NEWS FROM TECHNOPLUS INTERNATIONAL
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Introducing Eccentric Rotary Engine
The new eccentric rotary engine invented by Alexander Bolonkin, Ph.D., solves a century old problem of low efficiency in internal combustion engines. The eccentric engine can develop 8 to 20 thousand rpm while reaching fuel efficiency up to 75 %t. This engine can perform both constant pressure and constant volume combustion cycles. The eccentric engine increases the specific power, revolutions, decrease the weight, the size. The design is simpler and manufacturing is less costly than for existing combustion engines.
The eccentric engine can realize two types of combustion cycle. In the first type of the eccentric engine, the combustion is realized at constant pressure and the engine can use various kinds of liquid fuels. In the second type of the eccentric engine, combustion volume moves and the combustion may be realized at constant volume or Diesel cycle. The eccentric engine does not need a complicated starting system. At the engine start, the initial ignition of the fuel mixture can be provided, for example, by a battery and a heating spiral (a glow plug). In addition, the engine has a very simple fuel and regulating system since the fuel is injected not in spurts but continuously. Since there is no power crankshaft and piston rod mechanism in the eccentric engine, it can develop up to 20,000 rpm. This means that the engine rotor revolution begins almost from zero rpm and the engine efficiency does not depend on the revolution speed. The efficiency of the suggested engines is significantly higher than efficiency of gas turbine engines, even though it operates on the same thermodynamic cycle. The increased efficiency is achieved because the eccentric engine does not need not to compress additional amount of air for lowering temperature of combustion gases that wash the rotor fans as required in a gas turbine. In addition, the efficiency of the rotor compressor of the eccentric engine during compression is higher than efficiency of the centrifugal or axle compressor in a gas turbine engine.
The eccentric engine has very important advantage. A very high degree of compression 50 to 80 can be achieved which is unobtainable with piston carburetor engines (maximum 10 - 12) and diesels engine (maximum 25). In reciprocal piston engines, high degrees of compression is limited by large alternating mechanical loads in the crankshaft and connecting (piston) rod mechanism. The invented eccentric engine does not include the piston rod mechanism and decreases the fuel rate 40 to 70 percent.
The new engine may be utilized by automotive and aviation industries. It can also be used in motorcycle and shipping industries, and in any other application where internal combustion engines are presently in use. These advantages are even more noticeable for small engines in the 25 to 100 horsepower range. We propose to consider production of these engines for cars, motorcycles, boats, light airplanes, generators, bicycles, etc.
The proposed engine will directly bring annual savings of 20 to 30 billion dollars in reduced fuel consumption and for the United States, with additional economy in metal, service, and ecological cost. B
Fig. 1 shows a cross cut of the eccentric engine in three projections. 1 housing, 2 - rotor, 3 - fans, 4 - rod to which the fans are fastened, 5 - sealing slats, 6 - insert pieces, 7 - exit shaft, 8 housing partition between compression and expansion sections, 9 - fuel injector for combustion at constant pressure, 10 - inlet window, 11 - outlet window, 12 - fuel injector for combustion in constant volume, B compression section, P - combustion section for working at constant pressure, C expansion section, E air suction nozzle, G - nozzle for exhaust gases.
The engine has housing 1, a disposed off-center cylindrical rotor 2, and rotor fans 3. The rotor fans are attached to stationary rod 4. Spring controlled compression seals can be inserted around the perimeter edge of the rotor fans. Each fan passes between insert pieces 6 located in the rotor. The insert pieces (see Fig. 3) provide for fans turnability in the rotor as the rotor rotates in the engine housing. Because the rotor fans are fastened at one end to stationary rod 4, the rotor fans do not exert centrifugal pressure on the internal surface of the cylindrical housing, and, consequently, there is minimal friction in the eccentric engine. Low friction eliminates need for a complex lubrication system. Cooling of the eccentric engine is also greatly simplified by covering with a ceramic heat-insulating layer the inside surface of the housing and outside rotor surfaces. Openings in the housing and a variable inner volume of the rotor circulate enough air to cool the rotor and the fans. The rotor fans are attached to a cylindrical axle 4. This axle does not revolve and is stationary connected with the engine housing. The engine combustion chamber may be stationary, in which case the combustion is realized in combustion chamber D at constant pressure. The air compression section B and combustion gas expansion section C are separated in the engine housing by a stationary partition 8. If fuel injection 9 turned off and the fuel injection 12 turned on, the engine performs combustion in constant volume. It gives more fuel efficiency but limits variety of fuel that can be utilized. This engine may operate using also the Diesels cycle.
Fig. 2. 1 insert pieces, 2 rotor, 3 rotor fan.
Fig. 3 shows how fans are attached to axle O1 in the housing. 1 fan attachment ring, 2 - lug in the fan attachment ring, 3 rotor fan.
Fig. 4 is a diagram of the way working fluid flows in the eccentric engine.1 - way of the gas in the eccentric engine, B air compression section, C combustion gases expansion section.
Fig. 5 shows thermodynamic cycles of existing engines and the proposed eccentric engine.
Fig. 6 shows fuel efficiency of existing engines and the eccentric engine.
Fig. 6 Comparing efficiency of existing engines and the eccentric engine.