An internal combustion engine, includes a 1st rotor having two blades, rotating in the circular volume of the motor body block with variable angular speed; a 2nd rotor having two blades, rotating in the circular volume of the motor body block with variable angular speed, a rolling bearing provided between the 1st rotor and the 2nd rotor enables rotation of the 1st rotor and the 2nd rotor on each other; a 1st unidirectional rolling bearing between the 1st rotor and the back cover enables rotation of the 1st rotor and the 2nd rotor at different times and at different extents; a 3rd unidirectional rolling bearing transferring the 2nd rotor's rotation movements to the output shaft is provided on the internal collar of the 2nd rotor; a 4th unidirectional rolling bearing transferring the 1st rotor's rotation movements to the output shaft is provided on the internal collar of the 1st rotor.

An internal combustion engine, includes a 1st rotor having two blades, rotating in the circular volume of the motor body block with variable angular speed; a 2nd rotor having two blades, rotating in the circular volume of the motor body block with variable angular speed, a rolling bearing provided between the 1st rotor and the 2nd rotor enables rotation of the 1st rotor and the 2nd rotor on each other; a 1st unidirectional rolling bearing between the 1st rotor and the back cover enables rotation of the 1st rotor and the 2nd rotor at different times and at different extents; a 3rd unidirectional rolling bearing transferring the 2nd rotor's rotation movements to the output shaft is provided on the internal collar of the 2nd rotor; a 4th unidirectional rolling bearing transferring the 1st rotor's rotation movements to the output shaft is provided on the internal collar of the 1st rotor.

An engine assembly including an internal combustion engine configured to be received in an engine compartment and a heat exchanger having a first conduit fluidly connected to a fluid circuitry of the engine and a second conduit fluidly connecting an interior of the engine compartment to its environment. The first conduit is in heat exchange relationship with the second conduit. The assembly further includes a forced air system operable in use to provide an air flow from the environment to the outlet via the second conduit of the heat exchanger and the engine compartment. The assembly further includes a selector valve configurable to selectively fluidly connect an air intake of the internal combustion engine with the interior of the engine compartment in a first valve position and with the environment in a second valve position. A method for supplying air to an internal combustion engine is also discussed.

An engine assembly including an internal combustion engine configured to be received in an engine compartment and a heat exchanger having a first conduit fluidly connected to a fluid circuitry of the engine and a second conduit fluidly connecting an interior of the engine compartment to its environment. The first conduit is in heat exchange relationship with the second conduit. The assembly further includes a forced air system operable in use to provide an air flow from the environment to the outlet via the second conduit of the heat exchanger and the engine compartment. The assembly further includes a selector valve configurable to selectively fluidly connect an air intake of the internal combustion engine with the interior of the engine compartment in a first valve position and with the environment in a second valve position. A method for supplying air to an internal combustion engine is also discussed.

The present invention relates to a centrifugal suction-type hybrid vane fluid machine and, more particularly, to a centrifugal suction-type hybrid vane fluid machine wherein a cam ring, which rotates inside a compressor, has a plurality of final intake openings formed through the same from the inner peripheral edge to the outer peripheral edge thereof, thereby facilitating inflow of a fluid during rotation; an oil passage is formed therein so as to seal inner constituent elements and to apply a backpressure of vanes, thereby preventing leakage of the fluid and reducing friction; the same number of initial fluid discharge openings are formed as that of the vane or fluid chambers, thereby improving the efficiency of the compressor; and the cam ring is installed eccentrically so as to increase the rotational contact force, thereby improving the efficiency of the compressor while having all advantages of conventional compressors.

The Rotary Roller Motor (RRM) is a four cycle rotary internal combustion engine that uniquely overcomes many of the drawbacks of other rotary type engines, by having the Rotor roll around the inside of the engine block, rather than scraping it. This is accomplished with a two part rotor. The inner part of the rotor is composed of a Rotor Shaft (RS-12) with an Offset Circular Lobe (OCL-11) rigidly attached to it. The Outer Rotor (OR-9) fits symmetrically around the Offset Circular Lobe, with Inter Rotor Bearings (IRB-10) between the two to allow free movement. The four cycles are separated by two barriers; the Compression/Power Barrier (CPB-13), and the Exhaust/Intake Barrier (EIB-6). Compression is controlled by two non-reversing barriers, the Non-reversing Compression Barrier (NCB-3) and the Compression Hold Barrier (CHB-14), on either side of the Combustion Chamber (CC-2).

The Rotary Roller Motor (RRM) is a four cycle rotary internal combustion engine that uniquely overcomes many of the drawbacks of other rotary type engines, by having the Rotor roll around the inside of the engine block, rather than scraping it. This is accomplished with a two part rotor. The inner part of the rotor is composed of a Rotor Shaft (RS-12) with an Offset Circular Lobe (OCL-11) rigidly attached to it. The Outer Rotor (OR-9) fits symmetrically around the Offset Circular Lobe, with Inter Rotor Bearings (IRB-10) between the two to allow free movement. The four cycles are separated by two barriers; the Compression/Power Barrier (CPB-13), and the Exhaust/Intake Barrier (EIB-6). Compression is controlled by two non-reversing barriers, the Non-reversing Compression Barrier (NCB-3) and the Compression Hold Barrier (CHB-14), on either side of the Combustion Chamber (CC-2).

A rotary engine including at least two pilot subchambers each in parallel fluid communication with the internal cavity, so that each pilot subchamber is in fluid communication with the combustion chambers as the rotor rotates. Each of the at least two pilot subchambers in fluid communication with a corresponding pilot fuel injector. At least one ignition source is configured for igniting fuel in the pilot subchambers. A compound engine assembly and a method of combusting fuel in a rotary engine are also discussed.

A rotary engine including at least two pilot subchambers each in parallel fluid communication with the internal cavity, so that each pilot subchamber is in fluid communication with the combustion chambers as the rotor rotates. Each of the at least two pilot subchambers in fluid communication with a corresponding pilot fuel injector. At least one ignition source is configured for igniting fuel in the pilot subchambers. A compound engine assembly and a method of combusting fuel in a rotary engine are also discussed.

A method of casting a rotor using a cavity and core mold allows a longitudinal slot oriented transversely to the axis of rotation to be finish ground to high precision and tight tolerances by casting the slot to have a wider section which extends from the axis to a radius greater than the radii of the hubs of the rotor, and a narrower section which extends from the wider section to the outer surface of the rotor. The geometrical relation of the slot sections to the hubs as cast permits the grinding step to be performed without forming a leak path in either of the hubs.