Compact and streamlined internal combustion rotary engine with simple design

Abstract

The invention is a compact and streamlined internal combustion rotary engine featuring simple geometric shapes and a minimal number of components. It optimizes performance by producing more power strokes per revolution and incorporates a straightforward operational mechanism that enhances efficiency. This design ensures improved reliability and fuel efficiency, enabling high performance, a high power-to-weight ratio, durability, and economical efficiency. The engine mainly comprises of a structural frame base (1) mounted with at least one piston rotary head (40) and at least one chamber rotary head (10) that are configured to engage together. The piston rotary head (40) comprises of five curved pistons (41, 42, 43, 44, and 45) configured around its perimeter. The chamber rotary head (10) comprises of five chambers (11, 12, 13,14, and 15) configured around its perimeter. The engine further comprises openings for fresh air intake (5, 6, 7, and 8) and exhaust gas scavenging (57 and 58), fuel injectors (9) and fuel ignition configuration.

Description

[0001] The Description

[0002] Title of the Invention

[0003] Compact and Streamlined Internal Combustion Rotary Engine with Simple Design

[0004] Technical Field

[0005] The present invention relates to internal combustion engines, and more particularly to a rotary engines type.

[0006] Background Art

[0007] The conventional reciprocating piston engine is the most widely used type of internal combustion engine in automotive and industrial applications. Its relatively robust design and unmatched high- power output, compared to other available engines, have contributed to its dominance over alternatives. However, the engine's complexity, characterized by numerous delicate parts and inconsistent mechanical movements of the reciprocating pistons, results in some performance, efficiency, durability, manufacturing, and maintenance issues, including increased wear and higher fuel consumption, ultimately limiting thermal efficiency.

[0008] In contrast, the rotary engine concept was developed as a simpler alternative, utilizing fewer moving parts and a more compact design. Rotary engines, such as the Wankel engine, feature a triangular rotor moving in an epitrochoidal path, enabling semi continuous combustion and smoother operation. These engines offer benefits like reduced vibration and noise, making them appealing for specific applications.

[0009] However, despite their potential, rotary engines have faced significant challenges that have hindered their widespread adoption. Issues such as low thermal efficiency, higher emissions, and oil consumption have limited their competitiveness against traditional reciprocating engines. While rotary engines have found success in niche markets, they have not yet displaced reciprocating engines in mainstream applications.

[0010] Accordingly, advancements in rotary engine technology are crucial to overcoming these limitations. This invention introduces novel design solution aimed at enhancing the performance and efficiency of rotary engines, making them a more viable alternative to traditional internal combustion engines. By addressing the inherent challenges in rotary engine design, this invention i seeks to advance engine technology and offer a competitive solution for both the automotive and industrial sectors.

[0011] Disclosure of the invention

[0012] Referring to the drawings, a rotary internal combustion engine in accordance with the present invention comprise: a structural frame; one or a plurality of piston rotary heads pivotally mounted on the structural frame, the piston rotary head further comprises five curved pistons configured around the perimeter of the piston rotary head such that they extend outward from the rotation axis of the pistons rotary head; one or a plurality of chamber rotary heads pivotally mounted on the structural frame in a configuration that allows each piston rotary head to engage with at least one chamber rotary head and each chamber rotary head to engage with at least one piston rotary head, the chamber rotary head further comprises five chambers configured around the perimeter of chamber rotary head such that they extend inward to rotation axis of the chamber rotary head, the chamber is further configured with a main opening such that when an engaging piston rotary head and chamber rotary head rotate a piston get inserted into and separated from the chamber thus performing compression and combustion strokes respectively, the engaging piston rotary head and chamber rotary head are further configured to remain in constant engagement throughout the entire operational cycle to ensuring their synchronous rotation via a constant engagement mechanism of consecutive pistons getting inserted into and separated from consecutive chambers instantaneously and seamlessly; one or a plurality of openings for fresh air intake and exhaust gas scavenging; one or a plurality of fuel injectors to deliver fuel into the chambers; and a spark ignition configuration, a compression ignition configuration, or an alternative ignition configuration suitable for the specific fuel type used.

[0013] Additionally, the engine design in reference to the invention can further comprises an integrated air-intake, direct instant cooling and exhaust gas scavenging system, that comprises: a forced induction device to force cool fresh air into the internal parts of the engine; a plurality of air-intake ports on the structural frame to supply in the forced cool fresh air to directly and instantly cool heated up internal surfaces instantly after combustion stroke and push exhaust gases out and replace them with cool fresh air; a plurality of exhaust port to allow exhaust gases to escape the engine. Technical Problem

[0014] In current applications of internal combustion engines, power generation is often inadequate, primarily due to the limitations of conventional reciprocating piston engines and rotary engines.

[0015] Conventional reciprocating piston engines suffer from a complex assembly of numerous delicate parts and inconsistent mechanical movements, resulting in unbalanced systems with low power- to-weight ratios and high moments of inertia that needs to be addressed. These factors collectively lead to significant issues in performance, efficiency, durability, manufacturing, maintenance, and overheating.

[0016] On the other hand, rotary engine designs have also faced challenges, including poor lubrication of the shaft and rotary parts, low compression efficiency, and overheating, which result in unburned fuel and increased emissions. As a result, these rotary engines have not demonstrated significant advantages over conventional reciprocating piston engines.

[0017] This highlights the need for innovations that address these technical shortcomings in both engine types.

[0018] Solution to Problem

[0019] The solution is to provide a compact and streamlined rotary engine with a simple design that addresses the main issues faced by conventional reciprocating piston engines, particularly related to complexity and unstable operational mechanisms, and overcomes the challenges encountered by existing rotary engines, such as high lubrication requirements and low compression efficiency.

[0020] This is achieved through a design that features a simple and rigid structure, a constant and balanced mechanism, with the ability to incorporate an efficient integrated direct cooling system. Thus, the present invention offers a viable solution to these technical challenges.

[0021] Advantageous Effects of Invention

[0022] The invention presents several advantageous effects that enhance the performance and practicality of an internal combustion rotary engine. Its use of simple geometric shapes and a minimal number of components results in a streamlined design that facilitates easier manufacturing and assembly, thereby reducing production costs and time. The compact design minimizes the overall size and weight of the engine, allowing for more efficient use of space and wight distribution in various applications. Additionally, the solid mass and rigid assembly of components contribute to the engine's durability and longevity, ensuring reliable performance over extended operational periods. Furthermore, with fewer components and a sturdy construction, the design results in lower wear and tear, minimizing maintenance requirements and downtime.

[0023] A key feature of the design is its ability to produce relatively more power strokes per single revolution, optimizing output and enhancing efficiency. Furthermore, the design can be further embodied to generate even more power strokes in a mutual manner, creating numerous advantages, such as improved power delivery and responsiveness.

[0024] The straightforward operational mechanism features constant engagement of the rotors throughout the entire operational cycle, achieved through the instantaneous and seamless insertion and separation of consecutive pistons into and from their respective chambers. This design leads to enhanced performance and ensures synchronous rotation, thereby improving overall operational efficiency and reducing vibrations.

[0025] Moreover, the design can incorporate features such as an integrated air intake, direct and instant cooling, and exhaust gas scavenging. This allows for the efficient delivery of cool, fresh air into the internal components, effectively removing exhaust gases and providing continuous cooling to heated surfaces. The injection of cool fresh air during operation for a sufficient period and in sufficient quantities ensures that internal surfaces remain at optimal temperatures for extended periods.

[0026] Additionally, the efficient operation and improved combustion dynamics may lead to reduced emissions and better fuel efficiency compared to traditional reciprocating engines. Overall, these advantageous effects position the invention as a compelling alternative to conventional internal combustion engines, offering improved performance, reliability, and environmental sustainability.

[0027] Brief Description of Drawings

[0028] Fig- 1 is an iso view of the embodiment of the engine with a single rotary head and two chamber rotary heads.

[0029] Fig- 2 is an exploded view of the embodiment of the engine with a single rotary head and two chamber rotary heads, depicting the assembly of individual components and their relative positions.

[0030] Fig- 3 is a front elevation view of the embodiment of the engine with a single rotary head and two chamber rotary heads, depicting the features visible from the front side. Fig- 4 is a left-side elevation view of the embodiment of the engine with a single rotary head and two chamber rotary heads, depicting the components visible from the left side.

[0031] Fig. 5 is a cross-sectional view taken along line A-A of Fig. 3, illustrating the internal structure and arrangement of parts inside the embodiment of the engine with a single rotary head and two chamber rotary heads.

[0032] Fig- 6 is a cross-sectional view taken along line B-B of Fig. 4, showing additional internal details of the embodiment of the engine with a single rotary head and two chamber rotary heads.

[0033] Fig- 7 is a cross-sectional view taken along line C-C of Fig. 3, showing additional internal details of fresh air intake and exhaust gas scavenging of the embodiment of the engine with a single rotary head and two chamber rotary heads.

[0034] Fig. 8 is a cross-sectional view taken along line D-D of Fig. 3, showing additional internal details of fresh air intake and exhaust gas scavenging of the embodiment of the engine with a single rotary head and two chamber rotary heads.

[0035] Fig. 9 is an operational step diagram, showing the process and steps of the spark ignition configuration that is utilizing carbon brushes.

[0036] Fig. 10 is an operational step diagram, showing the internal combustion cycle of the embodiment of the engine with a single rotary head and two chamber rotary heads.

[0037] Fig. 11 is an iso view of the embodiment of the engine with a single rotary head and a single chamber rotary head.

[0038] Fig. 12 is a front elevation view of the embodiment of the engine with a single rotary head and a single chamber rotary head, depicting the features visible from the front side.

[0039] Fig. 13 is a left-side elevation view of the embodiment of the engine with a single rotary head and a single chamber rotary head, depicting the components visible from the left side.

[0040] Fig. 14 is a cross-sectional view taken along line E-E of Fig. 12, illustrating the internal structure and arrangement of parts inside the embodiment of the engine with a single rotary head and a single chamber rotary head.

[0041] Fig. 15 is a cross-sectional view taken along line F-F of Fig. 13, showing additional internal details of the embodiment of the engine with a single rotary head and a single chamber rotary head. Fig. 16 is an iso view of the embodiment of the engine with a single rotary head and three chamber rotary heads.

[0042] Fig. 17 is a front elevation view of the embodiment of the engine with a single rotary head and three chamber rotary heads, depicting the features visible from the front side.

[0043] Fig. 18 is a left-side elevation view of the embodiment of the engine with three rotary head and a single chamber.

[0044] Fig. 19 is a cross-sectional view taken along line G-G of Fig. 17, illustrating the internal structure and arrangement of parts inside the embodiment of the engine with three rotary head and a single chamber rotary head.

[0045] Fig. 20 is a cross-sectional view taken along line H-H of Fig. 18, showing additional internal details of the embodiment of the engine with a single rotary head and two chamber rotary heads.

[0046] Fig. 21 is an iso view of the embodiment of the engine with a single rotary head and a single chamber rotary head that utilizes a rotating union configuration.

[0047] Fig. 22 is a back elevation view of the embodiment of the engine with a single rotary head and a single chamber rotary head that utilizes a rotating union configuration, depicting the features visible from the back side.

[0048] Fig. 23 is a right-side elevation view of the embodiment of the engine with a single rotary head and a single chamber rotary head that utilizes a rotating union configuration, depicting the components visible from the right side.

[0049] Fig. 24 is a cross-sectional view taken along line I-I of Fig. 22, illustrating the internal structure and arrangement of parts inside the embodiment of the engine with a single rotary head and a single chamber rotary head utilizes a rotating union configuration.

[0050] Fig. 25 is a cross-sectional view taken along line J-J of Fig. 23, showing additional internal details of the embodiment of the engine with a single rotary head and a single chamber rotary head utilizes a rotating union configuration.

[0051] Best mode for carrying out the invention

[0052] Referring to drawings from Fig. 1 to Fig. 10, a rotary internal combustion engine in accordance with the present invention and the best mode of carrying it out comprises:

[0053] (i) a structural frame, that further comprises structural frame base (1) and structural frame cap (2); (ii) a piston rotary head (40) pivotally mounted on the middle part of the structural frame base (1), the piston rotary head (40) further comprises five rounded pistons (41, 42, 43, 44, and 45);

[0054] (iii) two chamber rotary heads (10) and (20) pivotally mounted on the structural frame base (1) and connected to the piston rotary head (40), the two chamber rotary heads (10) and (20) further comprises five chambers each (11, 12, 13, 14, and 15) and (21, 22, 23, 24, and 25) which act as combustion chambers, the chambers (11, 12, 13, 14, and 15) and (21, 22, 23, 24, and 25) are configured in a manner that when revolving pistons (41, 42, 43, 44, and 45) get inserted into and separated from them at appropriate angle to perform compression and combustion strokes, the pistons (41, 42, 43, 44, and 45) and the chambers (11, 12, 13, 14, and 15) and (21, 22, 23, 24, and 25) are further configured in a way that in operation and before each piston full get separated from its respective chamber the next piston partially get inserted into its respective chamber so that the piston rotaries head (40) and the chamber rotary heads (10) and (20) are consistently engaged together thus rotate evenly, the two chamber rotary heads (10) and (20) are further configured such that they create power strokes consecutively and mutually in order to generate more power overall and deliver it in a more smooth and consistent manner;

[0055] (iv) an ignition system comprising: four carbon brushes (61) each contained within a brush guides (60) that are mounted on two ends of the structural frame cap (2) and connected external electrical poles where two carbon brushes (61) are connected to the negative pole and the other two to the positive pole and where each opposite two are mounted on one end of the structural frame cap (2); ten electrical conductor (62) where each five are mounted circularly on both of the two chamber rotary head (10) and (20) and configured to contact and disconnect the negative carbon brush (61) successively when the chamber rotary heads (10) and (20) are rotating sea Fig. 9; ten spark plugs (59) installed inside each chamber (11, 12, 13, 14, and 15) and (21, 22, 23, 24, and 25) and connected to the electrical conductors (62) by electrical connecter (64) to receive electrical charges at the right timing to ignite compressed air-fuel mix to commence combustion stroke;

[0056] (v) an integrated air-intake, direct instant cooling and exhausting system that comprises: a plurality of air-intake ports (5, 6, 7, and 8) on the structural frame that allows forced in cool fresh air (4) by means of an forced induction device to enter the engine in order to directly cool heated up internal surfaces and push exhaust gases 56 out and replace them with cool fresh air (4), a plurality of exhaust ports (57 and 58) to allow exhaust gases (56) to escape the engine; (vi) a fuel injection system comprising: a fuel injector (9) mounted on the structural frame base

[0057] (I) and configured to inject fuel inside the chambers (11, 12, 13, 14, and 15) and (21, 22, 23, 24, and 25) to mix with air inside it right before the pistons (41, 42, 43, 44, and 45) get inserted into their respective chamber and seal it off and start compression stroke.

[0058] The Working Principle

[0059] In accordance with the best mode to carry out the invention and with a direct reference to Fig. 10 the working principle comprises of a three stages cycle: 1- Combined Exhaust and Intake stage, 2- Compression Stage, 3- Combustion Stage.

[0060] 1- Combined Exhaust and Intake stage:

[0061] Starting with the Combined Exhaust and Intake stage, the stage starts when a piston (41) get separated from chamber (11) which opens the sealed combustion chamber and ends a proceeding combustion stage (see Fig. 10 Stage a). Cool fresh air (4) is then forcibly injected into the chamber

[0062] (II) through air intake ports (5) by means of forced induction device for the continuity of this stage (see Fig. 10 stages b and c), the air is highly pressurised and injected in a form of an air beam through air intake ports (5) so that it reach the furthest inner point of the chamber (11) while leaving some room around it to allow exhaust gases (56) to escape out of the chamber (11) through exhaust ports (57) (see Fig. 8). This process continues for a sufficient time to ensure enough supply of cool fresh air (4), enough scavenging of the existing exhaust gases (56) resulted from proceeding combustion stage and a direct and instant cooling of the heated up inner surfaces by the continuously injected cool fresh air (4). The existing exhaust gases (56) gets forced out of the chamber (11) through exhaust ports (57) due to both force of the highly pressurised cool fresh air (4) getting injected into the chamber (11) through air intake port (5) and the force of centrifuge resulted from the spinning motion of the chamber rotary head (10). Towards the end of this stage a sufficient amount of cool fresh air (4) is trapped in the chamber (11) as it reaches a part of the structural frame base (2) where no exhaust ports (57) are available and only an air pressure control port (6) is located to regulate the air pressure as suitable for the upcoming compression stroke (see Fig. 10 stage d).

[0063] Simultaneously, the piston rotary head (40) end goes through a similar process that can be divided into three parts. In the first part, cool fresh air (4) is forcibly flushed into pocket (52) through air intake ports (7) by means of forced induction device (see Fig. 10 Stage a and b) and (Fig. 7). The pressure of the cool fresh air (4) forces existing exhaust gases (56) from a proceeding combustion stage to be pushed out of pocket (52) trough exhaust ports (58) to insures enough supply of cool fresh air 4, enough scavenging of the exiting exhaust gases (56) and direct cooling of the heated up inner surfaces by the continuously injected cool fresh air (4). Towards the end of the first part a sufficient amount of cool fresh air (4) is trapped in the pocket (52) as it reaches a part of the structural frame where no exhaust ports (58) are available and only an air pressure control port (8) is located to regulate the air pressure as suitable for the upcoming compression stage (see Fig. 10 Stage c). Then through second part, respective piston (41) gets engaged with second chamber rotary head (20) to perform other parallel compression and combustion stages (see Fig. 10 stages c to d). Then at the Third part the same process performed in the first part is repeated so that the respective piston (41) is again ready to perform the compression stage with the respective chamber (11) in the first chamber rotary head (10) (see Fig. 10 stages d and e).

[0064] 2- Compression Stage:

[0065] Then Compression Stroke stars when the rotating motion of the rotaries (10, 20, and 40) continue and the trapped air in the chamber (11) gets open to the trapped air in the pocket (51) between the pistons (41) and (45) in the piston rotary head (40) (see Fig. 10 stage e). At the very start of this stage fuel is injected by fuel injector (9) into the chamber (11) to get mixed with the trapped air there (see Fig. 10 stage e). Then the air fuel mixture is compressed as the volume of pocket (51) gets smaller due to the engagement mechanism configuration of both the chamber rotary head (10) and piston rotary head (40) and thus compressing the air fuel mixture in chamber (11) and mixing with it (See Fig. 10 stages e to f). Then piston (41) moves towards chamber (11) while pushing all the air in the pocket (51) into chamber (11) and seals it (See Fig. 10 stages f to g). As the motion contuse piston (41) further moves deeper inside the chamber (11) until it reach peak point where the volume of the chamber reaches its minimum and the air fuel mixture is compress to its highest level (See Fig. 10 stages g to h).

[0066] 3- Combustion Stage:

[0067] Then the combustion stroke starts slightly after peak compression point where piston (41) further rotates for about additional 6 degrees from the absolute up vertical position to prevent revers rotation when combustion take please and force rotaries (10, 20, and 40) to continue in their designed rotational directions (Fig, 10 stage h). Compressed air fuel mixture in chamber (11) is ignited at this point by spark plug (59) fitted at end part of chamber (11), and as a result of this pressure gets quickly build up forcing the piston (41) to move in a direction that make combustion chamber grow in volume and the combustion gases continue to expand rotating the piston rotary head (40), and thus power is generated (Fig. 10 stage h to a). Power stroke continues until piston (41) get separated from chamber (11) where combustion chamber gets open (see Fig, 10 stage a). Then the whole cycle starts again with Exhaust & Intake stroke.

[0068] Sparking system

[0069] The sparking system in this mode is configured to transfer electrical current from external electrical source to spark plugs (59) installed inside chambers at right timing through carbon brush set configuration. As illustrated in (Fig. 9) the sparking cycle can be divided to the following stages: stage a, no electrical current is transferred to the spark plug (59) as carbon brush (61) that is mounted to structural frame cap (2) and connected to external electrical negative pole is not in contact with electrical conductor (62) that is mounted on chamber rotary head (10) and electrically isolated by electrical Isolator (63) and connected to spark plug (59) through electrical connecter (64). stage b, electrical current is transferred to spark plug (59) through electrical connecter (64) and electrical conductor (62) as the later gets in contact with the carbon brush (61) connected to external electrical negative pole as the chamber rotary head (10) rotate. stage c, the electrical current is used to ignites the air fuel mixture with a spark at this stage and then discharged from the spark plug (59) to the chamber rotary head (11) that it is mounted on then to carbon brush (61) that is connected to an external electrical positive pole as it gets in contact with the chamber rotary head (11) when rotating. stage d, no electrical charge is transferred at this stage and the system is brought back to neutral state and is ready for the next sparking cycle.

[0070] However, in other embodiments the working principle may contain some minor differences to the one illustrated above. These differences should be directly identified when clearly understanding the details of the various embodiments in reference to the embodiment of the best of carrying out the invention.

[0071] Other embodiments of the invention

[0072] With reference to the present invention as disclosed in the summery of invention some other embodiment can be further devised, some of those are: In an alternative embodiment a single piston rotary head (40) is configured to engage with a single chamber rotary head (10) where each piston (41, 42, 43, 44 and 45) in the piston rotary head (40) get engage with a single chamber (11, 12, 13,14, and 15) in the chamber rotary head (10) (see Fig. 11, 12, 13, 14, and 15).

[0073] In one embodiment fuel injection configuration comprises: multiple direct fuel injectors (71) installed inside each chamber (11, 12, 13,14, and 15) in the chamber rotary head (10) and connected to main fuel supply source through a rotating union configuration to allow for direct injection of fuel into combustion chamber. The rotating union is further integrated with electrical signal transfer configuration to control fuel injection timing and intensity. This fuel injection system can be used for a direct injection of fuel that could be self-ignited into highly compressed air inside chambers (ll, 12, 13,14, and 15) for self-ignition engine type or it could be accompanied with spark plug based ignition systems for engines running of fuels that required sparks for ignition (see Fig. 21, 22, 23, 24, and 25).

[0074] In another embodiments a single piston rotary head (40) is configured to engage with three chamber rotary heads (10, 20, and 30) that are pivotal mounted on the structural frame around the piston rotary head (40) and connected to it where each single piston (41, 42, 43, 44, and 45) in piston rotary head (40) is sheared amongst three serpent chamber (11, 12, 13, 14, and 15), (21, 22, 23, 24, and 25), and (31, 32, 33, 34, and 35) each located in one of the three chamber rotary head (10, 20, and 30), this creates a compacted engine that is capable of creating more power strokes per single revolution of output shaft and deliver more power overall in a smooth and consistent manner (see Fig. 16, 17, 18, 19 and 20 ).

[0075] In some other embodiments a plurality of sets of piston rotary heads and their respective chamber rotary heads are connected to a common output shaft and configured to generate power strokes consecutively which delivers power in more smooth and consistent manner.

[0076] Industrial Applicability

[0077] The newly developed internal combustion rotary engine demonstrates significant industrial applicability across a range of sectors due to its compact, streamlined, and simple design. This engine is particularly well-suited for automotive applications, including passenger cars, motorcycles, and commercial vehicles, where space and weight optimization contribute to enhanced fuel efficiency and performance. In the automotive industry, the engine's ability to produce relatively more power strokes per revolution enables improved acceleration and responsiveness, making it ideal for high- performance vehicles. Its reliability and durability also make it a valuable option for industrial machinery, such as construction equipment and generators, where consistent performance is critical under demanding conditions.

[0078] The lightweight nature of the engine opens additional applications in aviation and marine industries, allowing for greater fuel efficiency and improved performance in aircraft and small vessels. It is also suitable for motorcycles, enhancing their performance and efficiency, as well as for drones, where weight reduction and compactness are essential for optimal flight performance. Furthermore, the engine’s features, such as integrated air intake, direct cooling, and exhaust gas scavenging, enhance its suitability for applications requiring optimal thermal management. The potential for improved fuel efficiency aligns with industry trends toward maximizing operational effectiveness.

[0079] Overall, this innovative internal combustion rotary engine addresses the growing demand for efficient, powerful, and reliable solutions across multiple sectors, positioning it as a versatile and competitive option for both existing and emerging markets.

[0080] Reference Signs List

[0081] (1) Structural Frame Base

[0082] (2) Structural Frame Cap

[0083] (3) Output Shaft

[0084] (4) Cool fresh air

[0085] (5) Air intake port for Chambers

[0086] (6) Air pressure control port for Chambers

[0087] (7) Air intake port for Pockets

[0088] (8) Air pressure control port for Pockets

[0089] (9) Fuel Injector

[0090] (10) First Chamber Rotary Head

[0091] (11, 12, 13, 14, and 15) Chambers in the First Chamber Rotary Head

[0092] (20) Second Chamber Rotary Head

[0093] (21, 22, 23, 24, and 25) Chambers in the Second Chamber Rotary Head (

[0094] (30) Third Chamber Rotary Head

[0095] (31, 32, 33, 34, and 35) Chambers in the Third Chamber Rotary Head

[0096] (40) Piston Rotary Head

[0097] (41, 42, 43, 44, and 45) Pistons

[0098] (51 and 52) Pockets between the Pistons

[0099] (56) Exhaust gases

[0100] (57) Exhaust gases port for Chambers

[0101] (58) Exhaust gases port for Pockets

[0102] (59) Spark Plug

[0103] (60) Brush Guide

[0104] (61) Carbon Brush (62) Electrical Conductor

[0105] (63) Electrical Isolator

[0106] (64) Electrical Connecter

[0107] (65) Fuel supply from fuel source (66) Fuel transfer line to Direct Fuel Injector

[0108] (67) Seal Ring

[0109] (68) Electrical wire connection to Direct Fuel Injection

[0110] (69) Electrical wire connection from external electrical / data source

[0111] (70) Electrical Brushes for rotary union configuration (71) Direct Fuel Injector

[0112] (72) Seal Interface for rotary union configuration

Claims

AMENDED CLAIMS received by the International Bureau on 23 July 2025 (23.07.2025)Claims

1. A rotary internal combustion engine, comprising: a structural frame; one or more piston rotary heads pivotally mounted on the structural frame, each piston rotary head comprising five curved pistons arranged around its perimeter and extending outward from its central rotation axis; one or more chamber rotary heads pivotally mounted on the structural frame, each chamber rotary head comprising five combustion chambers arranged around its perimeter and extending inward toward its central rotation axis, wherein each combustion chamber is formed with five enclosed sides and a main opening through which a piston from an engaging piston rotary head is inserted into and separated from the combustion chamber during rotation, thereby performing compression and combustion strokes, respectively; a configuration allowing each piston rotary head to engage with at least one chamber rotary head, and each chamber rotary head to engage with at least one piston rotary head, wherein each engaging piston rotary head and chamber rotary head are further configured to maintain continuous engagement throughout engine operation to ensure synchronized rotation, achieved via a continuous engagement mechanism whereby consecutive pistons are inserted into and separated from consecutive combustion chambers instantaneously and seamlessly; one or more intake and / or exhaust openings formed in the structural frame and configured to supply fresh air into the combustion chambers and scavenge exhaust gases therefrom; one or more fuel injectors configured to deliver fuel into the combustion chambers; and an ignition system selected from spark ignition, compression ignition, or another ignition mechanism compatible with the type of fuel used.

2. The engine of claim 1 , wherein the spark ignition configuration further comprises:a plurality of carbon brushes housed in brush guides mounted on the structural frame, wherein opposing brushes connect to an output pole and a return pole of an external power source to establish a complete ignition circuit; a plurality of electrical conductors mounted on the chamber rotary head, each electrically isolated from the chamber rotary head body and configured to receive electrical current from the carbon brush(es) upon contact during rotation; a plurality of spark plugs, each installed in a respective combustion chamber and electrically connected to a corresponding electrical conductor via an electrical connector, such that air-fuel mixture in each combustion chamber is ignited by an electrical spark; and a discharge path configured such that, after ignition, electrical current flows from the spark plug through the chamber rotary head to one of the carbon brushes, which comes into contact with the rotating chamber rotary head at appropriate timing and is electrically connected to the return pole of the external power source.

3. The engine of claim 1 , wherein fuel injectors are installed within each combustion chamber of the chamber rotary head for direct fuel injection, each injector being connected to a fuel supply via a rotating union, the rotating union further comprising an integrated electrical signal transfer configuration configured to transmit control signals for regulating fuel injection timing and intensity.

4. The engine of claim 1 , wherein one or more fuel injectors are mounted on the structural frame in a direction generally transverse to the rotation axis of the chamber rotary heads, each injector being directly connected to a fuel supply source and configured to inject fuel into the combustion chambers through their respective main openings when the combustion chambers are open and before the insertion of the pistons, such that the injected fuel mixes with the intake air prior to compression.

5. The engine of claim 1 , further comprising an integrated air-intake, direct cooling, and exhaust scavenging system, comprising:a forced induction device configured to supply forced cool fresh air; a plurality of air intake ports on the structural frame, configured to supply the forced cool fresh air onto each piston and into each combustion chamber immediately after a combustion stroke, such that the forced cool fresh air flushes all exposed surfaces of the pistons, and, in a form of an air beam directed generally transverse to the chamber rotary heads’ rotation axis, is supplied through the combustion chamber's main opening, reaches the combustion chamber’s innermost surfaces, thereby directly cooling all combustion-exposed surfaces, effectively displacing exhaust gases, and providing a fresh supply of cool air to prepare the combustion chamber for next compression stroke; a plurality of exhaust ports on the structural frame, configured to scavenge exhaust gases from the engine.

6. The engine of claim 1 , wherein a single piston rotary head engages with two or three chamber rotary heads such that each piston engages two or three combustion chambers, generating multiple power strokes per output shaft revolution and enabling smoother and more powerful operation.

7. The engine of claim 1 , wherein a plurality of piston rotary heads are sequentially mounted to a common output shaft, thereby generating more power strokes per single revolution of the output shaft.[0001][0002]Statement under Article 19(1)[0003]The amended claims respond to the Written Opinion’s objections to novelty and inventive step, particularly for Claims 1 and 4-6. These objections relied on prior art, especially FR1305741 A (Marsden) and US 3,780,710 (Przybylski), which were interpreted as disclosing or rendering obvious the claimed features. This statement clarifies how the amended claims overcome those objections through distinct structural and functional configurations not taught or suggested in the cited documents. Claim 1 introduces a system where each combustion chamber is formed with five enclosed sides and only one main opening for piston insertion. This differs fundamentally from Marsden’s open-sided cylinders sealed by fixed lateral plates. Marsden’s design lacks chamber self-containment, relies on external components for sealing, and cannot offer the same compactness, durability, and efficiency. The claimed configuration eliminates fixed plates entirely and integrates the enclosure into the chamber rotary head, resulting in improved performance and structural independence. These differences are neither disclosed nor suggested in Marsden and form the basis for novelty and inventive step.[0004]Claim 4 describes a distinct injection setup where fuel is introduced early through the combustion chamber’s main opening before piston entry, using frame mounted injectors oriented transversely to the chamber’s rotation axis. Marsden injects later, just before maximum compression, through sidewalls, causing impingement on fixed plates and poor mixing. In contrast, the claimed arrangement enables early air-fuel mixing within an enclosed chamber, aided by internal airflow from pre compressed intake, achieving a coordinated intake-injection dynamic that improves combustion efficiency and is absent in the cited references.[0005]Claim 5 clarifies a unique integrated airflow system. It describes a high-pressure air beam directed transversely through the main opening of each combustion chamber, specifically reaching the innermost regions of the enclosed chamber volume immediately after combustion. This contrasts with Marsden’s side-injected, which flows parallel to the rotation axis and fails to reach internal surfaces directly exposed to combustion, such as the fixed lateral plates. The claimed system ensures full-surface flushing and exhaust removal within a sealed chamber and achieves functional advantages through structural and directional integration not suggested in Marsden or Przybylski.[0006]Claim 6 builds on the enclosed system of Claim 1 by introducing synchronized engagement between one piston rotary head and multiple chamber rotary heads. This arrangement supports multiple power strokes per piston and is not taught in Marsden or Przybylski. The prior art does not contemplate such coordination within a sealed chamber architecture, and the assumptions in the Written Opinion regarding obviousness from their combination are invalid given the clarified scope of Claim 1. The configuration offers functional benefits in power density and synchronization and meets the criteria for both novelty and inventive step.[0007]The inventive aspects across these claims are now explicitly recited and clearly distinguishable from the cited references. No new subject matter has been added, and the amendments are fully supported by the original disclosure.

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