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PAPER PRESENTATION brought to you by Ritesh Bhusari

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CONTENTCONTENT

INTRODUCTIONINTRODUCTION INTRODUCTION TO DESIGN CONCEPTINTRODUCTION TO DESIGN CONCEPT MODE OF OPERATIONMODE OF OPERATION IMPORTANT DESIGN FEATURESIMPORTANT DESIGN FEATURES BALL PISTON PUMPBALL PISTON PUMP ENGINE PERFORMANCE AND PREDICTIONENGINE PERFORMANCE AND PREDICTION RESULT & DISCUSSIONRESULT & DISCUSSION CONCLUSIONCONCLUSION

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INTRODUCTIONINTRODUCTION

THE ORIGINAL CONCEPT WAS INTRODUCED IN THE ORIGINAL CONCEPT WAS INTRODUCED IN YEAR ‘1990’YEAR ‘1990’

MODIFY VERSION OF TRIED & PROVEN OTTO CYCLEMODIFY VERSION OF TRIED & PROVEN OTTO CYCLE NO. OF STROKES ‘4’ OR ‘8’ OR ’12’ OR MORENO. OF STROKES ‘4’ OR ‘8’ OR ’12’ OR MORE FRICTION REDUCE BY USING HYDRODYNAMIC FRICTION REDUCE BY USING HYDRODYNAMIC

LUBRICANTLUBRICANT ROTARY TYPE OF I.C.ENGINEROTARY TYPE OF I.C.ENGINE

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Fig. 3 Side exploded section view of engine design

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Fig. 2 End section view of engine design

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IMPORTANT DESIGN IMPORTANT DESIGN FEATURESFEATURES

OPERATION IS SAME AS THAT OF I.C.ENGINE OPERATION IS SAME AS THAT OF I.C.ENGINE NO NEED OF MOVING PART & VALVE TRAINNO NEED OF MOVING PART & VALVE TRAIN HARDWARE IS SIMPLE IN GEOMETRY WITH ONLY BALL HARDWARE IS SIMPLE IN GEOMETRY WITH ONLY BALL

PISTON & ROTOR ARE MOVING PARTPISTON & ROTOR ARE MOVING PART MINIMUM SLIDING FRICTION MINIMUM SLIDING FRICTION NO NEED OF PISTON RING, PISTON PIN, CONECTING ROD & NO NEED OF PISTON RING, PISTON PIN, CONECTING ROD &

CRANKSHAFT BEARINGCRANKSHAFT BEARING CONSTANT VOLUME PROCESSCONSTANT VOLUME PROCESS MULTIROTOR CAN BE IMPLEMENTED ON O/P SHAFT , ‘4’ OR ‘8’ MULTIROTOR CAN BE IMPLEMENTED ON O/P SHAFT , ‘4’ OR ‘8’

OR ’12’ OR MORE STROKE IN A SINGLE REVOLUTIONOR ’12’ OR MORE STROKE IN A SINGLE REVOLUTION SMOOTH POWER DELIVERYSMOOTH POWER DELIVERY

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DESIGN CONCEPT OF TRACKDESIGN CONCEPT OF TRACK

DESIGN ELLIMINATE INERTIA FORCE ON EACH BALLDESIGN ELLIMINATE INERTIA FORCE ON EACH BALL WHEN ROTOR SPINS BALL MOVES RADIALLY INWARD AND WHEN ROTOR SPINS BALL MOVES RADIALLY INWARD AND

OUTWARD THAT CAUSES CORRIOULIS AND OTHER OUTWARD THAT CAUSES CORRIOULIS AND OTHER ACCELERATION FORCESACCELERATION FORCES

NET T.F PRODUCE FRICTION BETWEEN BALL AND NET T.F PRODUCE FRICTION BETWEEN BALL AND CYLINDER WALL.CYLINDER WALL.

BY NARROWING AND WIDENING- ELIMINATE T.FBY NARROWING AND WIDENING- ELIMINATE T.F DESIGN WILL TAKES A BALL IN A SYNCHRONISED FASHIONDESIGN WILL TAKES A BALL IN A SYNCHRONISED FASHION ROTATIONAL SPEED OF ROTOR=> CENTRIFUGAL FORCE ON ROTATIONAL SPEED OF ROTOR=> CENTRIFUGAL FORCE ON

BALL RADIALLYBALL RADIALLY CANCELLATION OF FORCESCANCELLATION OF FORCES

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Fig. 7 On the left is a side view of the tracks(In Fig. 7) Showing the path of the balls.

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ENGINE PERFORMANCE AND ENGINE PERFORMANCE AND PREDICTIONSPREDICTIONS

SIMULATION MODEL:--SIMULATION MODEL:-- MULTI-ENERGY DOMAIN ENGINE MULTI-ENERGY DOMAIN ENGINE MODEL BASED ON EQUATION OF MOTIONMODEL BASED ON EQUATION OF MOTION LEAKAGE MODEL BASED ON SIMPLE ORIFICE FLOWLEAKAGE MODEL BASED ON SIMPLE ORIFICE FLOW LEAKAGE AT STATOR/ROTOR IS ZEROLEAKAGE AT STATOR/ROTOR IS ZERO WORKING GAS FOLLOWS IDEAL GAS LAWWORKING GAS FOLLOWS IDEAL GAS LAW STEADY STATE HEAT TRANSFERSTEADY STATE HEAT TRANSFER PROCESS AT CONSTANT ROTATION RATE AND ENGINE LOADPROCESS AT CONSTANT ROTATION RATE AND ENGINE LOAD O/P SHAFT TORGUE,INTERNAL FORCE,PRESSURE & O/P SHAFT TORGUE,INTERNAL FORCE,PRESSURE &

TEMPRETURE WERE O/PTEMPRETURE WERE O/P

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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)

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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)

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RESULT & DISCUSSIONSRESULT & DISCUSSIONS

FIG 1, SHOW THE GRAPH DRAWN FOR SHOWING THE POWER COMPARISION OF BALL PISTON ENGINE & CONVECTIONAL ENGINE FROM WHICH WE CAN SAY 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 .THAT IN BALL PISTON ENGINES THE POWER & SPEED GRAPH IS LINER AS FRICTION LOSSES ARE VERY LOW AS COMPARED TO CONVECTIONAL ENGINE .

fig. 1 Power comparison of ball piston and conventional engines

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CONCLUSIONCONCLUSION ANALYSIS SHOW THAT THE BALL PISTON ENGINE HAS POTENTIAL ANALYSIS SHOW THAT THE BALL PISTON ENGINE HAS POTENTIAL

FOR ACHIEVING HIGHER EFFI. THAN PISTON I.C. ENGINE FOR ACHIEVING HIGHER EFFI. THAN PISTON I.C. ENGINE TEST HAVE SHOWN THAT CRITICAL LEAKAGE & FRICTION TEST HAVE SHOWN THAT CRITICAL LEAKAGE & FRICTION

CHARACTERISTICS ARE CONSISTENT CHARACTERISTICS ARE CONSISTENT THIS KINEMATIC DESIGN DEVICES TO ELIMINATE FRICTION THIS KINEMATIC DESIGN DEVICES TO ELIMINATE FRICTION

CONTRIBUTION FROM INERTIA FORCES CONTRIBUTION FROM INERTIA FORCES THE CONVECTIONAL CARBURETION/ INDUCTION & EXHAUST THE CONVECTIONAL CARBURETION/ INDUCTION & EXHAUST

SYSTEMS ARE APPLICABLE TO NEW ENGINESYSTEMS ARE APPLICABLE TO NEW ENGINE THE PRECISE MANUFACTURING ARE NEED FOR PRODUCTION OF THE PRECISE MANUFACTURING ARE NEED FOR PRODUCTION OF

MATERIALMATERIAL THE NEW DESIGN CONCEPT CAN BE IMMEDIATELY APPLIED TO THE NEW DESIGN CONCEPT CAN BE IMMEDIATELY APPLIED TO

COMPRESSOR & PUMP IN PARALLEL WITH FURTHER ENGINE COMPRESSOR & PUMP IN PARALLEL WITH FURTHER ENGINE DEVELOPMENTDEVELOPMENT

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REFERENCES:-REFERENCES:-

1) A NEW SPIN ON THE ROTARY ENGINES BY S.ASHLEY.1) A NEW SPIN ON THE ROTARY ENGINES BY S.ASHLEY.

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

3)www. Ballpistonengine.com3)www. Ballpistonengine.com

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THANK YOUTHANK YOU

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DIFFERENCEDIFFERENCE

BALL PISTON ENGINEBALL PISTON ENGINE I.C.ENGINEI.C.ENGINE

1)SIMPLE IN DESIGN AS LOW 1)SIMPLE IN DESIGN AS LOW

MOVING PARTMOVING PART

1)COMPLEX IN DESIGN AS LARGE 1)COMPLEX IN DESIGN AS LARGE

MOVING PARTMOVING PART

2)HIGH POWER TO WEIGHT RATIO2)HIGH POWER TO WEIGHT RATIO 2)LOW POWER TO WEIGHT RATIO2)LOW POWER TO WEIGHT RATIO

3)NO NEED OF VALVE TRAIN3)NO NEED OF VALVE TRAIN 3)VALVE TRAIN IS NEEDED3)VALVE TRAIN IS NEEDED

4)HIGH EFFI. THAN CONVECTIONAL4)HIGH EFFI. THAN CONVECTIONAL 4)LOW EFFI.4)LOW EFFI.

5)4, 8, 12 OR MORE NUMBERS OF 5)4, 8, 12 OR MORE NUMBERS OF

STROKES CAN BE ACHIVEDSTROKES CAN BE ACHIVED

5)2 OR 4 NUMBER OF STROKES CAN5)2 OR 4 NUMBER OF STROKES CAN

BE ACHIVEDBE ACHIVED

6)NO NEED OF PISTON RING , 6)NO NEED OF PISTON RING ,

PISTON PIN, CONNECTING ROD &PISTON PIN, CONNECTING ROD &

CRANKSHAFT BEARING, SOCRANKSHAFT BEARING, SO

REDUCE SLIDING FRICTION , REDUCE SLIDING FRICTION ,

INCREASE O/PINCREASE O/P

6)SLIDING FRICTION IS OCCURED 6)SLIDING FRICTION IS OCCURED

BETWEEN PISTON PIN, PISTONBETWEEN PISTON PIN, PISTON

RING, CONNECTING ROD &RING, CONNECTING ROD &

CRANKSHAFT BEARING, SO THATCRANKSHAFT BEARING, SO THAT

REDUCES POWER O/PREDUCES POWER O/P


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