FIELD OF INVENTION:
The present invention relates in general to rotary internal combustion engines. The present invention in particular, relates to the rotary internal combustion engines with separate compression and combustion chambers to provide higher mechanical efficiency. BACKGROUND AND PRIOR ART:
The drawbacks of a conventional internal combustion engine, in which reciprocal movements of the pistons are translated into rotation of a crankshaft via special transduction means, are well known. The major ones are: 1) low efficiency coefficient due to loss on fiiction of slide between pistons and cylinders walls and transduction of reciprocal-to-rotational motion; 2) excessive vibrations due to imbalances in the whole piston-transduction mechanism-crankshaft system; 3) high weight. The real alternative to the conventional reciprocal internal combustion engine (CICE) is rotary internal combustion engine (RICE), in which the energy of expanding gasses directly drives the rotation of the shaft.
Reference may be made to the following:
US Patent No. 3,895,609 relates to rotary internal combustion engines and more particularly to an engine of the character described having unique intake, sealing and/or valving arrangements.
US Patent No. 7,077,098 relates to internal combustion engines, in particular to true rotary engines in which the energy of combusted gases directly drives rotation of the rotor and whose working members rotate around an axle fixed on a rotor.
US Patent No. 6,994,067 relates to variable valve timing mechanism for a rotary valve assembly used in an internal combustion engine, and more particularly to a variable valve timing mechanism where both the inlet port and the exhaust port are in the same rotary valve.
Patent No. 5,513,489 relates intermittent combustion engines in which the combustion products are used as a motive fluid.
Publication no. WO 2009/020491 relates to an engine has a crankshaft. A compression piston within a compression cylinder is coimected to the crankshaft such that the compression piston reciprocates through an intake stroke and a

-3-
compression stroke. An expansion piston within an expansion cylinder is
connected to the crankshaft such that the expansion piston reciprocates through an i
expansion stroke and an exhaust stroke. A crossover passage intercormects the
compression and expansion cyhnders. The crossover passage includes a crossover
compression valve and a crossover expansion valve.
Many models of rotary internal combustion engine (now on abbreviated as RICE) have been proposed and patented. Most existing models apparently suffer either from excessive complexity translatable into high weight and cost of production or do not provide notable gains in the efficiency coefficient due to inability to reduce leakage of gases among working members.
The most advanced model of Rotary Internal Combustion Engine in terms of industrial elaboration is Wankel engine. However, this model still suffers from problems in pressurization of the combustion chamber, insufficient durability of compression elements, poor fuel efficiency especially at low loads and enhanced emission of carbon oxides.
Thus several methods are provided for the rotary internal combustion engine. The structure is complex due to many components and tangled intrinsic system of gas conduits. Thus the manufacturing cost becomes high. There are various disadvantages of conventional piston engine with low efficiency coefficient due to transduction of reciprocal-to-rotational motion, excessive vibrations and auto ignition and detonation problem. The reliability and durability of gas sealing mechanisms in existing technical solutions also remains a matter of concern.
Hence the present invention provides a rotary internal combustion engine which eliminates the problem of intake & exhaust valves, camshaft, cams, lifter rods, crank and timing belts keeping in mind the leakage problem and makes the design mechanically simple and lightweight.
OBJECTS OF THE INVENTION:
The main object of the present invention is to provide an improved rotary internal combustion engine, which is simple and light in weight.
Another object of the present invention is to provide an improved rotary internal combustion engine with higher compression ratio.

-4-Yet another object of the present invention is to provide rotary internal combustion engine that reduces the chances of auto ignition of fuel. Still another object of the present invention is to provide the rotary internal combustion engine with high thermal and mechanical efficiency. Another object of the present invention is to provide a rotary internal combustion engine, which has a simple mechanical design.
Yet another object of the present invention is to provide a rotary internal combustion engine, which reduces emissions.
Still another object of the present invention is to provide the a rotary internal combustion engine which increases the power output as well as the engine life due to significant reduction of vibrations.
Another object of the present invention is to provide a rotary internal combustion engine with increased power to weight ratio.
Still another object of the present invention is to provide rotary internal combustion engine with parts that spin continuously in one direction and give a smooth power output to the engine.
Another object of the present invention is to provide a rotary internal combustion with superior design that can withstand higher CR and hence results in higher thermal efficiency.
SUMMARY OF THE INVENTION:
The present invention provides a rotary internal combustion engine (RICE) which eliminates intake & exhaust valves, camshaft, cams, lifter rods, crank and timing belts. The engine according to the present invention is mechanically simple and light in weight.
In a preferred embodiment of the present invention, a rotary internal combustion engine has a cylindrical body comprising of compression and a combustion chamber. The compression and the combustion chambers are divided into two parts by the passage valves in the respective chambers. Each part in the Compression chamber has its unique intake port. Similarly each part in the Combustion chamber has its unique exhaust port. The pistons move in a clockwise manner. Intake occurs behind the piston and compression ahead of it.

-5-
Similarly combustion occurs behind the piston and exhaust ahead of it. The gases once compressed in the compression chamber are passed to the combustion chamber. The use of two separate chambers, one for intake & compression and other one for combustion & exhaust ensure that compressed gases do not mix with the exhaust gases, hence reducing chances of auto ignition of fuel.
In another embodiment of the present invention, the specially designed valve passage allows only the piston to pass through and restricts the passage of gases through it. The robust design controls the opening and closing of the passage valve eliminating the requirement of cams.
In another embodiment of the present invention, the opening and closing of
compression-combustion separator valve allows a restricted entry of gases from
compression chamber to the combustion chamber.
In another embodiment of the present invention, the engine has fewer moving
parts that give the design an advantage as it produces less vibration and shows
high mechanical efficiency.
BREID DESCRIPTION OF THE DRAWINGS
It is to be noted, however, that the appended drawings illustrate only typical
embodiments of this invention and are therefore not to be considered for limiting
of its scope, for the invention may admit to other equally effective embodiments.
Figure 1 shows a schematic diagram of the working cycle according to the present
invention;
Figure 2A shows isometric view of compression and combustion chamber in
complete assembly according to the present invention;
Figure 2B shows internal isometric view of compression and combustion chamber
according to the present invention;
Figure 3 shows exploded view of subparts of rotary internal combustion engine;
Figure 4 shows internal view of compression and combustion chamber according
to the present invention;
Figure 5 shows slider cam assembly according to the present invention;
Fig 6 shows the working cycle that is, the pressure v/s volume curve.
Fig 7 (1-18) shows the parts of rotary combustion engine
Fig 8,9, 10 and 11 shows the various graphs.

-6-DETAILED DESCRIPTION OF THE DRAWINGS:
Accordingly the present invention provides a rotary internal combustion engine (RICE) with improved mechanical design, which includes a central rod rotatable about a central rod axis of engine and two cylindrical chambers (one for intake and compression and another one for combustion and exhaust). The pistons move in a clockwise manner. Intake occurs behind the piston and compression ahead of it. Same is for combustion and exhaust. The passage valve is a specially designed valve, which allows only the piston to pass through, but restricts the passage of gases through it. The passage valve divides the cylindrical chambers into 2 half The robust design controls the opening and closing of the Passage valve eliminating the requirement of cams. The compression-combustion separator valve allows the restricted entry of gases from compression chamber to combustion chamber. Its timings are also integrated in the design and no extra cams are attached to the central rod (a replacement of crank in the design). Fig. 2A, 2B, 3, 4, 5 show different views of rotary internal combustion engine according to the present invention. The rotary engine has a cylindrical body comprising of compression and a combustion chamber with two intake and two exhaust ports respectively.
Fig 6 shows the graph of pressure v/s volume the isentropic compression. Referring to the Figure 7, showing the 2-phase Rotary Internal Combustion Engine shows all the parts (1) Central rod (2) Spokes. (3). Compression spokes cover with slider cam (4) Compression spokes cover without slider cam, (5) Compression piston, (6) Compression sealing, (7) Compression passage valve with CC valve, (8),Compression upper cover, (9 Compression lower cover ,(10) Compression slide cover, (ll)Combustor spokes cover with slider cam, (12) Combustor spokes cover lower part with slider Cam ,(13) Combustor sealing, (14) Combustor Piston, (15) Combustor passage valve ,(16)Combustor upper cover (17) Combustor lower cover, (18) Combustor side cover.
Central rod
Referring to the figure 7 showing part 1 is the central rod and it supersedes the
Crankshaft as in CICE. The holes la and lb are used to fix part 2 onto part 1
through the holes 2a in part 2. They can be fixed together by using rivets or bolts.

-7-Spokes
Part 2 in fig 7 is designed, keeping in mind the goal of minimizing the weight of the Invention. 2a helps us fix part 2 onto part 1. 2b and 2c are designed in a manner such as to give a better fixity to part 3 and 4 when they are placed over their surface. 2d denotes the spokes which provide structural strength to the design.2e helps in housing the sealing ring i.e. part 6. 2f is the raised surface. It aligns with the surfaces of part4 and part 3. 2g surface houses the parts 5 and 14 directly over the spokes 2d.
Compression spokes cover with slider cam
Part 3 in fig 7 represents the cover to be mounted over the surface 2d. 2c fits into 3c giving the part a better fixity in order to reduce vibrations.3a provides structural strength as well as a rigid hold. 3e is the cam slider. The rollers moimted on part 7g roll over the surface of 3e in order to move part 7 in the upward direction. This controls the opening and closing of the valves. After part 7 reaches the top most position of 3e, it is pushed down on to its original position by springs inside 8e. 3d is the space provided for housing part 6.
Compression spokes cover without slider cam
Part 4 in fig 7 is similar to part 3 but it doesn't have the slider cam. The valve in the compressor opens only in one direction. Hence there is no slider on part 4. 4a, 4b, 4c, 4d have the same function as 3a, 3b, 3c, 3d.
Compression piston
Part 5 in fig 7 represents the compressor piston. 5a denotes the grooves into which part 6 can be fixed into. 5b is the back part of the piston. It's flat because there is a need of suction zone behind the piston. Surfaces 2g and 5e are generally fixed to each other pennanently.5c shows a 45 degree slope given to the piston. This is done because of the valve i.e. part 7. As 7 starts to open it slides over surface 5c maintaining the continuum till all the gases have been pushed towards the cc separator valve. This indeed helps improve the compression ratio.

-8-
Compression sealing
Part 6 in fig 7 is the compressor sealing. This provides clearances between the surfaces of part 3, 8 and part 4, 9. This clearance is very small but it is just enough to stop the surfaces from touching each other. Moreover these rings provide a tight seal stopping any leakage of gases 6a and 6b are 3 units in height. 6b coincides with the surface 2f and is one unit in height; 6a is 2 units in height. One unit goes inside 9c and 8f in the upper and lower ring and one unit remains in the clearance.
Compression passage valve with CC valve
Part 7 in fig 7 is a combination of the passage valve as well as the cc separator valve. 7e represents the cc separator valve. It's opening and closing is coupled with the passage valve. Hence we see both as a single imit.7a is the ring which fits into 8e. The spring that is inside the cavity 8e pushes on to the 7a ring. 7b represents the roller cavity. A cylindrical roller is fitted over 7g. This helps the valve to slide over 3e in a very convenient manner. 7d is the actual passage valve. 7f is the rod, which connects both valves and maintains a proper slider mechanism.
Compression upper cover
Part 8 in fig 7 is placed over part 3. It is placed in the same manner as 9 is placed over 4.1t is a stationary part. 8a is a cavity provided for the purpose of intake of fuel air mixture. 8b provides the structure which is used to fix other stationary parts like part 10 .8c is the cavity through which 3e can freely move during the rotation. 8e provides the cavity into which a spring is housed. 8e is also a cavity for fitting in 7a. Part 7 fits into 8d. 8f is a I unit depth cut into which 6a can fit into.
Compression lower cover
Part 9 in fig 7 is housed over part 4 but part 9 does not come in contact with part 4 as there is a small gap present between them due to the presence of the sealing surface 6a. This is a stationery part. 9a is the gap through which part I is put through. 9b is the structure which helps us fix other stationary parts to part 9. 9f is the hole provided on 9b for bolts. 9c holds the extended surface of part 7 in a

-9-closed position. 9e is a 1 unit depth cut into the structure to hold the extended surface of part 6a. Compression slide cover
Part 10 in fig 7 is the external cover. It not just provides a covering to the piston and other parts, but also provides passages for the movement of compressed gases into the combustor. It also provides an airtight seal. 'lOa is the cavity into which compressed gases are pushed in. They come out at I Ob. 10c and lOd hold 9c and 8d respectively. lOe provides the path through which part 7 can easily slide through. The holes 1 Of coincide with 8f and can be bolted. 1 Oh is a cavity through which we pass 7e. I Oh provides structural strength as well as an outer covering to the cc separator valve i.e. part 7e.
Combustor spokes cover with slider cam
Part 11 in fig 7 is placed over part 2 which is connected to the second hole in part 1. Hence 1 hole houses the compressor and the other, the combustor. All the parts labeled have similar functions to parts mentioned in Part 3 i.e. lie functions similar to 3e and etc.
Combustor spokes cover lower part with slider cam
Part 12 in fig 7 may seem similar to part 11 but the slope 1 le and 12e are in the
opposite direction. When 11 and 12 are placed in an assembly then they look like
an arrow head. This kind of design is used here because the combustor valves i.e.
part 15 opens in two directions.
Combustor sealing
Part 13 in fig 7 is the combustor sealing. There is only a small alteration in the
design but all the parts function in the same way as Part 6 does.
Combustor Piston
Part 14 in fig 7 represents the combustor piston. The part 13a fits into the grooves 14a. The combustor piston is flat at both sides. 14b represents the upper surface of the piston . 14c is always fixed to the surface 2g.

-10-Combustor passage valve
Part 15 in fig 7 represents the combustor valve. There are 2 sets of valves used in the design. 15a is the ring which fits into 16e. The spring that is inside the 16e cavity pushes onto 15a ring. 15b represents the roller cavity. A cylindrical roller is fitted over 15e. This helps the valve to slide over lie and 12e in a very convenient manner. 15d is the actual passage valve. When two set of such valves are used, they open in opposite directions.
Combustor upper cover & Combustor lower cover
Part 16&17 in fig 7 are placed over part 12 &13 respectively. Part 16 and 17 are similar. The only difference between part 16 and 17 is, 17 does not have the port 16a. 16a is a cavity provided for the spark plug. 16 b provides the structure on to which other stationary parts like part 18 can be fixed on. Both 16 and 17 are stationary parts. The hole 16f helps us on bolting the part 16, 17& 18 together. 16c is the cavity through which 12e can freely move during the rotation. 16e provides the cavity into which a spring is housed.8e is also a cavity for 15a.
Combustor side cover
Part 18 in fig 7 is the cover for the Combustor. It not only provides structural
strength, but it also has passages which allow the flow of compressed charge into
the combustor. It also holds the rear part of the cc separator valve. The part makes
sure that the cc separator valve doesn't fail.
Part 18a in fig 7 is the port from where the compressed fuel air mixture enters the
combustion chamber.) Part 18a also houses the cc separator valve at the rear end.
18b goes into 10b and fits in as a male-female joint. This joint hence avoids any
leakage of gases. 18c is a groove into which the extended surface of 16e fits into.
Similar is for 18d. 18e is the slider path for the valve i.e. part 15. 18f shows the
holes into which bolts are to be fastened. 18g is the outer surface. 18h is the part
through which the compressor combustor separator valve is passed (18i refers to
the exhaust Port, there is no exhaust valve used at the exhaust port.
Figure 8 shows the complete assembly of the engine. The figure below shows a
view without parts 10 and 18 to give us a better perspective and understanding

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about the working mechanism of the engine. The parts 2,5,6,1 rotate in a clockwise manner. As parts 16,14,2 are coupled to 1, they also rotate along with the parts above. Together they form the rotating part of the engine. Parts 7 and 15 move in a reciprocating manner in order to open and close the valves when required. The inclined sliders on 3,11 and 12 help open and close the valves.
Calculations
Stoichiometric Chemical Reactions: -
CgHig + 12.5 O2 + 3.76(12.5) N2 ■* 8 CO2 + 9 H2O + 47 N2
Air contains many constituents, particularly oxygen, nitrogen, argon and inert
gases. Its volumetric composition is approximately 21% oxygen, 78% nitrogen
and 1% argon. Since neither nitrogen nor argon enters into the chemical reaction,
it is sufficiently accurate to assume that the volumetric air proportions are 21%
oxygen and 79% nitrogen and that for 100 moles of air, there are 21 moles of
oxygen and 79 moles of nitrogen.
Moles of N2/Moles of O2 = 79/21 =3.76
Compression ratio r =10
At the start of Compression Ti = 298K (Assume Atmospheric Temperature)
At the start of Compression Pi = latm (Assume atmospheric pressure)
Residual fraction f (Chamber 1) =0
Calorific Value Qp = 44000 KJ/Kg (Lower Calorific Value)
Equivalence Ratio = (A/F)actuai / (A/F)stoichiometric
For stoichiometric mixtures.
Equivalence ratio = 1
(Air/fuel ratio)stoichiometric = mass of air/mass of fuel
= (mass of O2 + mass of N2) per mole fuel / mass
of fuel per mole fuel
= (12.5*32 + 47*28)7(12*8 + 1*18)
= 15.05 Thermodynamic Properties are taken from Newhall and Starkman Charts [John B. Heywood (1988)] Unbumed Mixture charts: -Assumptions: -

-12-The compression process is reversible and adiabatic. The fuel is in vapour phase.
The mixture composition is homogenous and frozen (no reaction between the fuel and the air).
Each mixture in the mixture can be modeled as an ideal gas No heat loss in CC separator valve
4'(T)=-To ^ T
(D(T)=-To ^ T
^(T2)=^(Ti)-nwR'ln(v2/vi) -(1)
a)(T2)= 0(Ti)+ Uw R^ ln(P2/Pi) -(2)
Isentropic compression functions, ^ (J/kg air-K) and 0(J/kg air-K), as function of
temperature for unbumed isooctane air mixture.
Hw is no. of moles of unbumed mixture per kg of air
At equivalence ratio =1
F/A =0.0661
Kilograms of mixture per Kilogram of air =1.0661
nw R' =292J/kg air-K
At Ti =298K
4'(T,) =0;
^(T2) =0-2921n(l/10)=672.354 J/kg air-K
At *I'(T2) = 672.354 J/kg air-K, from isentropic compression chart
T2 =620K
Pi =latm
= 1.013 bar= 1.013*10^ Pa From ideal gas law V, =nwrTi/P,
= 292*298/(1.013*10^)
= 0.87 m^/kg air
P2 = P, *(T2/T,)*(Vl/V2)
= 1.013* (620/298)* 10 = 20.8 bar

-13-V2 =vi/r
= 0.87/10
= 0.087 m^/kg air At T2=620 K, Us2 = 300 KJ/kg air At Ti=298 K, Usi = 0 KJ/kg air
The compression stroke works, assuming the process is adiabatic. We = Us(T2) - Us(T,) = 300 - 0 = 300 KJ/kg air Burned Mixture Charts Assumptions:
1. Each species in the mixture can be modeled as an ideal gas.
2. The mixture is in thermodynamic equilibrium at temperatures above 1700 K; the mixture composition is frozen below 1700 K.
3. At the datum state of 298.15 K and 1 atm the chemical elements in their naturally occurring form (N2, O2, H2 as diatomic gases and C as solid graphite) are assigned zero enthalpy and entropy.
For process 2-3 constant volume adiabatic combustion
u(T3) = u(T2) = Us(T2) + u°f,u = 300-355.5 = -55.5KJ/kg air
for Equivalence ratio = 1;
u% = -118.5-2963f = -355.5KJ/kg air
here assume f=0.08
u°f,u - Internal Energy of formation of unbumed mixture at 298.15K per kg of air
in original mixture
V3 = V2 = 0.087 m^/kg air
locating (us, V3) on the burned mixture chart
T3 = 2866K
P3 = 8125 KN/m^ = 81.25 bar
53 = 9.25 KJ/kg air-K
For process 3-4 adiabatic expansion
Following constant entropy process from state 3-4
54 = S3 = 9.25 KJ/kg air-K
V4 = vi = 0.87 m^/kg air
locating (V4, S4) on the burned gas chart u(T4) =-1600KJ/kgair P4 = 625KN/m^ = 6.25 bar

-14-T4= 1800K Expansion Work
We = u(T3)-u(T4) = -55.5 + 1600 = 1544.5KJ/kg air Net Work Output
W = expansion work - compression work = 1544.5 - 300 = 1244.5 KJ/kg air Indicated Thermal Efficiency Tith = W/(m*Qp)
= W/[(l-f)*0.0662*Qp]
= 1244.5/[(l-0.08)*0.0662*44000]
= 0.4644*100
= 46.44% Indicatied mean effective pressure
Imep = W/(Vi-V2)
= 1244.5 * 103/0.783 = 15.894* 10^ NW = 15.894 bar Volumetric Efficiency Tiv = mactual/mtheoritical
= l-f/(PoVs/RTo)
= l-0/(l*1.013*10^*(0.87-0.087)/(287*298))
= 0.9367 * 100
= 93.67% Mactuai is mass of air actually inducted on the intake stroke
Mtheoreticai IS mass of theoretically air that would occupy the displacement volume Vs at Po and To of the atmosphere
The advantage of the designed rotary engine is that it uses least possible moving parts when compared to the normal piston engine. One major advantage of the design is that it completely eliminates any possibility of knocking. By reducing moving parts one could reduce the weight of the engine. The 2-phase cycle gives out up to 4 times the power given out by conventional reciprocating piston engine. . Our aim is to further focus on increasing the thermal efficiency. There is surely an increase in mechanical efficiency. Calculations show that the theoretical thermal efficiency achieved is 46.44% for compression ratio r =10 at

-15-stoichiometric mixture. On the basis of different plotted graph the thermal efficiency v/s compression ratio, v/s equivalence ratio and mean effective pressure v/s CR is plotted as shown in fig 8,9,10,11 .It was found that on increasing CR (Compression Ratio), the thermal efficiency of the engine will also increased. As there is no restriction on knocking in compression chamber, high compression ratio for the same fuel results in high thermal efficiency. The rotary engine described in the invention has some great potential as its engine promises a better thermal and mechanical efficiency. Enhanced and smoother power outputs are secondary benefits. Advantages
1. The engine according to the present invention is mechanically simple and light in weight.
2. The present invention gets two power strokes in one rotation of central rod in the rotary design.
3. A rotary engine with the same combustion capacity of the piston counterpart will produce four times the power.
4. The lightweight of the engine increases the field of application to the field of aerospace.
5. The engine could be used for light helicopters and small airplanes.
Numerous modifications and adaptations of the system of the present
invention will be apparent to those skilled in the art and thus it is intended by
the appended claims to cover all such modiflcations and adaptations, which
fall within the true spirit and scope of this invention.

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REFERENCES
1. H. N. Gupta. Fundamentals of Internal Combustion Engines. India: PHI Learning Pvt. Ltd., 2006.
2. John B. Heywood. Internal Combustion Engine Fundamentals. New York: McGraw-Hill, 1988.
Nomenclature
RICE Rotary Internal Combustion Engine
IC Internal Combustion
CR Compression Ratio
^F Isentropic compression function, as function of temperature for
unbumed isooctane air mixture at constant volume
(t> isentropic compression function, as function of temperature for
unbumed isooctane air mixture at constant pressure
rjth Indicated Thermal Efficiency
Imep Indicated mean effective pressure
r|v Volumetric Efficiency
Wc Expansion Work
u Internal Energy
Wc Compression stroke work
Us Sensible internal energy
nw no. of moles of unbumed mixture per kg of air
f Residual fraction
niactuai mass of air actually inducted on the intake stroke
nitheoriticai mass of theoretically air that would occupy the displacement
volume v/s at Po and To of the atmosphere
Vs Swept Volume
u°f,u Intemal Energy of formation of the unbumed mixture at 298.15K
Qp Calorific Value
A/F Air-fuel ratio
CC Compressor Combustor

WE CLAIMS:
1. A rotary internal combustion engine comprising at least one compressor chamber and one combustion chamber with two intake and two exhaust ports respectively, wherein the said compressor chamber comprises of two compressor piston single slider passage valve, compressor side upper cover, compressor side lower cover, compressor sealing, compressor spokes cover without slider; compressor spokes cover with slider cam and wherein the combustor chamber comprises combustor piston along with, spokes inner assembly and compressor combustor separator valve, double slider passage valve, combustor side upper and lower cover, combustor sealing, a slider cam mechanism with stationary and rotating part, mounted on the central rod to control the opening and closing of the passage valves, along with spokes, upper and lower cover with slider cam.
2. The rotary internal combustion engine as claimed in any of the preceding claims wherein said rotary engine has a cylindrical body.
3. The rotary internal combustion engine as claimed in any of the preceding claims wherein all the said parts in a rotary engine spin continuosly in one direction along the circumference of the circle.
4. The rotary internal combustion engine as claimed in any of the preceding claims wherein the said engine gets two power strokes in one rotation of central rod in the rotary design and hence same combustion capacity of the piston counterpart produces at least four times the power.
5. The rotary internal combustion engine as claimed in any of the preceding claims wherein the said passage valve is a double slider valve, which allows only the piston to pass through, but restricts the passage of gases through it.
6. The rotary internal combustion engine as claimed in any of the preceding claims wherein said compression-combustion separator valve allows a restricted entry of gases from compression chamber to combustion chamber.
7. The rotary internal combustion engine as claimed in any of the preceding claims wherein said engine produces less vibration and shows high mechanical efficiency.
8. The rotary internal combustion engine as claimed in any of the preceding claims wherein said engine follows a rotary cycle in which all the four process i.e. suction, compression, expansion and exhaust occur simultaneously.
9. A rotary internal combustion engine substantially as herein described with reference to the drawings accompanying the specification.