chamber on both sides of the stator combustion chamber (310), thereby defining the lateral extent of the stator combustion chamber (310).

[0023] The first labyrinth seal (262) may be disposed at the side edge of the rotor (200), extending around the circumference of the rotor (200), and covering the radial steps (222) of the combustion chamber wall (260) of the rotor (200).

[0024] A material layer (264) with a low coefficient of thermal expansion may be disposed at the side edge of the rotor (200), extending around the circumference of the rotor (200), and covering the radial steps (222) of the combustion chamber wall (260) of the rotor (200).

[0025] Each stator combustion chamber (310) may be in fluid communication with a fuel source (400).

[0026] The fuel igniter (402) is located in the stator combustion chamber (310).

[0027] On the circumference surrounding the radial inner surface (304) of the stator, at a position spaced apart from the stator combustion chamber (310), a corresponding exhaust port (320) may be provided, the exhaust port (320) opening onto the radial inner surface (304) of the stator.

[0028] Each or every rotor combustion chamber (210) may extend circumferentially around the radial outer surface (204) of the rotor, such that it spans the distance between the corresponding stator combustion chamber (310) and the exhaust port (320). During a certain stage of the rotor (200) rotating around the rotation axis (202), when each or every rotor combustion chamber (210) is in fluid communication with the corresponding exhaust port (320), the corresponding stator combustion chamber (310) and the rotor combustion chamber (210) are in fluid communication.

[0029] The rotor (200) includes a first air inlet (230) for communication with an air source (600), the first air inlet (230) being located adjacent to, but circumferentially spaced from, the trailing edge (214) of the rotor or each rotor combustion chamber, and opening onto the radial outer surface (204) of the rotor.

[0030] During the rotation of the rotor (200) around the rotation axis (202), the first air inlet (230) is in fluid communication with the exhaust port (320) and the corresponding stator combustion chamber (310) for a period of time during which the end of the first air inlet (230) overlaps with the corresponding stator combustion chamber (310) and exhaust port (320).

[0031] The rotor (200) may include a second air inlet (232) for communication with an air source (600), the second air inlet (232) being located adjacent to but circumferentially spaced from the first air inlet (230), such that the second air inlet (232) is circumferentially spaced from the trailing edge (214) of the corresponding rotor combustion chamber via the corresponding first air inlet (230).

[0032] During the rotation of the rotor (200) around the rotation axis (202), the second air inlet (232) may be provided during the period when the adjacent rotor combustion chamber (210) is in a fluid isolation state from the corresponding stator combustion chamber (310), and the second air inlet (232) maintains fluid communication with the stator combustion chamber (310).

[0033] The positions of the first air inlet (230) and the second air inlet (232) can be configured such that during the rotation of the rotor (200) around the rotation axis (202), during a first sub-period when the rotor combustion chamber (210) is in a fluid isolation state from the stator combustion chamber (310), the first air inlet (230) and the second air inlet (232) are both in fluid communication with the corresponding stator combustion chamber (310).

[0034] The positions of the first air inlet (230) and the second air inlet (232) can be configured such that during the rotation of the rotor (200) around the rotation axis (202), during a second sub-period when the rotor (200) is in a state of fluid isolation from the stator combustion chamber (310), the first air inlet (230) remains fluidly isolated from the corresponding stator combustion chamber (310), and the second air inlet (232) remains fluidly connected to the corresponding stator combustion chamber (310).

[0035] The stator (300) may include a third air inlet (330) for communication with an air source (600), the third air inlet (330) being circumferentially spaced from a corresponding exhaust outlet (320).

[0036] The rotary heat engine (100) may further include a housing (700) in which a rotor (200) and a stator (300) are located between a first housing sidewall (702) and a second housing sidewall (704), such that the first housing sidewall (702) is spaced apart from the second housing sidewall (704) by the rotor (200) and the stator (300) along the direction of the rotation axis (202). Both the first housing sidewall (702) and the second housing sidewall (704) are in a sealed engagement with the stator (300). A first gap may be provided between the first housing sidewall (702) and a first side (215) of the rotor (200). A second gap may be provided between the second housing sidewall (704) and a second side (217) of the rotor (200), such that the rotor (200) is rotatable relative to the first housing sidewall (702) and the second housing sidewall (704).

[0037] A sidewall air inlet (708) may be provided on the first housing sidewall (702) and / or the second housing sidewall (704). The outer side of the sidewall air inlet (708) may be used for fluid communication with an air source (600). When the rotor (200) rotates about the rotation axis (202), the inner side of the sidewall air inlet (708) may maintain fluid communication with the first air inlet (230) and the second air inlet (232) as they pass through the corresponding sidewall air inlet (708).

[0038] The first air inlet (230) and / or the second air inlet (232) can be configured as an outlet groove (270) that extends laterally through the outer surface (204) of the rotor, wherein the outlet groove (270) extends radially into the rotor (200).

[0039] A supply groove (272) may be provided on at least one side of the rotor (200) and in fluid communication with a sidewall air inlet (708), the supply groove (272) extending around each (but not all) side of the rotor (200).

[0040] The outlet tank (270) can maintain fluid communication with the supply tank (272) via a channel (274) in the rotor (200).

[0041] A second labyrinth seal (263) may be disposed on each side of the rotor (200). Each second labyrinth seal (263) may extend around the diameter of the rotor (200). Each second labyrinth seal (263) may be disposed between the side of the rotor (200) and the corresponding housing sidewall (702, 704). The diameter of the second labyrinth seal (263) may be smaller than that of the first labyrinth seal (262). A supply groove (272) may be disposed between the first labyrinth seal (262) and the second labyrinth seal (263).

[0042] A method of operating a rotary heat engine (100) is provided. The rotary heat engine (100) may include a rotor (200) and a stator (300), the rotor (200) being rotatable about and centered on a rotation axis (202), and the stator (300) surrounding the rotor (200). The rotor (200) is rotatable relative to the stator (300). The stator (300) may define a radially inner surface (304) facing a radially outer surface (204) of the rotor (200). The radially outer surface (204) of the rotor may define at least one rotor combustion chamber (210). The radially inner surface (304) of the stator may define at least one stator combustion chamber (310). The number of rotor combustion chambers (210) may not be equal to the number of stator combustion chambers (310). The method may include the following steps: when the rotor combustion chamber (210) and the stator combustion chamber (310) are in fluid communication, controlling a combustion event to occur in the rotor combustion chamber (210) and the stator combustion chamber (310), and controlling a combustion event to occur sequentially in the pairing of the rotor combustion chamber (210) and the stator combustion chamber (310).

[0043] Therefore, a heat engine is provided that is efficient, configurable for use with environmentally friendly fuels, and has a power output comparable to or greater than that of related technology examples. Attached Figure Description

[0044] Examples of this disclosure will now be described with reference to the accompanying drawings, in which:

[0045] Figure 1 A perspective view of the assembled rotary heat engine of this disclosure is shown; Figure 2 It shows Figure 1 An exploded view of the component shown; Figure 3 It shows Figure 1 , Figure 2 An end view of the assembled rotary heat engine shown. Figure 4 It shows along Figure 3 The diagram shows the thermal cross-section of line AA. Figure 5 A perspective view of the stator of a rotary heat engine is shown; Figure 6 A first side perspective view of a rotary heat engine rotor in a first example is shown; Figure 7 A second side perspective view of a rotary heat engine rotor in a second example is shown; Figure 8 A portion of the casing of a rotating heat engine is shown; Figures 9-20 The operating phases of the rotary heat engine of this disclosure are shown; Figure 21 A perspective view showing another example of a rotating heat engine stator; Figure 22 , Figure 23 It shows that includes Figure 21 The operating stage of the rotating heat engine shown in the diagram; Figure 24 A perspective view of an alternative example of a rotating heat engine rotor is shown. Detailed Implementation

[0046] This disclosure relates to a heat engine 100. More specifically, this disclosure relates to a rotary heat engine 100. The heat engine 100 of this disclosure can be configured as an internal combustion engine. The heat engine 100 of this disclosure can be configured to be powered by a combustible fuel (i.e., gas or liquid), including but not limited to hydrogen or hydrocarbon-based fuels (e.g., gasoline, diesel, liquefied petroleum gas (LPG), methane, biofuels), synthetic fuels (e.g., "electronic fuels"), city gas, and / or mixtures of the above fluid fuels, such as a mixture of hydrogen and hydroxyl fuels.

[0047] The disclosed heat engine 100 can be incorporated into a vehicle to drive and power the vehicle. For example, as Figure 2As shown, the heat engine 100 may include an output shaft 802 (e.g., a power output shaft) configured to be connected to the vehicle's powertrain. Alternatively, the output shaft 802 of the heat engine 100 may be operable to power a generator, which in turn powers the vehicle's electric drive motor. The heat engine 100 of this disclosure may also be part of a power generation device to drive a generator. The heat engine 100 of this disclosure can be used in any application using a conventional internal combustion engine, such as in land applications (e.g., vehicles or static structures), ships, and aircraft.

[0048] Figures 1 to 8 and Figure 21 A structural example of the heat engine 100 of this disclosure is shown. Figures 9 to 20 and Figure 22 , Figure 23 The operating phase of an example rotary heat engine 100 is shown. Certain features of the engine are omitted from the accompanying drawings. For example, in... Figures 9 to 20 and Figure 22 , Figure 23 The igniter 402, fuel injector 404, and piping system associated with exhaust port 320 and third air intake port 330 are omitted from the figure. Although these details are not shown in the figure, it should be assumed that they (or alternatives to some appropriate functions) are implicitly present.

[0049] Figure 1 A perspective view of a rotary heat engine 100 is shown. Figure 2 It shows Figure 1 A partial exploded view of the components shown. Figure 3 An end (edge) view of the assembled rotary heat engine 100 is shown.

[0050] like Figure 1 As shown, the rotary heat engine 100 includes a housing 700. The housing 700 includes a first housing sidewall 702 and a second housing sidewall 704, as... Figure 8 As shown, the first housing sidewall 702 and the second housing sidewall 704 are spaced apart, and the stator 300 is located between the first housing sidewall 702 and the second housing sidewall 704. The stator 300 is interconnected with and fixed to the first housing sidewall 702 and the second housing sidewall 704.

[0051] like Figure 2 As shown, the heat engine 100 also includes a rotor 200, which is rotatable about and centered on a rotation axis 202. The rotor 200 can be configured as a flywheel. Figure 2 As shown, the stator 300 binds (i.e., surrounds, encircles) the rotor 200. That is, the stator 300 is radially outside the rotor 200. In other words, the stator 300 and the rotor 200 can be arranged concentrically about the rotation axis 202, with the rotor 200 radially inside the stator 300.

[0052] Rotor 200 is rotatable relative to stator 300 about rotation axis 202. Rotor 200 may be carried on support shaft 800. Rotor 200 may be connected to support shaft 800, and support shaft 800 and rotor 200 may rotate together about rotation axis 202. Power take-off device 802 may extend from and / or be connected to support shaft 800. For example, power take-off device 802 may extend from and / or be connected to either end of support shaft 800, or be indirectly connected to support shaft 800 via gear mechanism.

[0053] The rotor 200 and the support shaft 800 can be centered on the rotating shaft 202.

[0054] The first housing sidewall 702 can be spaced apart from the second housing sidewall 704 by the rotor 200 and stator 300 along the rotation axis 202. That is, the rotor 200 and stator 300 can be located between the first housing sidewall 702 and the second housing sidewall 704. In other words, the first housing sidewall 702 can be axially spaced apart from the second housing sidewall 704 by the rotor 200 and stator 300 along the rotation axis 202.

[0055] Both the first housing sidewall 702 and the second housing sidewall 704 can be sealed and joined with the stator 300.

[0056] The rotor 200 is rotatable relative to the first housing sidewall 702 and the second housing sidewall 704. The first gap is between the first housing sidewall 702 and the first side 215 of the rotor 200, and the second gap is between the second housing sidewall 704 and the second side 217 of the rotor 200, so that the rotor 200 is rotatable relative to the first housing sidewall 702 and the second housing sidewall 704.

[0057] The first housing sidewall 702 and the second housing sidewall 704 are connected to the stator 300 in the manner described above, and physically constrain the radial expansion of the stator 300. For example (e.g.) Figure 2 As shown, the recess 710 can be provided in the first housing sidewall 702 and the second housing sidewall 704, and a portion of the stator 300 (e.g., the radial outer edge 350) is located within the recess 710. Alternatively, the first housing sidewall 702 and the second housing sidewall 704 can be laterally connected to the stator 300 by clamping bolts, studs, etc. The first housing sidewall 702 and the second housing sidewall 704 can be connected to the stator 300 by any conventional means. Alignment between the stator 300 and the housing sidewalls 702 and 704 can be achieved using pins, studs, etc.

[0058] A sidewall air inlet 708 may be provided on the first housing sidewall 702 and / or the second housing sidewall 704. The outer side (i.e., the inlet) of the sidewall air inlet 708 is in fluid communication with an air source 600. The air source 600 may be a local environment (e.g., at atmospheric pressure) or a pressurized air source. A compressor may be used as the supply source of pressurized air, which may be provided by the compressor. The compressor may be connected to or spaced apart from the housing 700 and connected via pipes / ducts, etc. The compressor may be any conventional type of compressor (e.g., an axial or centrifugal compressor).

[0059] The heat engine 100 may also include an air cooler that reduces the temperature of the air before it is delivered to the side wall inlet 708. The heat engine 100 may also include an air cooler that reduces the temperature of the air before it is delivered to the third inlet 330. Cooling the air can improve the volumetric efficiency of the heat engine 100.

[0060] Figure 4 The heat engine 100 is shown along Figure 3 The cross-sectional view shown is taken by line AA. Figure 5 A perspective view of the stator 300 is shown. (As shown in...) Figure 4 , Figure 5 As can be seen, the stator 300 defines the radial inner surface 304.

[0061] Figure 6 A perspective view of the first side of the first example rotor 200 is shown. Figure 7 A partial perspective view of the second side of the second example rotor 200 is shown. (See figure) Figure 2 , 6 As can be seen in 7, the rotor 200 includes a radial outer surface 204.

[0062] like Figure 4 As shown, when the rotor 200 and stator 300 are assembled, the radial inner surface 304 of the stator 300 faces the radial outer surface 204 of the rotor 200.

[0063] like Figure 4 , Figure 6 , Figure 7 As shown, rotor 200 may include a support structure 207 extending from hub 211 to a radially outer edge 213. The radially outer edge 213 defines a radially outer surface 204 of rotor 200. Hub 211 may be connected to support shaft 800. Hub 211 may be connected to support shaft 800 such that they are fixed relative to each other and can rotate together. In other examples, hub 211 may be supported on support shaft 800 by bearings, allowing rotor 200 to rotate relative to support shaft 800.

[0064] The support structure 207 can be configured as a solid disc or a disc with cutouts (to reduce weight).

[0065] In the accompanying drawings (see, for example) Figure 6 The support structure 207 may include spokes 208 extending from the hub 211 to the radial outer edge 213. The spokes 208 may be spaced apart from each other, thereby defining a space 209 therebetween.

[0066] The radial outer surface 204 of the rotor 200 defines (i.e., is provided with) at least one rotor combustion chamber 210 having a leading edge 212 and a trailing edge 214. The leading edge 212 and the trailing edge 214 of the rotor combustion chamber are so named because when the rotor 200 rotates, the leading edge 212 is ahead of the trailing edge 214.

[0067] The inner radial surface 304 of the stator defines (i.e., is provided with) at least one stator combustion chamber 310, which has a leading edge 312 and a trailing edge 314. The leading edge 312 and trailing edge 314 of the stator combustion chamber are so named because when the rotor 200 rotates, the leading edge 212 of the one or each rotor combustion chamber 210 passes through the leading edge 312 of the one or each stator combustion chamber 310 before passing through the trailing edge 314 of the one or each stator combustion chamber 310.

[0068] like Figures 9 to 20 , Figure 22 , Figure 23 As shown, the system comprises three rotor combustion chambers 210 (first rotor combustion chamber RC1, second rotor combustion chamber RC2, and third rotor combustion chamber RC3) and two stator combustion chambers 310 (first stator combustion chamber SC1 and second stator combustion chamber SC2). In the example shown, the two stator combustion chambers 310 are positioned opposite each other (180 degrees apart around the circumference of the stator 300). In other examples not shown, two rotor combustion chambers 210 and three stator combustion chambers 310 may be provided.

[0069] In other examples not shown, one rotor combustion chamber 210 and two stator combustion chambers 310 may be provided.

[0070] The number of rotor combustion chambers 210 may not be equal to the number of stator combustion chambers 310. That is, the number of rotor combustion chambers 210 is greater than the number of stator combustion chambers 310, or the number of stator combustion chambers 310 is greater than the number of rotor combustion chambers 210.

[0071] In the example where the number of rotor combustion chambers 210 is N, the number of stator combustion chambers 310 can be set to N+1. Similarly, in the example where the number of stator combustion chambers 310 is N, the number of rotor combustion chambers 210 can be set to N+1.

[0072] In some examples, an even number of rotor combustion chambers 210 and an odd number of stator combustion chambers 310 can be provided. Alternatively, an odd number of rotor combustion chambers 210 and an even number of stator combustion chambers 310 can be provided.

[0073] In some examples, an even number of rotor combustion chambers 210 and an even number of stator combustion chambers 310 can be provided.

[0074] In some examples, an odd number of rotor combustion chambers 210 and an odd number of stator combustion chambers 310 may be provided.

[0075] Rotor combustion chambers 210 may be evenly distributed (e.g., at equal intervals) around the circumference of rotor 200. Stator combustion chambers 310 may be evenly distributed (e.g., at equal intervals) around the circumference of stator 300.

[0076] As will be described later, the arrangement of the rotor combustion chamber 210 and the stator combustion chamber 310 allows for sequential combustion events as the rotor 200 rotates relative to the stator 300 about the rotation axis 202.

[0077] The rotor combustion chamber 210 and the stator combustion chamber 310 are aligned on a common circumferential path centered on the rotation axis 202, such that the rotor combustion chamber 210 is in fluid communication with the stator combustion chamber 310 during rotation of the rotor 200 around the rotation axis 202. In other words, the rotor combustion chamber 210 and the stator combustion chamber 310 are aligned on a common circumferential path centered on the rotation axis 202, such that the rotor combustion chamber 210 overlaps with the stator combustion chamber 310 as the rotor 200 rotates around the rotation axis 202.

[0078] Each rotor combustion chamber 210 is configured as a recess 206 (e.g., a cavity) extending partially, but not entirely, along the radial outer surface 204 of the rotor.

[0079] Each stator combustion chamber 310 is configured as a recess 306 (e.g., a cavity) that extends a portion but not all of the radial inner surface 304 of the stator.

[0080] Each rotor groove (206) is open on the side facing the stator 300. The stator groove 306 is open on the side facing the rotor 200.

[0081] Each or every rotor combustion chamber 210 extends radially inward into the rotor 200 at its leading edge 212 to define a rotor step 216 having a leading edge depth RDle, the depth of which decreases toward its trailing edge 214. That is, the depth RDle of each or every rotor combustion chamber 210 at its leading edge 212 is greater than the depth RDte of each or every rotor combustion chamber 210 at its trailing edge 214.

[0082] Each or every rotor combustion chamber 210 may be defined by a rotor surface base wall 218 facing the stator 300 and extending from the leading edge 212 to the trailing edge 214 of the rotor combustion chamber 210 to define a rotor combustion chamber convex surface 220 that extends at least partially from the leading edge 212 to the trailing edge 214 of the rotor combustion chamber 210.

[0083] The rotor combustion chamber 210 may be defined by a rotor surface base wall 218 facing the stator 300 and extending from the radial innermost point of the rotor step 216 to the trailing edge 214 to define a rotor combustion chamber convex surface 220, which extends at least partially from the radial innermost point of the rotor step 216 to the trailing edge 214.

[0084] Each stator combustion chamber 310 may extend radially outward at its leading edge 312 into the stator 300 to define a stator step 316 having a leading edge depth SDle, the depth of which decreases toward the trailing edge 314. The depth SDle of each combustion chamber at the leading edge 312 is greater than the depth SDte of each stator combustion chamber 310 at the trailing edge 314.

[0085] Each stator combustion chamber 310 may be defined by a stator surface base wall 318 facing the rotor 200 and extending from the leading edge 312 of the stator combustion chamber to the trailing edge 314 of the stator combustion chamber, such that the stator surface base wall 318 defines a concave surface 319 extending at least partially from the leading edge 312 of the stator combustion chamber to the trailing edge 314 of the stator combustion chamber.

[0086] Each stator combustion chamber 310 may be defined by a stator surface base wall 318 facing the rotor 200 and extending radially from the outermost point of the stator step 316 at the leading edge 312 of the stator combustion chamber to the trailing edge 314 of the stator combustion chamber, such that the stator surface base wall 318 defines a concave surface 319 extending from the leading edge 312 of the stator combustion chamber to the trailing edge 314 of the stator combustion chamber.

[0087] exist Figure 4In the example, the stator combustion chamber concave surface 319 includes a first segment 311 and a second segment 313. The first segment 311 extends from the leading edge 312 of the stator combustion chamber at the inner surface of the stator 300 to define a stator step 316. The second segment 313 extends at an angle (e.g., perpendicular or other angle) to the inner surface of the stator 300 and extends from the first segment 311 toward the trailing edge 314. As a non-limiting example, as shown, the stator combustion chamber concave surface 319 may be defined as wedge-shaped.

[0088] Each or every rotor combustion chamber 210 may extend around the outer periphery of the rotor 200 by at least 25 degrees but not more than 70 degrees. Each or every rotor combustion chamber 210 may extend around the outer periphery of the rotor 200 (i.e., between the leading edge 212 and the trailing edge 214 of the rotor combustion chamber) by at least 25 degrees but not more than 70 degrees.

[0089] Each stator combustion chamber 310 may extend at least 15 degrees but not more than 35 degrees around the inner circumference of the stator 300. Each stator combustion chamber 310 may extend at least 15 degrees but not more than 35 degrees around the inner circumference of the stator 300 (i.e., between the leading edge 312 and the trailing edge 314 of the stator combustion chamber).

[0090] like Figure 2 , Figure 6 , Figure 8 As shown, the rotor combustion chamber wall 260 may extend from the leading edge 212 to the trailing edge 214 on both sides of the rotor combustion chamber 210, thereby defining the lateral extent of the rotor combustion chamber 210 or each rotor combustion chamber 210.

[0091] The first labyrinth seal 262 may be disposed at the lateral edge of the rotor 200, extending circumferentially around the rotor 200 and extending on the radial step 222 (e.g., tip) of the rotor combustion chamber wall 260.

[0092] The outer circumference of the rotor 200 may be defined by a first layer 266 of a material 264 having a low coefficient of thermal expansion. That is, as... Figure 24 As shown, the material defining / providing the radial outer surface 204 of the rotor 200 can be set as a first layer 266 of material 264, which has a lower coefficient of thermal expansion than the material of the rotor 200 on the radially inner side of the first layer 266 of material 264.

[0093] Therefore, the radial outer edge 213 of the rotor 200 may at least partially comprise a material 264 having a low coefficient of thermal expansion. The radial outer edge 213 may comprise a first layer 266 of material 264 having a first coefficient of thermal expansion and a second layer 268 of a second material having a second coefficient of thermal expansion (which may be the same or different material from the support structure 207), the first coefficient of thermal expansion being substantially / significantly smaller than the second coefficient of thermal expansion. The first layer 266 of material 264 may be disposed radially outside the second layer 268 of the second material.

[0094] A layer of material 264 with a low coefficient of thermal expansion may be disposed at the lateral (outer periphery) edge of the rotor 200, the layer of material 264 extending circumferentially around the rotor 200 and extending on the radial steps 222 (e.g., tips) of the rotor or each rotor combustion chamber wall 260.

[0095] Layer 266 of material 264 can be configured as annular. Layer 266 of material 264 can be configured as annular at each lateral (peripheral) edge of rotor 200. For example... Figure 24 As shown, the first layer 266 of material 264 can be configured as an annulus extending across the entire width W of rotor 200. Material 264, having a low coefficient of thermal expansion, can be nickel steel, for example, comprising 1% to 10% cobalt and / or 30% to 40% nickel alloy.

[0096] The second material can be a metal (such as steel).

[0097] In other examples, the rim 213, rim layers 266, 268 and / or support structure 207 may be formed of other materials with suitable properties, such as metals, metal alloys and / or ceramics, as non-limiting examples.

[0098] like Figure 5 As shown, the stator combustion chamber wall 360 can extend from the front edge 312 to the rear edge 314 of the stator combustion chamber on both sides of the stator combustion chamber 310, thereby defining the lateral range of the stator combustion chamber 310.

[0099] Each stator combustion chamber 310 is in fluid communication with the fuel source 400 via a fuel injector 404. That is, the portion of the stator 300 that defines the stator combustion chamber 310 can be configured to mount the fuel injector 404, or a channel in fluid communication with the fuel injector 404, thereby enabling fuel to be delivered to the stator combustion chamber 310.

[0100] As shown in the example, two fuel injectors 404 are provided, one for each stator burner 310. The two fuel injectors 404 are arranged with their diameters opposite each other (180 degrees circumferentially spaced around the stator 300). It will be understood that in other examples, with three or more fuel injectors 404, the spacing between the fuel injectors 404 will be adjusted accordingly (e.g., to...). (Equal interval distribution).

[0101] The fuel source 400 can be configured as a tank, storage container, etc. The fuel source 400 can be pressurized. For example, a pump can be used to deliver fuel to the fuel injector 404.

[0102] Fuel source 400 may include combustible fuels, such as fluid (gas or liquid) fuels, including but not limited to hydrogen and hydrocarbon-based fuels (e.g., gasoline, diesel, liquefied petroleum gas (LPG), methane, biofuels), synthetic fuels (e.g., “electronic fuels”), city gas and / or mixtures of the above fluid fuels, such as hydrogen and hydrocarbon-based fuels.

[0103] A fuel igniter 402 may be located in the stator combustion chamber 310. The igniter 402 may be configured to generate a heat source sufficient to ignite the fuel source (400) under the temperature and pressure conditions defined by the rotary heat engine 100. The fuel igniter 402 may be any conventional fuel ignition device, such as a spark plug. The fuel igniter 402 may be configured as a laser.

[0104] As shown in the example, two fuel igniters 402 are provided, one for each stator burner 310. The two fuel igniters 402 are arranged with their diameters opposite each other (180 degrees circumferentially spaced around the stator 300). It will be understood that in other examples, with three or more fuel igniters 402, the spacing between the fuel igniters 402 will be adjusted accordingly (e.g., to...). (Equal interval distribution).

[0105] like Figure 11As shown in the second rotor combustion chamber RC2 and the first stator combustion chamber SC1, the stator radial inner surface 304 and the rotor radial outer surface 204 are configured such that when the rotor combustion chamber 210 and the stator combustion chamber 310 are circumferentially offset, the rotor combustion chamber 210 and the stator combustion chamber 310 remain fluidly isolated from each other (configured to prevent or inhibit gas flow between them to provide a partial seal). For example, a gap can be provided between the stator radial inner surface 304 and the rotor radial outer surface 204 such that the stage achieves fluid isolation (at least a partial seal) between the rotor combustion chamber 210 and the corresponding stator combustion chamber 310. A gap can also be provided between the stator radial inner surface 304 and the rotor radial outer surface 204 such that a tortuous path (e.g., a path that can constrain / restrict fluid flow) is created between the rotor combustion chamber 210 and the corresponding stator combustion chamber 310 in the stage, thereby achieving fluid isolation (e.g., at least a partial seal).

[0106] A corresponding exhaust port 320, spaced apart from each stator combustion chamber 310, may be provided on the circumference of the radial inner surface 304 of the stator. The exhaust port 320 may open onto the radial inner surface 304 of the stator.

[0107] In other words, an exhaust port 320 can be provided on the radial inner surface 304 of the stator at a position circumferentially spaced from the stator combustion chamber 310. The distance between the exhaust port and the stator combustion chamber 310 is set such that when the rotor 200 rotates around the rotating shaft 202, the combustion process is completed or at least substantially completed before fluid communication is established between the rotor combustion chamber 210 and the exhaust port 320.

[0108] Each rotor combustion chamber 210 extends circumferentially around the radial outer surface 204 of the rotor, such that they span the distance between adjacent (corresponding) stator combustion chambers 310 and exhaust ports 320, as shown below. Figure 10 The second rotor combustion chamber RC2 and the first stator combustion chamber SC1 are shown in the figure.

[0109] In other words, each or every rotor combustion chamber 210 may extend circumferentially around the radial outer surface 204 of the rotor, such that during the rotation of the rotor 200 around the axis of rotation 202, the rotor combustion chamber 210 will simultaneously maintain fluid communication with an exhaust port 320 and its corresponding stator combustion chamber 310. Therefore, after a combustion event, when each or every rotor combustion chamber 210 and stator combustion chamber 310 is in fluid communication (due to the expansion of gases caused by combustion doing work on the rotor 200, resulting in an increase in pressure), the rotor combustion chamber 210 and the corresponding stator combustion chamber 310 remain fluidly isolated from their respective exhaust ports 320. Subsequently, rotation of the rotor 200 aligns the rotor combustion chamber 210 with the next exhaust port 320 along the inner circumference of the stator 300, through which exhaust gases can be discharged from both the rotor combustion chamber 210 and the stator combustion chamber 310.

[0110] like Figure 2 , Figure 4 , Figure 6 As shown, the rotor 200 includes a first air inlet 230 for communication with an air source 600. The first air inlet 230 opens on the radially outer surface 204 of the rotor. The first air inlet 230 is configured as a hole in the radially outer surface 204 of the rotor 200. Each rotor combustion chamber 210 is provided with a first air inlet 230.

[0111] The first air inlet 230 is located adjacent to the trailing edge 214 of the rotor combustion chamber, but the two are spaced apart in the circumferential direction. The first air inlet 230 opens into the radial outer surface 204 of the rotor 200 and is spaced apart from the trailing edge 214 of the adjacent rotor combustion chamber along the radial outer surface 204 of the rotor 200.

[0112] In other words, the rotor 200 may include a first air inlet 230. The first air inlet 230 may be located adjacent to, but circumferentially spaced from, the trailing edge 214 of the rotor combustion chamber. Therefore, in an example with multiple rotor combustion chambers 210, the first air inlet 230 may be located adjacent to, but circumferentially spaced from, the trailing edge 214 of each rotor combustion chamber. The first air inlet 230 may be configured to communicate with an air source 600. The first air inlet 230 may open on the radially outer surface 204 of the rotor.

[0113] Therefore, if both the rotor combustion chamber 210 and the first air inlet 230 are in fluid communication with the stator combustion chamber 310, then the first air inlet 230 is only in fluid communication with the rotor combustion chamber 210 (e.g., Figure 17 The first rotor combustion chamber RC1 is shown in the diagram.

[0114] like Figure 17As shown in the first rotor combustion chamber RC1 and the first stator combustion chamber SC1, each or every first air inlet 230 is configured such that, during the period when the rotor 200 rotates around the rotation axis 202, the end of each or every rotor combustion chamber 210 overlaps with the corresponding stator combustion chamber 310 and exhaust port 320 simultaneously, the first air inlet 230 remains in communication (e.g., fluid communication) with the rotor combustion chamber 210 and its corresponding stator combustion chamber 310. Therefore, the first air inlet 230 is also in flow communication with the corresponding exhaust port 320, thereby achieving scavenging of the corresponding stator combustion chamber 310.

[0115] like Figure 18 As shown in the first rotor combustion chamber RC1 and the first stator combustion chamber SC1, the first air inlet 230 is configured to maintain flow communication with the first or each stator combustion chamber 310 during the time period when the rotor 200 rotates around the rotation axis 202 and the rotor combustion chamber 210 is fluidly isolated from the corresponding stator combustion chamber 310.

[0116] like Figure 2 , 4 As shown in Figure 6, the rotor 200 includes a second air inlet 232 for communicating with the air source 600. The second air inlet 232 is located adjacent to the first air inlet 230, but circumferentially spaced from the first air inlet 230, so that the second air inlet 232 and the corresponding rotor combustion chamber trailing edge 214 are circumferentially separated by the first air inlet 230.

[0117] Therefore, the rotor 200 is provided with a second air inlet 232 communicating with the air source 600. The second air inlet 232 is an opening on the radial outer surface 204 of the rotor. The second air inlet 232 is a hole provided on the radial outer surface 204 of the rotor 200, and each rotor combustion chamber 210 is equipped with a second air inlet 232.

[0118] In other words, the rotor 200 is provided with a second air inlet 232. The second air inlet 232 is connected to the air source 600. The second air inlet 232 can open on the radial outer surface 204 of the rotor. The second air inlet 232 can be circumferentially spaced from the first air inlet 230, so that the second air inlet 232 passes through the corresponding first air inlet 230 and is circumferentially spaced from the trailing edge 214 of the corresponding rotor combustion chamber.

[0119] Therefore, in the example with multiple rotor combustion chambers 210, the second air inlet 232 can be circumferentially spaced from each first air inlet 230, so that each second air inlet 232 is circumferentially spaced from the trailing edge 214 of the corresponding rotor combustion chamber through the corresponding first air inlet 230.

[0120] like Figure 18As shown in the first rotor combustion chamber RC1 and the first stator combustion chamber SC1, the second air inlet 232 is configured such that during the time the second air inlet 232 maintains flow communication with the said or each stator combustion chamber 310 while the rotor 200 rotates around the rotation axis 202, the adjacent rotor combustion chamber 210 maintains fluid isolation from the corresponding stator combustion chamber 310.

[0121] like Figure 19 As shown in the first rotor combustion chamber RC1 and the first stator combustion chamber SC1, the first air inlet 230 and the second air inlet 232 are configured such that during the rotation of the rotor 200 around the rotation axis 202, in a second sub-period of the period during which the or each rotor combustion chamber 210 is fluidly isolated from the or each stator combustion chamber 310, the first air inlet 230 remains fluidly isolated from the corresponding stator combustion chamber 310, and the second air inlet 232 remains fluidly connected to the corresponding stator combustion chamber 310.

[0122] like Figure 18 As shown in the first rotor combustion chamber RC1 and the first stator combustion chamber SC1, the first air inlet 230 and the second air inlet 232 are configured such that during the rotation of the rotor 200 about the rotation axis 202, in a first sub-period of the period during which the or each rotor combustion chamber 210 is fluidly isolated from the or each stator combustion chamber 310, the first air inlet 230 and the second air inlet 232 maintain flow communication (e.g., fluid communication) with the corresponding stator combustion chamber 310.

[0123] like Figure 2 , Figure 6 , Figure 7 As shown, the first air inlet 230 and / or the second air inlet 232 can be configured as an outlet groove 270, which extends laterally through the outer surface 204 of the rotor.

[0124] like Figure 7 As shown, a supply groove 272 can be provided on at least one side 215, 217 of the rotor 200 for use with... Figure 8 The sidewall air inlet 708 shown maintains fluid communication. That is, the supply groove 272 can be provided on a first side 215 and / or a second side 217 of the rotor 200. For example, the supply groove 272 can be provided on a first side 215 and / or a second side 217 of the rotor 200 rim 213. The supply groove 272 can be configured as a recess extending around a side portion of the rotor 200 (not a full circumference extension). In the example, the outlet groove 270 extends radially into the rotor 200, and the outlet groove 270 is in fluid communication with the supply groove 272 via one or more channels 274 in the rotor 200.

[0125] Therefore, when the first air inlet 230 and the second air inlet 232 rotate around the rotating shaft 202 with the rotor 200 and pass through the corresponding side wall inlet 708, the inner side of the side wall inlet 708 maintains fluid communication with the first air inlet 230 and the second air inlet 232.

[0126] like Figure 2 , Figure 8 As shown, two side wall air inlets 708 are provided, which are symmetrically distributed in the diametrical direction with respect to the rotation axis 202. Each stator combustion chamber 310 is provided with one side wall air inlet 708. Therefore, regardless of the number of stator combustion chambers 310, the same number of side wall air inlets 708 will be provided.

[0127] Each sidewall air inlet 708 has the same radius as the supply groove 272 from the rotation axis 202, such that when the rotor 200 rotates, each supply groove 272 passes through the sidewall air inlet 708 and is temporarily in fluid communication with the sidewall air inlet 708.

[0128] like Figure 20 As shown in the first rotor combustion chamber RC1, the first air inlet 230 and the second air inlet 232 are configured such that after the second sub-period, the second air inlet 232 is fluidly isolated from the rotor combustion chamber 210.

[0129] like Figure 7 As shown, the rotor 200 can be disposed on each side of the second labyrinth seal 263. Each second labyrinth seal 263 can extend around the diameter of the rotor 200. Each second labyrinth seal 263 can be disposed between a side of the rotor 200 and a corresponding housing sidewall 702, 704. The diameter of the second labyrinth seal 263 is smaller than the diameter of the first labyrinth seal 262. A supply groove 272 can be disposed between the first labyrinth seal 262 and the second labyrinth seal 263.

[0130] The first labyrinth seal 262 and the second labyrinth seal 263 are configured such that air supplied to the side wall air inlet 708 is sealed between the first labyrinth seal 262 and the second labyrinth seal 263. That is, the first labyrinth seal 262 and the second labyrinth seal 263 are configured such that they form a tortuous leakage path, thereby retaining the air supplied to the side wall air inlet 708 between the first labyrinth seal 262 and the second labyrinth seal 263.

[0131] like Figure 2 , 4 As shown in Figure 5, the stator 300 includes a third air inlet 330 for communication with the air source 600, the third air inlet 330 being spaced apart from the corresponding exhaust port 320 in the circumferential direction. The third air inlet 330 opens on the radial inner surface 304 of the stator 300.

[0132] In other words, the third air intake 330 is disposed in the stator 300 for communication with the air source 600, and when the third air intake 330 is at least partially covered by the rotor combustion chamber 210, air is delivered to the rotor combustion chamber 210 (e.g., Figures 12 to 16 The first rotor combustion chamber RC2 is shown. The third air intake 330 is spaced apart from the corresponding exhaust port 320 in the circumferential direction, so that when the rotor 200 rotates around the rotating shaft 202, the rotor combustion chamber 210 is first in fluid communication with the exhaust port 320, and then in fluid communication with the third air intake 330.

[0133] In the examples of the plurality of stator combustion chambers 310, the third air inlet 330 is spaced apart from the stator combustion chamber 310 around the stator radial inner surface 304. Therefore, the position of the third air inlet 330 is configured such that when the rotor 200 rotates about the rotation axis 202, the rotor combustion chamber 210 is first in fluid communication with the stator combustion chamber 310, then in fluid communication with the exhaust port 320, and finally in fluid communication with the third air inlet 330.

[0134] In some examples, fuel injection can also be performed via a third air inlet 330. This may be ideal, for example, for fuels that require a longer time to mix, evaporate, and / or atomize before ignition. Therefore, fuel injection via the third air inlet 330 can serve as a supplement to fuel injection via fuel injector 404. For such fuels, the same fuel, a different fuel, or no fuel can be injected via fuel injector 404.

[0135] The first air inlet 230 and the second air inlet 232 are in fluid communication with the air source 600 via the side wall air inlet 708. The third air inlet 330 may maintain fluid communication with the first air inlet 230 and the second air inlet 232 using the same air source 600. That is, the third air inlet 330 may maintain fluid communication with the side wall air inlet 708 using the same air source 600, for example, through a piping system. Alternatively, the third air inlet 330 may maintain fluid communication with a different air source 600 than the first air inlet 230 and the second air inlet 232.

[0136] The air supplied to each of the first air inlets 230, the second air inlets 232 (supplying to the side wall air inlets 708), and the third air inlets 330 can maintain a constant pressure within a portion of the engine's operating range. That is, the air supplied to each of the first air inlets 230, the second air inlets 232 (supplying to the side wall air inlets 708), and the third air inlets 330 can be provided at the same / common pressure within at least a portion of the engine's operating range.

[0137] The system is configured such that the third air inlet 330 is fluidly isolated from the rotor combustion chamber 210 before the third air inlet 330 overlaps with the rotor combustion chamber 210. Therefore, no air will enter the rotor combustion chamber 210 from the third air inlet 330 until the rotor combustion chamber 210 at least partially covers the third air inlet 330.

[0138] Therefore, each stator combustion chamber 310 is equipped with one exhaust port 320 and one third exhaust port 330. That is, the third exhaust port 330, the stator combustion chamber 310, and the exhaust port 320 are sequentially arranged around the radial inner surface 304 of the stator 300, corresponding to each other. Figure 4 As shown, it is equipped with two exhaust ports 320 and two third air intake ports 330. Figure 4 As shown, the two exhaust ports 320 are distributed opposite each other in the diametrical direction (180 degrees apart on the circumference of the stator 300). For example... Figure 4 As shown, the two third air inlets 330 are distributed opposite each other in the diameter direction (spaced 180 degrees apart around the circumference of the stator 300).

[0139] On the radial inner circumference 304 surrounding the stator 300, each set of fuel igniter 402, fuel injector 404, and stator combustion chamber 310 is sequentially arranged with an exhaust port 320 and a third air inlet 330. Therefore, each unit, including the fuel igniter 402, fuel injector 404, and stator combustion chamber 310, is located on the inner circumference 304 surrounding the stator 300 and between the corresponding exhaust port 320 and third air inlet 330. Thus, when the rotor 200 rotates, the rotor combustion chamber 210 will first be in fluid communication with the third air inlet 330, then with the unit including the fuel igniter 402, fuel injector 404, and stator combustion chamber 310, and finally with the exhaust port 320.

[0140] Currently in use Figures 9 to 20 The operation of the heat engine 100 of this disclosure is described. Figures 9 to 20 This indicates half a loop. In other words, Figures 9 to 20This indicates that the rotor 200 rotates half a revolution around the rotating shaft 202, during which three combustion events occur sequentially (not simultaneously), such as... Figures 9 to 20 As marked in the diagram, each of the rotor combustion chambers RC1, RC2, and RC3 has one combustion event.

[0141] It is understood that the specific operation of different examples will vary due to the presence of different numbers of rotor combustion chambers 210 and stator combustion chambers 310 compared to those shown in the figures. The following description is of one cycle in one rotor combustion chamber 210, the first rotor combustion chamber RC1, and the situation occurring simultaneously in the other rotor combustion chambers RC2, RC3. In this disclosure, "cycle" refers to intake, fuel introduction, combustion, and exhaust.

[0142] Figure 9 This demonstrates a stage where the first rotor combustion chamber RC1 is in fluid communication with the exhaust port 320, and is fluidly isolated from the first stator combustion chamber SC1 and the second stator combustion chamber SC2. Simultaneously, combustion occurs in the second rotor combustion chamber RC2 and the first stator combustion chamber SC1 (which are in fluid communication with each other). At the same time, air is introduced into the third rotor combustion chamber RC3 and the second stator combustion chamber SC2 (which are in fluid communication with each other) through the third air intake port 330.

[0143] Figure 10 This demonstrates the stage where the first rotor combustion chamber RC1 maintains fluid communication with the third intake port 330 and the exhaust port 320, and purges residual combustion gases. Simultaneously, the second rotor combustion chamber RC2 (still fluidly connected to the first stator combustion chamber SC1) has just begun fluid communication with the exhaust port 320 and starts discharging combustion gases. At the same time, the third rotor combustion chamber RC3 is charged with air through the third intake port 330 and becomes fluidly connected to the second stator combustion chamber SC2, thus charging the second stator combustion chamber SC2 with air.

[0144] Figure 11 The diagram illustrates a stage where the first rotor combustion chamber RC1 remains fluidly connected to the third air intake 330 but fluidly isolated from the exhaust port 320, and is charged with air. Simultaneously, the second rotor combustion chamber RC2 is fluidly isolated from the first stator combustion chamber SC1, and is fluidly connected to the exhaust port 320, thereby expelling combustion gases. The corresponding first air intake 230 and second air intake 232 remain fluidly connected to the first stator combustion chamber SC1, charging it with air. During the complete alignment of the third rotor combustion chamber RC3 and the second stator combustion chamber SC2, fuel has been filled from the corresponding fuel injector 404, triggering the corresponding fuel igniter 402 and initiating combustion.

[0145] Figure 12The diagram illustrates the stage where the first rotor combustion chamber RC1 is in fluid communication with the third air intake 330 and maintains fluid communication with the first stator combustion chamber SC1, both of which are filled with air. Simultaneously, the second rotor combustion chamber RC2 is in fluid communication with both the third air intake 330 and the exhaust port 320, removing residual combustion gases. At the same time, combustion is complete in the third rotor combustion chamber RC3 and the second stator combustion chamber SC2, and the third rotor combustion chamber RC3 has just begun to connect with the exhaust port 320 and starts to discharge combustion gases.

[0146] Figure 13 This demonstrates a stage where the first rotor combustion chamber RC1 is fluidly isolated from the third air intake 330 but fluidly connected to the first stator combustion chamber SC1. Fuel is injected by fuel injector 404 into the space formed by the first rotor combustion chamber RC1 and the first stator combustion chamber SC1. Simultaneously, the second rotor combustion chamber RC2 remains fluidly connected to the third air intake 330 but fluidly isolated from the exhaust port 320, and is being filled with air. Meanwhile, the third rotor combustion chamber RC3 (still fluidly connected to the second stator combustion chamber SC2) remains fluidly connected to the exhaust port 320, and is discharging combustion gases. The first air intake 230 remains fluidly connected to the space formed by the third rotor combustion chamber RC3 and the second stator combustion chamber SC2, thereby driving the scavenging process.

[0147] Figure 14 This demonstrates the stage where the first rotor combustion chamber RC1 and the first stator combustion chamber SC1 are fully aligned and have been fueled by the corresponding fuel injector 404. The corresponding fuel igniter 402 is triggered, and combustion begins. Simultaneously, the second rotor combustion chamber RC2 remains fluidly connected to the third air intake 330 but fluidly isolated from the exhaust port 320, and is being charged with air. Meanwhile, the third rotor combustion chamber RC3 is fluidly isolated from the second stator combustion chamber SC2 but fluidly connected to the exhaust port 320, continuing to discharge combustion exhaust gases. The corresponding first air intake 230 and second air intake 232 remain fluidly connected to the second stator combustion chamber SC2, thereby charging the second stator combustion chamber SC2.

[0148] Figure 15 The demonstration shows the combustion phase occurring in the first rotor combustion chamber RC1 and the first stator combustion chamber SC1 (fluidly connected to each other). Simultaneously, the second rotor combustion chamber RC2 remains fluidly connected to the third air intake 330 and to the second stator combustion chamber SC2, thus both the second rotor combustion chamber RC2 and the second stator combustion chamber SC2 are filled with air. Meanwhile, the third rotor combustion chamber RC3 is fluidly connected to the exhaust port 320 and fluidly isolated from the second stator combustion chamber SC2, discharging combustion exhaust gases.

[0149] Figure 16The diagram illustrates the stage where the first rotor combustion chamber RC1 (still fluidly connected to the first stator combustion chamber SC1) has just begun fluidly connected to the exhaust port 320 and starts discharging combustion exhaust gases. Simultaneously, the second rotor combustion chamber RC2 remains fluidly connected to the third intake port 330 and to the second stator combustion chamber SC2, thus both the second rotor combustion chamber RC2 and the second stator combustion chamber SC2 are filled with air. Meanwhile, the third rotor combustion chamber RC3 is fluidly connected to both the third intake port 330 and the exhaust port 320, thereby removing residual combustion gases.

[0150] Figure 17 This demonstrates a stage where the first rotor combustion chamber RC1 (still fluidly connected to the first stator combustion chamber SC1) remains fluidly connected to the exhaust port 320 and discharges combustion exhaust gases. The first intake port 230 maintains fluid communication with the space formed by the first rotor combustion chamber RC1 and the first stator combustion chamber SC1, driving the scavenging process. Simultaneously, the second rotor combustion chamber RC2 is fluidly isolated from the third intake port 330 and fluidly connected to the second stator combustion chamber SC2. Meanwhile, the third rotor combustion chamber RC3 remains fluidly connected to the third intake port 330 but fluidly isolated from the exhaust port 320, and is being filled with air.

[0151] Figure 18 This demonstrates a stage where the first rotor combustion chamber RC1 is fluidly isolated from the first stator combustion chamber SC1 and fluidly connected to the exhaust port 320, thus continuing to discharge combustion exhaust gases. Correspondingly, the first air intake 230 and the second air intake 232 are fluidly connected to the first stator combustion chamber SC1, thereby charging the first stator combustion chamber SC1. Simultaneously, the second rotor combustion chamber RC2 (fluidly isolated from the third air intake 330) is fluidly connected to the second stator combustion chamber SC2. Furthermore, fuel is injected by the fuel injector 404 into the space formed by the second rotor combustion chamber RC2 and the second stator combustion chamber SC2. Meanwhile, the third rotor combustion chamber RC3 remains fluidly connected to the third air intake 330 but is fluidly isolated from the exhaust port 320, and is being filled with air.

[0152] Figure 19 This demonstrates a stage where the first rotor combustion chamber RC1 is fluidly isolated from the first stator combustion chamber SC1 and fluidly connected to the exhaust port 320, thus continuing to discharge combustion exhaust gases. The corresponding first air inlet 230 is closed, maintaining fluid isolation from both the first rotor combustion chamber RC1 and the first stator combustion chamber SC1. The second air inlet 232 is fluidly connected to the first stator combustion chamber SC1, thereby charging the first stator combustion chamber SC1. Furthermore, the corresponding fuel igniters 402 are triggered in the second rotor combustion chamber RC2 and the second stator combustion chamber SC2, initiating combustion. Simultaneously, the third rotor combustion chamber RC3 remains fluidly connected to the third air inlet 330 but fluidly isolated from the exhaust port 320, and is being filled with air.

[0153] Figure 20 The diagram illustrates the stage where the first rotor combustion chamber RC1 is in fluid communication with the exhaust port 320 and fluidly isolated from the first stator combustion chamber SC1, continuing the scavenging process. Simultaneously, combustion occurs in the second rotor combustion chamber RC2 and the second stator combustion chamber SC2 (which are in fluid communication with each other). Meanwhile, the third rotor combustion chamber RC3 remains in fluid communication with the third intake port 330 but fluidly isolated from the exhaust port 320, and is being filled with air.

[0154] After the aforementioned stage, the process continues and repeats as the rotor combustion chamber 210 sequentially circulates through the stator combustion chamber 310.

[0155] Therefore, in the example shown, during one revolution of rotor 200 around rotation shaft 202, six combustion events will occur sequentially (not simultaneously), one in each of the rotor combustion chambers RC1, RC2, and RC3. In the example shown, during a complete revolution of rotor 200 around rotation shaft 202, a maximum of six combustion events will occur sequentially. The combustion events can occur in the following order: Combustion event 1 in the first rotor combustion chamber RC1 and the first stator combustion chamber SC1; Combustion event 2 in the second rotor combustion chamber RC2 and the second stator combustion chamber SC2; Combustion event 3 in the third rotor combustion chamber RC3 and the first stator combustion chamber SC1; Combustion event 4 in the first rotor combustion chamber RC1 and the second stator combustion chamber SC2; Combustion event 5 in the second rotor combustion chamber RC2 and the first stator combustion chamber SC1; Combustion event 6 in the third rotor combustion chamber RC3 and the second stator combustion chamber SC2.

[0156] In other words, an exemplary method of operating the rotary engine 100 is to control combustion events to occur in the rotor combustion chamber 210 and the stator combustion chamber 310 when the rotor combustion chamber 210 and the stator combustion chamber 310 are in fluid communication, and to control combustion events to occur sequentially in the rotor combustion chamber 210 and the stator combustion chamber 310.

[0157] In other words, an exemplary operation of the rotary engine 100 is that, by controlling the combustion events when the rotor combustion chamber 210 and the stator combustion chamber 310 are in fluid communication, combustion occurs sequentially in each pair of rotor combustion chambers 210 and stator combustion chambers 310 as the rotor 200 rotates, since the number of rotor combustion chambers 210 and stator combustion chambers 310 is different.

[0158] Figure 21An example of a partially alternative stator 300 that may constitute the heat engine 100 of this disclosure is shown. In addition to the features of the stator 300 previously described, Figure 21 The stator 300 includes a first fuel injector 4041, a second fuel injector 4042, and a first fuel igniter 4021. For example... Figures 21 to 23 As shown, the stator 300 may also include a second fuel igniter 4022. Therefore, each stator combustion chamber 310 may be equipped with a first fuel injector 4041, a second fuel injector 4042 and a first fuel igniter 4021, and in this example, may also include a second fuel igniter 4022.

[0159] The stator 300 portion of the stator combustion chamber 310 may be configured to house a first fuel injector 4041 and a second fuel injector 4042, such that fuel is delivered from the first fuel injector 4041 and / or the second fuel injector 4042 to the stator combustion chamber 310.

[0160] like Figures 21 to 23 As shown, the first fuel injector 4041 can be configured to inject fuel from / through the stator combustion chamber base wall 318.

[0161] A portion of the stator 300 in the stator combustion chamber 310 can be configured as a first fuel passage and can be configured to mount a first fuel injector 4041, such that fuel can be delivered from the first fuel injector 4041 into the stator combustion chamber 310 via the first fuel passage. That is, the first fuel injector 4041 can be in fluid communication with the first fuel passage. The first fuel passage can be positioned such that its opening is located on the base wall 318 of the stator combustion chamber.

[0162] like Figures 21 to 23 As shown, the second fuel injector 4042 can be installed to inject fuel from / through the stator combustion chamber leading edge 312 (e.g., from the stator step 316).

[0163] The stator 300 portion of the stator combustion chamber 310 can be configured as a second fuel passage, and a second fuel injector 4042 can be installed thereon, allowing fuel to be delivered from the second fuel injector 4042 to the stator combustion chamber 310 via the second fuel passage. That is, the second fuel injector 4042 maintains fluid communication with the second fuel passage. The second fuel passage can be positioned such that its opening is located on the leading edge 312 of the stator combustion chamber (e.g., from the stator step 316).

[0164] The first fuel igniter 4021 can be installed in the side wall of the stator 300, extending through the stator combustion chamber wall 360.

[0165] In the example equipped with a second fuel igniter 4022, the first fuel igniter 4021 and the second fuel igniter 4022 can be mounted opposite each other on the side wall of the stator 300 such that they extend relative to each other through the stator combustion chamber wall 360. That is, the first fuel igniter 4021 and the second fuel igniter 4022 can be mounted opposite each other and separated by the stator combustion chamber 310.

[0166] Include Figure 21 The heat engine 100 of the present disclosure for the stator 300 shown will use Figure 22 , 23 describe.

[0167] Figure 22 and Figure 13 The events shown occur at the same time in a cycle. Figure 22 The stage shown is such that the first rotor combustion chamber RC1 is fluidly isolated from the third air intake 330 and fluidly connected to the first stator combustion chamber SC1. In addition, fuel (indicated by the dashed arrow) is injected by the first fuel injector 4041 into the space formed by the first rotor combustion chamber RC1 and the first stator combustion chamber SC1.

[0168] Figure 23 and Figure 14 The events shown occur at the same time in a loop. Figure 23 The stage shown is as follows: the first rotor combustion chamber RC1 and the first stator combustion chamber SC1 are fully aligned and have been filled with fuel by the corresponding first fuel injector 4041. The corresponding first fuel igniter 4021 is triggered and combustion begins. In the example equipped with a second fuel igniter 4022, the second fuel igniter 4022 can be triggered simultaneously with or at a later time than the first fuel igniter 4021. Then, fuel (indicated by the dashed arrow) is injected by the second fuel injector 4042 into the space formed by the first rotor combustion chamber RC1 and the first stator combustion chamber SC1. The fuel injected by the second fuel injector 4042 is ignited by the fuel already burning in the space formed by the first rotor combustion chamber RC1 and the first stator combustion chamber SC1.

[0169] During the charging and ignition events in the second stator combustion chamber SC2, the same dual-fuel injection and (in the example equipped with a second fuel igniter 4022) dual-fuel ignition process occurs. The remainder of a cycle is the same as... Figures 9 to 20 The same as shown.

[0170] Therefore, this disclosure provides a heat engine that is efficient, can be used with environmentally friendly fuels, and has a power output comparable to or greater than that of related art examples.

[0171] The aforementioned advantages are achieved through the nested rotating arrangement of the present disclosure (i.e., the rotor is located inside the stator) and the unequal number of combustion chambers in the rotor and stator, which enables sequential ignition of the rotor during rotation, thereby producing higher torque than conventional internal combustion engines.

[0172] The arrangement enables six ignitions per revolution, thus the engine of this disclosure can provide a constant and stable power output when operating at full power.

[0173] The device disclosed herein can use compressed air to scavenge the exhaust gas in the stator combustion chamber and rotor combustion chamber, thereby ensuring high volumetric efficiency in each working cycle within the combustion chamber and eliminating the risk of premature ignition.

[0174] In addition, providing sealed / fluid-isolated (e.g., at least partially sealed) equipment structures (e.g., using tight tolerances, controlling the expansion of the rotor and stator, and / or using labyrinth technology between the rotor and stator and between the rotor and the housing sidewalls) can effectively prevent leakage losses.

[0175] The rotor and stator do not require lubrication or a water cooling system, which eliminates the need for pumps and channels in the equipment to deliver lubricating and cooling fluids.

[0176] The heat engine disclosed herein is suitable for operation with a wide range of fluid fuels, such as (but not limited to) gasoline, diesel, liquefied petroleum gas (LPG), methane, and hydrogen.

[0177] Please note that all papers and documents submitted at the same time as or earlier than this specification and disclosed with this specification are incorporated herein by reference.

[0178] All features and / or steps of any method or process disclosed in this specification (including the appended claims, abstract, and drawings) may be combined in any combination, except that at least some of the features and / or steps are mutually exclusive.

[0179] Unless otherwise expressly stated, each feature disclosed in this specification (including any appended claims, abstract, and drawings) may be replaced by an alternative feature for the same, equivalent, or similar purpose. Therefore, unless otherwise expressly stated, each disclosed feature is merely one example of a series of equivalent or similar features.

[0180] This disclosure is not limited to the details of the foregoing embodiments. This disclosure extends to any novel feature or any novel combination thereof disclosed in this specification (including any appended claims, abstract, and drawings), or to any novel feature or any novel combination thereof in any method or process step of the disclosure.

Claims

1. A rotary heat engine (100) characterized by, Comprising: a rotor (200) centred on and rotatable about an axis of rotation (202); and a stator (300) to which the rotor (200) is constrained; wherein the rotor (200) is rotatable relative to the stator (300); the stator (300) defines a radially inner surface (304) facing a radially outer surface (204) defined by the rotor (200); the rotor radially outer surface (204) defines at least one rotor combustion chamber (210) having a leading edge (212) and a trailing edge (214); the stator radially inner surface (304) defines at least one stator combustion chamber (310) having a leading edge (312) and a trailing edge (314); the number of rotor combustion chambers (210) is not equal to the number of stator combustion chambers (310); the rotor (200) comprises a first air inlet (230), wherein: the first air inlet (230) is in communication with an air source (600); the first air inlet (230) is disposed proximate to, but circumferentially spaced from, the trailing edge (214) of the or each rotor combustion chamber; the first air inlet (230) opens onto the rotor radially outer surface (204). the or each rotor combustion chamber (210) is aligned with the or each stator combustion chamber (310) on a common circumferential path centred on the axis of rotation (202) such that the or each rotor combustion chamber (210) remains in fluid communication with the or each stator combustion chamber (310) as the rotor (200) rotates about the axis of rotation (202).

2. The rotary heat engine (100) of claim 1, wherein is configured as any one of:

3. A rotary heat engine (100) as claimed in claim 1 or 2, characterized in that an even number of rotor combustion chambers (210) and an odd number of stator combustion chambers (310); an odd number of rotor combustion chambers (210) and an even number of stator combustion chambers (310); an even number of rotor combustion chambers (210) and an even number of stator combustion chambers (310); or an odd number of rotor combustion chambers (210) and an odd number of stator combustion chambers (310). the number of configured rotor combustion chambers (210) is N and the number of configured stator combustion chambers (310) is N+1; or, the number of stator combustion chambers (310) is N and the number of rotor combustion chambers (210) is N+1.

4. A rotary heat engine (100) according to any one of claims 1 to 3, characterized in that the or each rotor combustion chamber (210) forms a recess (206) extending along part but not all of the rotor radially outer surface (204); the or each stator combustion chamber (310) forms a recess (306) extending along all of the stator radially inner surface (304).

5. A rotary heat engine (100) according to any one of claims 1 to 4, characterized in that the or each rotor combustion chamber (210) extends radially inwardly into the rotor (200) at the leading edge (212) to form a rotor step (216) having a leading edge depth (RDle); the depth of the or each rotor combustion chamber (210) decreases in a direction towards the trailing edge (214).

6. A rotary heat engine (100) according to any one of claims 1 to 5, characterized in that ​ 7. A rotary heat engine (100) as claimed in claim 6, characterized in that The or each rotor combustion chamber (210) is bounded by a rotor surface base wall (218) facing the stator (300) and extending from the leading edge (212) to the trailing edge (214) of the rotor combustion chamber (210) to define a rotor combustion chamber convexity (220) extending at least part of the way from the leading edge (212) to the trailing edge (214).

8. A rotary heat engine (100) as claimed in any one of claims 1 to 7, characterized in that The or each stator combustion chamber (310) extends radially outward at the leading edge (312) into the stator (300) to define a stator step (316) having a leading edge depth (Sdle), the depth of the or each stator combustion chamber (310) decreasing in the direction of the trailing edge (314).

9. A rotary heat engine (100) as claimed in claim 8, characterized in that The or each stator combustion chamber (310) is bounded by a stator surface base wall (318) facing the rotor (200) and extending from the stator combustion chamber leading edge (312) to the stator combustion chamber trailing edge (314) such that the stator surface base wall (318) defines a concavity (319) extending at least part of the way from the stator combustion chamber leading edge (312) to the stator combustion chamber trailing edge (314).

10. A rotary heat engine (100) as claimed in claim 9, characterized in that The stator combustion chamber concavity (319) comprises: a first section (311) extending from the stator combustion chamber leading edge (312) of the inner surface of the stator (300) to define the stator step (316); a second section (313) extending at an angle (311) to the first section from the first section (311) to the trailing edge (314).

11. A rotary heat engine (100) as claimed in any one of claims 1 to 10, characterized in that The or each rotor combustion chamber (210) extends at least 25 degrees but no more than 70 degrees around the outer circumference of the rotor (200).

12. A rotary heat engine (100) as claimed in any one of claims 1 to 11, characterized in that The or each stator combustion chamber (310) extends at least 15 degrees but no more than 35 degrees around the inner circumference of the stator (300).

13. A rotary heat engine (100) as claimed in any one of claims 1 to 12, characterized in that Rotor combustion chamber walls (260) extend from the rotor combustion chamber leading edge (212) to the rotor combustion chamber trailing edge (214) on either side of the or each rotor combustion chamber (210) to define a lateral extent of the or each rotor combustion chamber (210); Stator combustion chamber walls (360) extend from the stator combustion chamber leading edge (312) to the stator combustion chamber trailing edge (314) on either side of the or each stator combustion chamber (310) to define a lateral extent of the or each stator combustion chamber (310).

14. A rotary heat engine (100) as claimed in claim 13, characterized in that A first labyrinth seal (262) is provided at the side edge of the rotor (200), the first labyrinth seal (262) extending circumferentially around the rotor (200) and over the radial step (222) of the or each rotor combustion chamber wall (260).

15. A rotary heat engine (100) as claimed in claim 13 or 14, characterized in that A layer (266) of material (264) having a low coefficient of thermal expansion extends circumferentially around the rotor (200).

16. A rotary heat engine (100) as claimed in any one of claims 1 to 15, characterized in that The or each stator combustion chamber (310) is in fluid communication with a fuel source (400).

17. A rotary heat engine (100) as claimed in any one of claims 1 to 16, characterized in that A fuel igniter (402) is located in the or each stator combustion chamber (310).

18. A rotary heat engine (100) as in any of claims 1 to 17, characterized by Corresponding exhaust ports (320) are provided at locations around the circumference of the stator radially inner surface (304) and spaced from the or each stator combustion chamber (310), the exhaust ports (320) opening into the stator radially inner surface (304).

19. A rotary heat engine (100) as claimed in claim 18, characterized in that The or each rotor combustion chamber (210) extends around the circumference of the rotor radially outer surface (204) such that the or each rotor combustion chamber (210) spans the distance between the corresponding stator combustion chamber (310) and the exhaust port (320), so that during a revolution of the rotor (200) around the rotation axis (202), when the or each rotor combustion chamber (210) is in fluid communication with a corresponding exhaust port (320), the corresponding stator combustion chamber (310) and rotor combustion chamber (210) remain in fluid communication.

20. A rotary heat engine (100) as in any of claims 1 to 19, characterized by The or each first intake port (230) is provided at a location such that, during a revolution of the rotor (200) around the rotation axis (202), the first intake port (230) remains in flow communication with the exhaust port (320) and the corresponding stator combustion chamber (310) for a period in which the or each rotor combustion chamber (210) overlaps the corresponding stator combustion chamber (310) at an end thereof.

21. A rotary heat engine (100) as in any of claims 1 to 20, characterized by The rotor (200) comprises a second intake port (232) for communication with the air source (600), the second intake port (232) being provided at a location adjacent to but circumferentially spaced from the first intake port (230) such that the second intake port (232) is circumferentially spaced from the corresponding rotor combustion chamber trailing edge (214) by the corresponding first intake port (230).

22. A rotary heat engine (100) as claimed in claim 21, characterized in that The second intake port (232) is provided at a location such that, during a revolution of the rotor (200) around the rotation axis (202), the second intake port (232) remains in flow communication with the or each stator combustion chamber (310) for a period in which an adjacent rotor combustion chamber (210) is in fluid isolation from the corresponding stator combustion chamber (310).

23. A rotary heat engine (100) as claimed in claims 21, 22, characterized in that, During a revolution of the rotor (200) around the rotation axis (202), the first intake port (230) and the second intake port (232) are provided at locations such that: in a first sub-period in which the or each rotor combustion chamber (210) is in fluid isolation from the or each stator combustion chamber (310), the first intake port (230) and the second intake port (232) are in flow communication with the corresponding stator combustion chamber (310); in a second sub-period in which the or each rotor combustion chamber (210) is in fluid isolation from the or each stator combustion chamber (310), the first intake port (230) is in fluid isolation from the corresponding stator combustion chamber (310) and the second intake port (232) is in flow communication with the corresponding stator combustion chamber (310).

24. A rotary heat engine (100) as in any of claims 1 to 23, characterized by The stator (300) includes a third intake port (330) for communicating with the air source (600), the third intake port (330) being spaced circumferentially from a corresponding exhaust port (320).

25. A rotary heat engine (100) as in any of claims 1 to 24, characterized by The housing (700) includes a first housing side wall (702) and a second housing side wall (704) between which the rotor (200) and the stator (300) are located such that the first housing side wall (702) is spaced from the second housing side wall (704) by the rotor (200) and the stator (300) in the direction of the rotational axis (202); The first housing side wall (702) and the second housing side wall (704) are each in sealing engagement with the stator (300); A first gap exists between the first housing side wall (702) and a first side (215) of the rotor (200) and a second gap exists between the second housing side wall (704) and a second side (217) of the rotor (200) such that the rotor (200) is rotatable relative to the first housing side wall (702) and the second housing side wall (704).

26. A rotary heat engine (100) as claimed in claim 25, characterized in that A side wall intake port (708) is provided on the first housing side wall (702) and / or the second housing side wall (704); An outer side of the side wall intake port (708) is in fluid communication with the air source (600); An inner side of the side wall intake port (708) is in fluid communication with the or each first intake port (230) and the or each second intake port (232) as the rotor (200) rotates about the rotational axis (202) when the or each first intake port (230) and the or each second intake port (232) passes the respective corresponding side wall intake port (708).

27. A rotary heat engine (100) as claimed in claim 26, when this claim depends on any one of claims 21 to 23, or as claimed in claims 21 to 23, characterized in that, The first intake port (230) and / or the second intake port (232) forms an outlet slot (270) extending transversely across the rotor outer surface (204), the outlet slot (270) extending radially into the rotor (200); At least one side of the rotor (200) is provided with a feed slot (272), the feed slot (272) being provided in a groove location extending around the side (215, 217) of the rotor (200) part but not all; The outlet slot (270) is in fluid communication with the feed slot (272) via a channel (274) in the rotor (200).

28. A rotary heat engine (100) as claimed in claim 27, characterized in that Each side (215, 217) of the rotor (200) is provided with a second labyrinth seal (263), each of the second labyrinth seals (263) extending around the diameter of the rotor (200) and being provided between the side (215, 217) of the rotor (200) and the corresponding housing side wall (702, 704), the second labyrinth seal (263) having a smaller diameter than the first labyrinth seal (262), the feed slot (272) being provided between the first labyrinth seal (262) and the second labyrinth seal (263).

29. A method of operating a rotary heat engine (100), the rotary heat engine (100) comprising: a rotor (200) centred on and rotatable about an axis of rotation (202); and a stator (300) to which the rotor (200) is constrained; wherein the rotor (200) is rotatable relative to the stator (300); the stator (300) defines a radially inner surface (304) facing a radially outer surface (204) of the rotor (200); the rotor radially outer surface (204) defines at least one rotor combustion chamber (210); the stator radially inner surface (304) defines at least one stator combustion chamber (310); the number of rotor combustion chambers (210) is not equal to the number of stator combustion chambers (310); the rotor (200) includes a first air inlet (230), wherein: the first air inlet (230) is in communication with an air source (600); the first air inlet (230) is provided at a location adjacent to but circumferentially spaced from the or each rotor combustion chamber trailing edge (214); and the first air inlet (230) opens onto the rotor radially outer surface (204); the method includes the steps of controlling combustion events to occur in the or each rotor combustion chamber (210) and the or each stator combustion chamber (310) while the rotor combustion chambers (210) and stator combustion chambers (310) are in fluid communication, and controlling combustion events to occur in pairs of the or each rotor combustion chamber (210) and the or each stator combustion chamber (310) in turn.

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