HYBRID ENGINEBY :- MANJUNATH JOIS1SI04ME413

INTRODUCTION The Hybrid Engine conjugates the advantages of the conventional pistons engine with those of the rotary engine, eliminating the main disadvantages of both. It consists of a 4-stroke engine of positive displacement devised with rotating and reciprocal technology, reason why it has the advantages of the rotary engines in relation with its packaging size, power density and operation simplicity, and the proven reliability and fuel efficiency of the reciprocal piston engines.

ENGINE

The mechanical simplicity makes this engine very reliable. The technical level required for its manufacture is relatively low, because it does not have parts of difficult mechanization or particular technological processes. Its final price must be very less to the conventional engine of the same power. Its maintenance also is simple, being able to be made by non-specialized workers.Because of these characteristics this engine is very appropriate as power plant for the future hybrid vehicles and light aircrafts.

The Hybrid Engine is composed by thirteen main parts: the stator , the spark plug, and a rotor (2) that houses two pistons (3), two crankshafts (5) two connecting rods , two satellites (7) and two seals (13).

When the rotor rotates, the parts that it houses ( pistons, connecting rods and crankshafts ) rotates with it, and simultaneously the satellites are forced by the planetary to rotates on its own shaft in the same direction of the rotor, but with double speed that is because the diameter of the planetary is double that the diameter of the satellites. A complete rotation of each crankshaft is converted by its connecting rod in two reciprocating movements of the pistons, resulting that, when the rotor rotates, the pistons are slid inside the cylinders being advanced and being delayed in relation to the rotor.

Statorspark plug (6), the stator (1), planetary(12).

ENGINE DESCRIPTION

This engine is assembled with a stator that houses a cylindrical rotor. This rotor contains two transverse cylinders. Within each cylinder is displaced a piston that is connected to its crankshaft through a connecting rod. Each crankshaft is geared through a satellite with a fixed planetary in the stator. In operation, all its mobile parts rotate in a way continuous in unique direction. Distributed passive ports perform intake and exhaust operation.

OPERATIONThe engine operation are shown in figures 21, 22, 23 and 24. Each cylinder is performed a complete cycle by each complete rotation of the rotor. Meanwhile, each satellite makes two complete rotations on its own axis. Each piston makes four strokes or phases to complete a cycle. In each phase, the rotor turns 90 degrees, and then, each crank turns 180 degrees in the same direction and on its own axis

Figure 21 shows intake stroke in cylinder (A) and power stroke in cylinder (B). The cylinder (A) is discovered during the entire stroke by the intake distribution port, while it is closed by the stator for the cylinder (B). In this phase the pistons rotates with smaller speed that the rotor, and make a negative stroke, being provoked in the cylinder (A) the draw (input) of fresh air charge and being produced in the cylinder (B) the expansion of the gases inflamed by the spark plug. The piston of this cylinder pushes in this phase to the crankshaft, and this push transmits it to its satellite and to the rotor as rotary torque. The gases are admitted mixed previously with fuel by a carburettor installed to the entry of the intake.

Figure 22 shows compression stroke in cylinder (A) and exhaust stroke in cylinder (B). The cylinder (A) is closed during all the phase by the stator, while the exhaust distribution port discovers the cylinder (B) during all the phase. In this phase each piston make a positive stroke. Therefore rotates with greater speed that the rotor, being provoked in the cylinder (A) the compression of the gases and in the cylinder (B) the exhaust of the gases burnt. At the end of this phase, the interior of the cylinder (A) enters contact with the spark plug, which inflames the combustible mixture

Figure 23 shows power stroke in cylinder (A) and intake stroke in cylinder (B). The intake distribution port discovers the cylinder (B) during all the phase, while the stator close the cylinder (A). In this phase the pistons make a negative stroke, rotating with smaller speed that the rotor, being provoked in the cylinder (B) the charge of fresh air-fuel mixture and being produced in the cylinder (A) the expansion of the inflamed gases. In this phase, the piston of this cylinder pushes the crankshaft inwards, and this push is transmits by the satellite to the rotor as rotary torque

Figure 24 shows exhaust stroke in cylinder (A) and compression stroke in cylinder (B). The cylinder (B) is closed during all the phase by the stator, while the cylinder (A) is discovered during the entire stroke by the exhaust distribution port. In this phase each piston make a positive stroke, therefore rotates with greater speed that the rotor, being provoked in the cylinder (B) the compression of the gases and in the cylinder (A) the exhaust of the gases burnt. When the rotor completes a rotation, each cylinder has completed four-operation stroke, beginning then in each one, a new cycle.

ADVANTAGES "MULTIFUEL" CAPACITY The incorporation of a continuous injection device ( in spite of the spark plug), extending the duration of the combustion, the possibility of adjusting the distribution of the intake, and the capability for operating at high compression ratio, permit that this engine can use various types of liquid and gaseous fuels COMPRESSION RATIO As is known, in an internal combustion engine, the maximum efficiency is obtained accomplishing the mixture ignition with high-pressure. Most of the rotary engines known have the drawback of not to be able to work with high compression ratio. The conventional sealed system, and the operation without valves enable this engine operates to high compression.

VOLUMETRIC EFFICIENCY

1 The volumetric efficiency is even greater to the conventional reciprocal pistons engines. Due to the fact that the intake and exhaust ports can have equal section that the cylinders, the "breathing" capacity is very great 2 The volume occupied and the overall weight is reduced in more than 50%. The number of parts is fewer about 30% to the equivalent conventional engine. The moving parts are reduced about 70%.

CONCLUSION This engine have the advantages of the piston reciprocal conventional engine as well as the rotary engine (Wankel), because of incorporating a stable seal, be efficient in thermodynamic and volumetric These advantages make an engine economic in construction as well as in maintenance and fuel consumption. Because of not incorporating valves, reduces the pollutant emissions, being able to use hydrogen as fuel.

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