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A

PAPER PRESENTATION brought to


you by Ritesh Bhusari
ON
CONTENT
 INTRODUCTION
 INTRODUCTION TO DESIGN CONCEPT
 MODE OF OPERATION
 IMPORTANT DESIGN FEATURES
 BALL PISTON PUMP
 ENGINE PERFORMANCE AND PREDICTION
 RESULT & DISCUSSION
 CONCLUSION
INTRODUCTION
 THE ORIGINAL CONCEPT WAS INTRODUCED IN
YEAR ‘1990’
 MODIFY VERSION OF TRIED & PROVEN OTTO CYCLE
 NO. OF STROKES ‘4’ OR ‘8’ OR ’12’ OR MORE
 FRICTION REDUCE BY USING HYDRODYNAMIC
LUBRICANT
 ROTARY TYPE OF I.C.ENGINE
Fig. 3 Side exploded section view of engine design
Fig. 2 End section view of engine design
IMPORTANT DESIGN
FEATURES
 OPERATION IS SAME AS THAT OF I.C.ENGINE
 NO NEED OF MOVING PART & VALVE TRAIN
 HARDWARE IS SIMPLE IN GEOMETRY WITH ONLY BALL
PISTON & ROTOR ARE MOVING PART
 MINIMUM SLIDING FRICTION
 NO NEED OF PISTON RING, PISTON PIN, CONECTING ROD &
CRANKSHAFT BEARING
 CONSTANT VOLUME PROCESS
 MULTIROTOR CAN BE IMPLEMENTED ON O/P SHAFT , ‘4’ OR ‘8’
OR ’12’ OR MORE STROKE IN A SINGLE REVOLUTION
 SMOOTH POWER DELIVERY
DESIGN CONCEPT OF TRACK

 DESIGN ELLIMINATE INERTIA FORCE ON EACH BALL


 WHEN ROTOR SPINS BALL MOVES RADIALLY INWARD AND
OUTWARD THAT CAUSES CORRIOULIS AND OTHER
ACCELERATION FORCES
 NET T.F PRODUCE FRICTION BETWEEN BALL AND
CYLINDER WALL.
 BY NARROWING AND WIDENING- ELIMINATE T.F
 DESIGN WILL TAKES A BALL IN A SYNCHRONISED FASHION
 ROTATIONAL SPEED OF ROTOR=> CENTRIFUGAL FORCE ON
BALL RADIALLY
 CANCELLATION OF FORCES
Fig. 7 On the left is a side view of the tracks
(In Fig. 7) Showing the path of the balls.
ENGINE PERFORMANCE AND
PREDICTIONS
 SIMULATION MODEL:--
 MULTI-ENERGY DOMAIN ENGINE
 MODEL BASED ON EQUATION OF MOTION
 LEAKAGE MODEL BASED ON SIMPLE ORIFICE FLOW
 LEAKAGE AT STATOR/ROTOR IS ZERO
 WORKING GAS FOLLOWS IDEAL GAS LAW
 STEADY STATE HEAT TRANSFER
 PROCESS AT CONSTANT ROTATION RATE AND ENGINE LOAD
 O/P SHAFT TORGUE,INTERNAL FORCE,PRESSURE &
TEMPRETURE WERE O/P
Fig.8 Specific power comparison for track designs (2 inch diameter
silicon nitride ball, mean ball position radius=10.00 inch, 0.1 coefficient of
friction, bal diametral clearance of 0.001 inch)
Fig. 9 Torque comparison for track designs (2 inch diameter silicon nitride
ball, mean ball position radius=10.00 inch, 0.1 coefficient of friction, ball
diametral clearance of 0.001 inch)
RESULT & DISCUSSIONS

fig. 1 Power comparison of ball piston and conventional


engines
 FIG 1, SHOW THE GRAPH DRAWN FOR SHOWING THE POWER COMPARISION
OF BALL PISTON ENGINE & CONVECTIONAL ENGINE FROM WHICH WE CAN
SAY THAT IN BALL PISTON ENGINES THE POWER & SPEED GRAPH IS LINER
AS FRICTION LOSSES ARE VERY LOW AS COMPARED TO CONVECTIONAL
ENGINE .
CONCLUSION
 ANALYSIS SHOW THAT THE BALL PISTON ENGINE HAS POTENTIAL
FOR ACHIEVING HIGHER EFFI. THAN PISTON I.C. ENGINE
 TEST HAVE SHOWN THAT CRITICAL LEAKAGE & FRICTION
CHARACTERISTICS ARE CONSISTENT
 THIS KINEMATIC DESIGN DEVICES TO ELIMINATE FRICTION
CONTRIBUTION FROM INERTIA FORCES
 THE CONVECTIONAL CARBURETION/ INDUCTION & EXHAUST
SYSTEMS ARE APPLICABLE TO NEW ENGINE
 THE PRECISE MANUFACTURING ARE NEED FOR PRODUCTION OF
MATERIAL
 THE NEW DESIGN CONCEPT CAN BE IMMEDIATELY APPLIED TO
COMPRESSOR & PUMP IN PARALLEL WITH FURTHER ENGINE
DEVELOPMENT
REFERENCES:-
 1) A NEW SPIN ON THE ROTARY ENGINES BY S.ASHLEY.

 2) I.C.ENGINE FUNDAMENTALS BY HEYWOOD J. B.

 3)www. Ballpistonengine.com
THANK YOU
DIFFERENCE
BALL PISTON ENGINE I.C.ENGINE
1)SIMPLE IN DESIGN AS LOW 1)COMPLEX IN DESIGN AS LARGE
MOVING PART MOVING PART
2)HIGH POWER TO WEIGHT RATIO 2)LOW POWER TO WEIGHT RATIO

3)NO NEED OF VALVE TRAIN 3)VALVE TRAIN IS NEEDED

4)HIGH EFFI. THAN CONVECTIONAL 4)LOW EFFI.

5)4, 8, 12 OR MORE NUMBERS OF 5)2 OR 4 NUMBER OF STROKES CAN


STROKES CAN BE ACHIVED BE ACHIVED
6)NO NEED OF PISTON RING , 6)SLIDING FRICTION IS OCCURED
PISTON PIN, CONNECTING ROD & BETWEEN PISTON PIN, PISTON
CRANKSHAFT BEARING, SO RING, CONNECTING ROD &
REDUCE SLIDING FRICTION , CRANKSHAFT BEARING, SO THAT
INCREASE O/P REDUCES POWER O/P