Ball Piston

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A PAPER PRESENTATION brought to you by Ritesh Bhusari ON

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CONTENT n n n n n n n n

INTRODUCTION INTRODUCTION TO DESIGN CONCEPT MODE OF OPERATION IMPORTANT DESIGN FEATURES BALL PISTON PUMP ENGINE PERFORMANCE AND PREDICTION RESULT & DISCUSSION CONCLUSION

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INTRODUCTION n

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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

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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 FEATURES n n n

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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

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DESIGN CONCEPT OF TRACK n n

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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 WIDENINGWIDENING- ELIMINATE T.F DESIGN WILL TAKES A BALL IN A SYNCHRONISED FASHION ROTATIONAL SPEED OF ROTOR=> CENTRIFUGAL FORCE ON BALL RADIALLY CANCELLATION 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 PREDICTIONS n n n n n n n n n

SIMULATION MODEL: MODEL:--MULTI-ENERGY DOMAIN ENGINE MULTIMODEL 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

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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 & DISCUSSIONS

fig. 1 Power comparison of ball piston and conventional engines n

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 .

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CONCLUSION n

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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

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REFERENCES:-REFERENCES: n

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

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

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3)www. Ballpistonengine.com

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THANK YOU

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DIFFERENCE BALL PISTON ENGINE

I.C.ENGINE

1)SIMPLE IN DESIGN AS LOW MOVING PART

1)COMPLEX IN DESIGN AS LARGE 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 STROKES CAN BE ACHIVED

5)2 OR 4 NUMBER OF STROKES CAN BE ACHIVED

6)NO NEED OF PISTON RING , PISTON PIN, CONNECTING ROD & CRANKSHAFT BEARING, SO REDUCE SLIDING FRICTION , INCREASE O/P

6)SLIDING FRICTION IS OCCURED BETWEEN PISTON PIN, PISTON RING, CONNECTING ROD & CRANKSHAFT BEARING, SO THAT REDUCES POWER O/P

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