CN113167172A - Rotor type internal combustion engine and method of operating the same - Google Patents

Abstract

The invention relates to a rotor type internal combustion engine, its working principle is driven by any inflammable substance, high in efficiency, reliable, easy to make, the technical result is realized by the apparatus of the invention and its working method, there is the biggest torque action in the internal combustion engine of the invention, and realize through the biggest working torque, the internal combustion engine of the invention has simple technical structure, can form different size and weight, can construct on the basis of the modular structure, the internal combustion engine of the invention does not have the organization of the back and forth movement.

Description

Rotor type internal combustion engine and method of operating the same

Technical Field

At present, the most widely used are piston power plants and transmissions for various applications, while rotary Internal Combustion Engines (ICE) or turbine engines (TA) are significantly rare. Since the 60's of the 19 th century, conventional piston-type two-stroke and four-stroke engines have been widely known. The moving element with a cylindrical piston is linearly reciprocated in a fixed chamber, which may be a cylinder. The piston is connected with the crankshaft through a connecting rod, when steam which is pre-compressed and mixed with fuel and oxidant (air can be used) is combusted in a sealed space between the piston and the cylinder, due to the increased pressure of hot gas, the linear working motion and the combustion process of the piston are simultaneously carried out, and the reciprocating motion of the piston is converted into the rotating motion of the crankshaft through a connecting rod mechanism.

For example, the working cycle of a four-stroke engine consists of successive technical phases: absorbing (entering) the working mixture, compressing the working mixture, igniting the working mixture and expanding the working mixture with the working substance (actual working stroke), and discharging the exhaust gas. The process of each stroke is accomplished by the upward or downward movement of the piston within the cylinder and it completes one half revolution of the crankshaft. This means that two revolutions of the crankshaft are performed in 4 strokes, and the fact that these two revolutions of the crankshaft demonstrate only one working stroke, working and producing significant power, i.e. the combustion-expansion stroke. It completes a half-turn of the work in 2 shaft revolutions of the whole work cycle, i.e. the working stroke is a quarter of each work cycle.

Background

Known rotary engine designs include planetary motion working elements, the most well known of which are f. van kel and f. frede [ h. harning. c. s. seikov, automotive rotary piston engine-1964 ]. The triangular rotor rotates around a gear fixed on the engine side cover through a sawtooth fluted disc connected inside the triangular rotor. In this case, the vertex of the rotor angle slides on the surface inside the working chamber of the engine, which has the shape of two conjugated cylinders. When the rotor rotates on the housing side wall and rotor land, its volume changes gradually, meaning that there is a continuous compression-expansion process in a four-stroke engine.

Since the 17 th century, rotary engines with sealed vanes (rotor-vanes) have been known [ licaudo G.R high speed internal combustion engine-M; mechanical book manufacturing press, 1960 ]. The modern design of this machine was invented as rotor compressor by a. The rotor is disposed in a circular or elliptical chamber with its axis of rotation offset from the center of the body. The rotor houses movable vanes, which may extend radially, with their edges abutting the body wall. The difference in the extension heights of adjacent blades results in a difference in their areas, and thus, when pressure is applied to the space between adjacent pressure blades, a force is generated that moves toward the blades of a larger area, thereby rotating the rotor. However, due to the fundamental drawbacks of this structure, although there do exist gas engines implementing this principle, high quality internal combustion engines have not been produced based on this technical principle.

The principle of gas turbines has been known since 1791. [ David, Norman (2003), gas turbine-development and engineering. Published by watch manufacturers. Page 206. ISBN 1-929148-20-8], discloses a turbomachine. In such heat engine systems, working gas that combusts fuel is released from the combustion chamber through a nozzle and enters the turbine rotor blades causing them to move.

The efficiency of piston engines is relatively high (up to 60%) and good engine life [ engine life// soviet university encyclopedia/projohnov; a third edition; the great encyclopedia of Soviet Union, 1974, T.17.-C.63.-616c ]. The low power limits the increase of the rotation speed and the torque due to a large amount of alternating inertia load and reciprocating crank-link mechanisms and the driving of the valve train with a quite complicated structure.

The van kel and fleided rotary engines are relatively simple in design and highly power efficient. [ H, Halinine; C. sleigh zernike fus; automotive rotary piston engine-M; 1964 ], but they also have high emission temperatures and toxicity, high heat capacity strength and wear rate of the main parts, high fuel and oil consumption, no torque advantage over piston engines, and complicated manufacturing of the main parts.

The disadvantages of high power turbines are low economic efficiency and low acceleration, high requirements on the heat resistance of the materials, and the inability to create turbines of small weight and size with good structural and technical performance.

The prior internal combustion engine with low efficiency mainly adopts two different strokes (technical operation flows): the combustion-working object stroke and the working object expansion stroke are combined into a combined stroke. In such a combined stroke, the two different processes do not proceed well nor completely. Expansion under combustion conditions will produce a mechanism in which the expansion process will proceed under extreme operating conditions, while combustion does not proceed completely under the extreme conditions of pressure and temperature drop. Therefore, in order to achieve this technical process essential compromise, the existing engine must be cooled and subjected to exhaust emissions that will combust at very high temperatures. The average thermodynamic power of modern internal combustion engines does not exceed 30%.

Known internal combustion engines (6-stroke Rotary engines, with rotating closure parts, rotor parts for different purposes, with constant combustion chamber volume, arranged in the working rotor) are known-Rotary internal combustion engines (Rotary internal combustion engine), US patent No. US3,699,930. The object of the invention is to design a rotary internal combustion engine with simple working parts and separate compression and expansion parts for the working fluid. The invention is designed based on a well-known golmann engine scheme (e.i. alcatoff, b.c. blohonia and other marine rotary engines; L; shipbuilding, 1967, page 34). In a rotor type engine housing there are two structural parts of the rotor part, each part being located in its own chamber. Two rotor blades rotate and two closing drums are provided in each chamber. The first structural part (rotor part) is the working mixture compression part (compressor) and the second structural part (rotor part) is the combustion expansion part (power machine or rotordynamic part).

Each structural member is operated by the rotor and closing drum rotating to change the volume of compression or expansion. By rotation of the rotor, the rotor blades and the closing drum surface form a variable volume portion therebetween.

A feature similar between the claimed invention and the referenced prior art is the basic working element of the engine-a rotating disc, made in the form of a disc element with piston-type blades, one of which compresses a new charge of working mixture and the other converts the pressure of the combustion working gas (working fluid) into a mechanical rotary motion, working in pairs with each rotor of the locking drum, with cavities for the passage of the rotating blades.

The disadvantages of the prior art currently referenced are the following design structural features:

in this configuration, it is proposed to combine two technical processes in one cycle: a compressed working mixture combustion process and a combustion gas expansion process;

unstable idle operation;

in this design, the elements that perform the closing and opening process of the compression and expansion parts of the rotor parts and the power rotor parts are provided with grooves on the rotor end faces of both rotor parts. This solution means that, in a short time, they will not be able to provide the gas exchange process in the entire rotor blades of the power rotor part, thereby considerably impairing the thermodynamic efficiency of the engine. In case of sufficient length, these pipes will ensure a complete gas exchange process, and the length of these pipes corresponds to the "dead volume", which will meaningless enlarge and reduce the degree of compression when moving compressed gas from one rotor part to another.

In this design, three blades are provided on the rotor, and two closing drums are provided in the rotor part, each closing drum having two grooves through the rotor blades. Therefore, the side cylindrical surfaces of the rotor and of the closing drum should move at different linear speeds, which requires active lubrication of the surfaces and friction-sliding on their contact lines.

In this design, three vanes are provided on the rotor and two closing drums are provided on the rotor part, each closing drum having two grooves through which the rotor vanes pass. Therefore, when the rotor is rotated between the blades, when the high-pressure gas is burned, a "dead zone" is formed for a certain time, sandwiching two adjacent rotor blades between (rotordynamic part), and a useful expansion work cannot be generated. The same is true for the compressor rotor section: in the work flow, there will be a period of time during each revolution in which the working mixture is sandwiched between adjacent rotor blades and is not compressed. Such a region occurs in both rotor sections for each revolution, which would significantly reduce the efficiency of the referenced prior art engine.

Known "internal combustion engine" discloses: 5-Stroke Rotary internal Combustion Engine, rotor internal Combustion Engine with rotating closing element, independent compression and expansion part of working fluid and fixed volume independent combustion chamber structure. Russian patent No. 2330972. The object of the invention is to design a simple working part rotation and compression and expansion parts of the working fluid of a rotary internal combustion engine. The present invention, the closest prior art, is based on the well-known engine, the so-called majeldahl raekel (Trachsel) (e.i. acatoff and v.s. bocutof et al; marine rotor engine; luninggler; shipbuilding, 1967). The rotary engine, the closest prior art claimed, contains two functional modules in a housing, each in its own compartment, in which the vane rotor and the closing drum rotate. This working mixture compression part (compressor) and combustion-expansion part (power machine). Each module operates by rotating in two adjacent rotors of the same diameter to produce a volume change that compresses or expands. Each module comprises a rotor with piston-type blades and a closed drum, this configuration passing through the holes of the rotor blades, the blades and the rotor rotating one against the other.

The similarity between the present invention and the referenced prior art is the division of the housing into different structural chambers, wherein the compression and expansion processes of the working fluid occur separately. The main working elements of the engine are in unison-the rotors rotate, being done in the manner of disc-like members of piston-type blades, one of which compresses a fresh supply of working mixture and the other which changes the pressure of the combustion gases into mechanical rotation, as if each pair of rotor closure drums included a cavity passing through a rotating blade.

The closest prior art to the engine operation method of the invention claimed by the inventor is RU2373408, a heat engine operation method and apparatus, which aims at expanding the sealed blade and rotor internal combustion engine during combustion to introduce an additional vaporization process to perform the reciprocating motion. The method injects water into the pre-combustion chamber and the main combustion-expansion chamber, and the expansion stroke is achieved when the process is performed partially (approximately half). It is believed that this will help to turn this water jet into a vapor of hot combustion gases, help to increase the expansion section working gas pressure and lower the overall temperature, thereby improving engine efficiency and solving its cooling problems.

The drawback that hinders the referenced prior art from achieving high technical results is the following way of operating the engine:

the water injection in the combustion-expansion chamber is carried out during half of the expansion stroke, the volume of the expansion part of which is increased by half of its maximum value. At this point, the combustion process (which would be affected by the injection of water) is expected to be complete. But at this time, the pressure of the combustion portion of the working gas is still high. Because of this, the injection of water under high pressure necessitates the use of complex equipment and high costs, thereby significantly reducing the efficiency of such engines.

Since the water injection is performed at half the "expansion" process. I.e. when the rotor blade has passed half the expansion path. In this case, the time of contact of the water with the hot working gas of combustion and the hot surfaces of the engine components will be about twice as short as the maximum possible time. That is, if water is delivered at the beginning of the expansion stroke, the contact time is reduced by half. This reduced heat exchange contact time can affect steam sufficiency and heat transfer from the hot gases and engine components to the steam and water. Therefore, the efficiency of this engine operating mode will be lower than the maximum possible;

the closest prior art to the claimed invention is internal combustion engine patent, russian number RU 186706U 1. It comprises a housing; a driving rotor having an outer cylindrical surface with a rigidly fixed gear and saw tooth like lobes; a rotor having an outer cylindrical surface, with a rigidly fixed gear and a groove corresponding to the active rotor blade; means for preparation and ignition of the working mixture; an exhaust component for exhaust gases.

The disadvantages of this patent are as follows: the possibility of idle running and low efficiency.

Disclosure of Invention

A rotary internal combustion engine (RD), using gasoline or diesel oil, is designed for use in power plants for automobiles, shipbuilding, aeronautical construction, etc.

The present invention relates to a rotary internal combustion engine, comprising: the engine part, the compressor part and connect the gear part, engine part and compressor part contain: rotors-active and passive rotors-located in a housing with each other, the engine comprising a system of supply air, fuel injection into the combustion chamber, ignition of the fuel mixture, exhaust, air and water cooling of the rotor blades. Passages are provided in the passive rotor of the engine to convey hot gases from the combustion chamber to the region of rotation of the rotor, and water is injected into the region of rotation of the rotor for increasing the pressure in the expansion stage and cooling the blades. The engine also includes a pressure relief mechanism.

The invention has the technical effects that: by a universal engine driven by any combustible substance, it has the characteristics of high efficiency, reliability and easy manufacture.

The technical result is achieved by the device and the operating method thereof, the engine having a maximum torque effect and being operated with a maximum operating torque. The engine has a simple technical structure, can have different sizes and weights, and can be manufactured on the basis thereof into a modular structure. There is no reciprocating machinery within the engine.

The engine includes a housing with a structural hole, the housing is a stator, at least two rotors are arranged in the housing, combustion heat energy is converted into mechanical energy to drive the engine due to the rotation of the rotors, and the engine further comprises auxiliary elements such as an ignition part and a decompression mechanism.

Air is provided by high pressure into the cavity of the passive rotor, which may be part of the fuel mixture, as the rotor rotates. As the rotor rotates further into the rotor chamber, the fuel mixture components are injected through the orifices. After the mixed fuel component is fed into the combustion chamber, ignition is performed by the ignition means. In this case, there is no gap between the rotor tangent circle of the working rotor drum and the corresponding rotor cavity, and at this time, ignition is performed, and the rotor rotates and moves by the combustion process to generate a working stroke. Thus, the active rotor transmits motion to the gears of the passive rotor through the gears on its shaft. In this case, the working rotor is the active rotor, while the passive rotor is passive. At the same time, the combustion chamber is covered by the outer surface of the rotating drum. In this configuration, the exhaust occurs under pressure generated after the combustion of the fuel mixture components in the rotor chamber is completed and during rotation reaches the exhaust ports in the engine housing. The driven rotor and the driving rotor are connected through a gear. The rotation resistance of the rotary shaft can be temporarily reduced by supplementing air through the pressure reducing mechanism of the rotor chamber. The use of the pressure reducing mechanism allows the engine to start without sufficient power.

The technical effect is realized by a rotor type internal combustion engine, which comprises the following components: the stator at least comprises two drums, at least two rotors and a gear pair, and is a fixed shell. At least one of the rotors is an active rotor and at least one is a passive rotor, the passive rotor drum being provided with at least one passage for the passage of the vanes of the active rotor drum. In this case, the stator comprises at least: a decompression mechanism, an intake valve, and an ignition member. The gear pair is provided in a manner not slidable with respect to each other, and is an essential component of the active rotor and the passive rotor. The passive rotor may contain channels corresponding to the channels of the auxiliary rotor drum. The shaft, gear, drum of any rotor may be integral or separate components, or the rotor may be a composite element. There may be more than one drum per rotor, the channels of the drums being displaceable relative to each other and the blades of the drums relative to each other by "n" degrees, where n is between 0 ° and 360 °, for example: 30 ° or 45 °. The ratio of the larger drum to the smaller drum in the active and passive rotors is an integer from 1 to N, provided that the smaller drum has no more than 1 vane or channel (═ 1). The ratio of the number of the passive rotor drums to the number of the active rotor drums is equal to the ratio of the number of the channels of the passive rotor drums to the number of the blades of the active rotor drums.

Accordingly, the configuration of the rotary internal combustion engine can achieve a recognized technical result. Namely, the efficiency of the engine is improved, and the design structure of the engine is simplified.

Drawings

The invention of the application is shown in the following figures:

FIG. 1 is a schematic view of a rotary internal combustion engine in its entirety;

FIG. 2 a rotary internal combustion engine housing;

FIG. 3 is a pair of moving parts of a rotary internal combustion engine;

FIG. 4 shows a driving rotor shaft of a rotary internal combustion engine;

FIG. 5 a passive rotor shaft of a rotary internal combustion engine;

FIG. 6 is a driving drum of a rotary internal combustion engine;

FIG. 7 a passive drum of a rotary internal combustion engine;

FIG. 8 a passive rotor of a rotary internal combustion engine;

FIG. 9 is a driving rotor of a rotary internal combustion engine;

FIG. 10 is an overall view of a rotary internal combustion engine having a multi-chamber housing;

FIG. 11 is an overall view of a rotary internal combustion engine having a multi-rotor design;

FIG. 12 is a longitudinal duct cross-section of a multi-chamber internal combustion engine, with corresponding angular displacement of the drums.

The engine comprises the following components:

1. a housing;

2. a driving rotor;

3. a passive rotor;

4. a driving rotor drum portion;

5. a passive rotor drum portion;

6. an intake valve through which a fuel mixture component is injected;

7. an ignition component;

8. the exhaust hole can freely discharge the exhaust gas;

9. the outer surface of the engine drum wheel of the driving rotor is provided with saw-toothed blades;

10. a channel in the outer surface of the driven rotor drum, the channel possibly having a through hole;

11. a driven rotor gear;

12. a drive rotor gear;

13. a pressure reducing mechanism;

14. an aperture communicating between an engine ambient and an interior region;

15. a passive rotor channel.

Detailed Description

In the following detailed description of embodiments of the invention, numerous implementation details are set forth in order to provide a thorough understanding of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without these specific details. In other instances, well-known techniques, procedures, and components have not been described in detail so as not to obscure the present invention in detail.

Furthermore, it will be apparent from the foregoing that the invention is not limited to the described embodiments. Many possible modifications, variations, changes, and substitutions will now occur to those skilled in the art, while retaining the spirit and form of the present invention.

The housing 1 has a cylindrical cavity which accommodates the active rotor 2 and the passive rotor 3 without play.

The housing 1 may be composed of various structural materials that can withstand the operating pressures of a rotary internal combustion engine. Namely: the working temperature is 2000 ℃, and the working pressure is 10 MPa. The housing 1 may be assembled as a whole or from a plurality of parts. The housing 1 of the engine may be multi-chambered so that more than one drum may be placed on the active and passive rotors within the housing 1 for the purpose of increasing the power or changing the specifications of a rotary internal combustion engine. At the same time, the housing 1 may also be composite, which leads to variations in engine power and specification characteristics. The body of the engine housing 1 of the rotary type comprises a series of structural holes for injecting the combustible mixture components into the combustion chamber, housing the ignition elements and the decompression mechanism. However, the working area as a combustion chamber is limited by the outer wall of the housing 1, which is the surface of the chamber formed inside the housing, so that 3 surfaces become part of the housing 1, and the other part will be the part where the internal combustion engine is moving.

In this case, the fixed housing has openings on its outer surface to release the combustion products and supply the combustion reaction mass.

In the cylindrical cavity of the housing 1, an active rotor 2 and a passive rotor 3 are mounted. The rotor can be made of a single component or an assembly of "rotor-drum" components, thereby simplifying the engine design and improving the reliability of the engine. The rotor is made of a structural material capable of withstanding alternating loads during engine operation, such as: aluminum alloys, steel, and cast iron. The passive rotor 3 may be provided with a chamber inside for providing a fuel mixture.

On the drum 4 of the driving rotor, there are provided blades 9 in the form of gear lobes which can move in the housing 1 without play on the inner chamber surface. The drum 5 of the passive rotor is provided with channels 10 ensuring a synchronous free passage with the blades 9 of the rotor 2, while maintaining a close contact on its outer ring, forming the working chamber of the engine. The working regions of the internal combustion engine formed by the blades in the variant with the multi-chamber housing 1 can be displaced by n degrees relative to one another, where n can take values of 0 ° to 360 °. This displacement is done in pairs (relative to the active rotor displacement, the corresponding passive rotor displacement is the same-for the blades to pass through the channels), again the drum cannot move on the rotor shaft. Typically this displacement of the plurality of rotors occurs sequentially, at a mutual angle that is a multiple of 30 or 45 degrees.

The housing 1 is provided with an intake valve 6 that can inject combustible substances, an ignition element 7 that ignites the mixture, and a decompression mechanism 13. The hot gases are exhausted through the exhaust holes 8. The rotational movement is transferred from the active rotor to the passive rotor by means of the gears 11 and 12 on the rotors.

The operation of the rotary internal combustion engine shown in the figure is as follows.

When the vane 9 moves from the passage 10 to the position of the inlet valve 6, suction (or compressor injection) occurs and air enters the working space through the holes in the passive rotor. The vanes 9 close the channels 10 at approximately the same time intervals as the drum rotates through the inlet valve 6 and the passive rotor 5, which acts as a butterfly valve. With further movement of the vane, the components of the combustible mixture are injected into the working chamber through the inlet valve 6, the inlet valve 6 being ignited when the vane passes the ignition element 7, the gases formed during combustion acting on the inlet valve 6. The blades 9 create a torque on the active rotor 2. The vanes on the drum move in the direction of the exhaust 8 and exhaust gases formed by the combustion of the combustible mixture components are expelled through the exhaust 8.

Five stroke processes are achieved in a rotary internal combustion engine: 1-injecting air to generate compression; 2-fuel supply; 3-igniting the fuel; 4-rotary work by combustion; 5-release of exhaust gases through the vent.

During the operation of the rotary type internal combustion engine, the following operations are performed. A gas or oxidant is delivered through the intake ports 14 to create pressure in the combustion chamber, and then a fuel mixture is provided, along with the oxidant, to produce a component of the fuel mixture for combustion. The ignition element 7 is activated by an electric current or signal supplied from a battery or an external power grid or other means before the supply of combustion material to the combustion chamber is stopped. The ignition part 7 causes combustion of the fuel mixture. During combustion hot gases are generated, which build up pressure on the blades 9, the drum 4, the driving rotor 2. The vanes 9, the drum 4 and the driving rotor 2 are moved with the same trajectory as the shape of the combustion chamber housing, in which case the tips of the vanes are in close contact with the combustion chamber housing, maintaining the pressure and preventing the vanes 9 from slipping. When a negative pressure is generated in a part of the engine, i.e., the combustion chamber of the rotor chamber, the pressure balance is generated by the decompression mechanism, which also contributes to facilitating the start-up and operation of the rotor type engine. At the same time, the movement is transmitted through the gear 12 of the rotor 2, the gear 11 of the driven rotor 3. The gears perform a rotational movement, causing the active rotor 2 and the passive rotor 3 to rotate, thereby moving the drum 5 of the passive rotor 3. The active rotor drum 4 and the passive rotor drum 5 run synchronously because there is no slip in the motion. The vanes 9 move in the direction of the exhaust holes 8, and the generated hot gas is exhausted. Upon reaching the exhaust port, the hot gases are exhausted to the environment surrounding the engine, which may be the ambient environment. The position of the drum 5 of the passive rotor 3 ensures that the channel 10 can pass the vane 9 as the vane 9 passes the vent hole 8 to prevent engine seizure. In this case, the tightness of the combustion chamber can be achieved by the closure of the external surface of the drum of the passive rotor, preventing pressure drops and engine stops. The cycle is repeated after the vanes 9 have passed the exhaust holes 8 located before the inlet 6. When a multi-chamber housing is used, the above process occurs in each chamber. This process may be relatively delayed by k times, which is the time taken to pass through the operating region, to allow the operating time of the engine to more evenly apply the operating torque to the rotor. This is the operating principle of a rotary internal combustion engine.

In the present application, preferred embodiments of the claimed embodiments are disclosed, which should not be used as limiting the specific embodiments thereof, as it will be apparent to the skilled person without going beyond the scope of protection of the other claims claimed.

Claims (18)

1. A rotary internal combustion engine comprising: a stator, at least two rotors, at least two drums and a pair of gears, in which case the stator is a stationary housing, the rotors are at least one active rotor and at least one passive rotor, in which case the drum of the active rotor has at least one vane and the drum of the passive rotor has at least one channel for the vane to pass through the drum of the active rotor,

the stator includes: a pressure reducing mechanism in the form of a closed orifice, an intake valve and an ignition feature for a fuel ignition device.

2. A rotary internal combustion engine according to claim 1, wherein the pair of gears are relatively non-slidable and are respectively integral with the active and passive rotors.

3. A rotary internal combustion engine according to claim 1, wherein the passive rotor further comprises a channel that mates with a channel of the drum of the passive rotor.

4. A rotary internal combustion engine according to claim 1, wherein the rotor shaft of the rotary internal combustion engine is integral with the respective drum and gear.

5. A rotary internal combustion engine according to claim 1, wherein there is more than one drum per rotor.

6. A rotary internal combustion engine according to claim 5, wherein relative displacement is provided between the drums provided on the rotor shaft.

7. A rotary internal combustion engine according to claim 1, wherein the ratio of the larger drum to the smaller drum in the active and passive rotors is an integer from 1 to N, provided that the smaller drum has no more than 1 vane or channel.

8. A rotary internal combustion engine according to claim 1, wherein the ratio of the number of passive rotors and active rotor drums is equal to the ratio of the number of channels of the passive rotor drum to the number of blades of the active rotor drum.

9. A rotary internal combustion engine according to claim 1, wherein the diameters of the gears are equal to the diameters of the driving rotor drum and the driven rotor drum, respectively.

10. A rotary internal combustion engine according to claim 4, wherein the rotor is completed by assembly.

11. A rotary internal combustion engine according to claim 1, characterized in that it comprises more than one pressure relief mechanism.

12. A method of operating a rotary internal combustion engine, characterized in that a mixed fuel component is injected into a combustion chamber through an intake valve, while the mixed fuel component is ignited by an oxidizer and an ignition element, the hot gases produced by the combustion of the mixed fuel component drive vanes to move, and under the pressure of these gases an active rotor forms a torque, said active rotor transmitting motion to a passive rotor through a pair of gears, and exhaust ports exhaust air as the active rotor rotates in the engine housing.

13. A method according to claim 12, wherein the combustion chamber is enclosed by a passive rotor drum outer surface.

14. The method of claim 12, wherein the pressure reducing mechanism operates the internal combustion engine at idle.

15. The method of claim 12, wherein the fuel mixture for combustion is provided to a rotary internal combustion engine.

16. The method of claim 12, wherein the fuel mixture component for combustion is provided to a rotary internal combustion engine.

17. A method according to claim 12, wherein the air or fuel mixture component is conveyed through the passive rotor drum conduit as the vanes pass through the conduit into the combustion chamber.

18. A method according to claim 12, wherein the water vapour is supplied through the inlet valve after the fuel mixture has been injected into the combustion chamber during operation of the rotary internal combustion engine.

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