The Ball Piston Engine

BALL PISTON MACHINES
CHAPTER 1 BALL PISTON ENGINE

INTRODUCTION
Efforts to develop rotary internal combustion engines have been undertaken in the past, and are continuing. One main advantage to be gained with a rotary engine is reduction of inertial loads and better dynamic balance. The Wankel rotary engine has been the most successful example to date, but sealing problems contributed to its decline. The Hanes rotary engine uses an eccentric circular rotor in a circular chamber with sliding radial vanes. This engine has never been fully tested and commercialized, and has a sealing problem similar to that of the Wankel. A more recent development, the Rand Cam engine, uses axial vanes that slide against cam surfaces to vary chamber volume. problems that are again similar to those of the Wankel. Currently under development, it remains to be seen whether the Rand Cam can overcome the sealing
In the compressor and pump arena, reduction of reciprocating mass in positive displacement machines has always been an objective, and has been achieved most effectively by lobe, gear, sliding vane, liquid ring, and screw compressors and pumps,but at the cost of hardware complexity or higher losses. Lobe, gear, and screw machines have relatively complex rotating element shapes and friction losses. Sliding vane machines have sealing and friction issues. Liquid ring compressors have fluid turbulence losses. The new design concept of the Ball Piston Engine uses a different approach that has many advantages, including low part count and simplicity of design, very low friction, low heat loss, high power to weight ratio, perfect dynamic balance, and cycle thermodynamic tailoring capability. These aspects will be discussed in more detail below.
SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT
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THE DESIGN CONCEPT

Although the design is applicable as a compressor, pump, or engine, the engine implementation will be used for concept discussion. Figures 1 and 2 show end and side cross section views, respectively, of a four stroke engine design.
Figure 1. End section view of engine design
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Figure 2. Side exploded section view of engine design
Mode of operation
The basis of the design is ball pistons rolling on an eccentric track. The balls exert tangential force on the cylinder walls which turn the rotor. Useful power is available at the rotor output shaft. The combustion chambers are within the spinning rotor. Chamber porting for intake, compression, power, and exhaust strokes is achieved by passage of the chamber tops across an internal stator with appropriate feeds as the rotor spins. Beginning at top dead center (TDC) at 0 degrees rotation, the stator intake passage is open to the cylinder and a fuel/air charge is pulled into the cylinder as the ball piston moves radially outward for the first 90 degrees of rotation (intake stroke). Then the intake passage is closed off, and the ball reverses radial direction for the next 90 degrees of rotation, during which time the new charge is compressed (compression stroke).
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Just past 180 degrees rotation, the compressed charge is ignited as the cylinder port passes a small ignitor port. Combustion ensues, and the high combustion pressure pushes radially outward on the ball piston for the next 90 degrees of rotation. The ball in turn pushes tangentially on the cylinder wall because of the slope of the eccentric ball track, which is now allowing the ball to move radially outward. The tangential force produces useful torque on the rotor (power stroke). At 270 degrees of rotation, the spent combustion charge is allowed to escape through the exhaust passage as the cylinder port is uncovered. Exhaust is expelled as the ball moves radially inward for the next 90 degrees of rotation (exhaust stroke). Then the cycle repeats.
Important Design Features

The basic operation of the new design is conventional for an internal combustion engine, i.e. a piston reciprocates within a cylinder, and with porting, implements the four strokes of the Otto cycle. However, there are a number of features that make this engine design favorable for high efficiency and emissions control. The porting required for four stroke operation is achieved with no additional moving parts, and no valve train losses. The porting mechanism is achieved with simple port clocking within the rotor/internal stator bearing interface. Thus, part count is low and the hardware is simple in geometry, with only the rotor and ball pistons as moving parts. Note that cylinder induction and mixing are aided by centrifugal and coriolis accelerations, because the cylinders are within the spinning rotor. Sliding friction sites are minimized by the use of a rolling ball piston. Friction at
conventional piston rings, piston pin, and connecting rod/crankshaft bearing are eliminated. Sliding friction still exists at the ball/cylinder wall contact, but is minimized by special material selection and working gas hydrodynamics (and possibly local lubrication). The rotor/stator bearing is of a gas or fluid hydrostatic type, so friction is very low at that site. The use of an eccentric ball track allows tailoring of the chamber volume vs. time to optimize the cycle from a thermodynamic and chemical kinetics standpoint. The only requirement is that the ball return to the starting radius at TDC before intake. For example,
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the expansion/exhaust stroke length can be made different than for intake/compression for more exhaust energy recovery, or the combustion can be held at constant volume for a certain period. Multi-cycle rotors can be implemented. Instead of 4 strokes, 8, 12 or more strokes can be traversed in a single revolution. Compressors and pumps can use any multiple of 2 strokes (intake and compression only), either in parallel or staged arrangement. Provided that inertial forces are controlled (to be discussed later), power to weight ratio can therefore be made high. Other engine configuration options are also under investigation, including a dual rotor/intercooler configuration, diesel cycles, and 2 stroke cycles. The dual rotor option is attractive because it allows the compression and expansion ratios to be widely different (on separate rotors), but there are pumping losses that must be considered. The use of many ball pistons, which each undergo the four strokes in clocked fashion, results in smooth power delivery and small net oscillatory forces. In fact, the total ball inertia forces are automatically balanced by symmetry if the number of balls is even. Further, combustion forces can be balanced by using an eight stroke rotor or stacking rotors axially with realtive clocking. Also note that a four (or higher) stroke rotor compressor would be balanced. Novel design of the ball track has been devised that will eliminate inertial forces on each ball that contribute to friction. As the ball moves in and out radially on the eccentric track while the rotor spins, coriolis and other acceleration forces are generated on the ball radially and tangentially. Net tangential inertial forces contribute to friction at the ball/cylinder wall contact point. By changing the ball rolling radius using a widening/narrowing dual contact track in a prescribed manner, Figure 3, the net tangential inertial forces on the ball can be eliminated. In essence, the track design results in a balance of translational and rotational ball kinetic energy to eliminate tangential force. In other words, the ball track is designed so that the ball rolls around the track in synchronization with the rotor at constant rotation rate. Due to the form of the laws of motion, it is possible to maintain this condition at all rotation rates with a fixed track design. This allows the machine to be run at any high rpm desired, until the mechanical limits of the ball piston rolling on the track are reached (Hertzian stress
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fatigue). Engine power theoretically increases linearly with rpm. In actuality, intake flow dynamics may limit peak power at very high rpm, but that depends on the intake passageway details. There is another interesting by-product of the rolling ball approach. The ball spins at very rates around its own axis, while it is radially compressed by centrifugal forces of rotation about the rotor axis. These two sources of inertial load tend to cancel out in terms of generating internal ball stresses. This allows high engine speeds to be sustained with less ball fatigue damage. Heat loss is kept low because the engine intake can be configured to flow through the outer stator/rotor cavity. Rotor heat loss is gained by the intake charge, with less loss to the outer stator.
Figure 3. Dual contact variable rolling radius ball track concept
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Technical Challenges
The main concerns for operation of the new machine are being addressed in focused subscale testing. First, leakage through the ball piston/cylinder gap is a significant factor for engine or compressor efficiency, especially at low speeds. Calculations show that the flow is choked during combustion due to high pressure differential and small clearance area. Choking is helpful in keeping leakage to acceptable levels. Engine efficiency predictions based on simple choked flow leakage models are very favorable. Leakage tests performed in subscale testing have shown that leakage is less than the simple models predict, and dependence on ball spin, pressure, and rpm have been and are being characterized. Second, the friction and wear at the ball piston/cylinder wall sliding interface is important. Engine performance depends on the magnitude of the effective friction coefficient, and high relative sliding speed can contribute to wear. Engine efficiency predictions based on an average friction coefficient of 0.1 or less are very favorable. Subscale tests have proven that the coefficient of friction for a silicon nitride ball piston on polished steel with no lubrication is about 0.075 0.03, about the same as estimated. The wear issue must be proven out mainly by testing with a full range of operating conditions. Thus far, tendency for cylinder wall plasticity has indicated that cylinder material must be of high hot strength and hardness. Large reductions in wear-in plastic flow were achieved by changing cylinder walls from 1018 hot rolled steel to 17-4PH hardened to about Rc 44. A material with better hot hardness, such as achievable with M2 high speed tool steel, has been subsequently selected to resist high sliding flash temperatures and completely eliminate cylinder wall plastic deformation. Low cost production options include case hardening, plating over a hot hard substrate, coatings, and other surface treatment technologies. It is intended to design the machine for no lubrication, except that available from the working gas or fluid. This is most feasible for compressor and pump applications. However, lack of lubrication is a driving consideration in cylinder wall material selection for the engine, based on subscale testing to date with air only. Extra lubrication is a secondary
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design option that may be best for some applications, especially the engine, where loads are higher. Lubrication can reduce friction coefficient and wear potential and provide hydrodynamic separation at the ball piston/cylinder wall, and also can reduce leakage flow past the ball piston. However, there will be a trade off for residue build up, emissions, and maintenance.
CHAPTER 2
INERTIAL CONTROL THEORY
Early efforts to analytically demonstrate engine performance were plagued by excessive frictional losses due to large coriolis forces on the ball. Although the effect was conservative, i.e. average tangential force per revolution of the rotor was zero, the attendant friction force at the ball piston/cylinder wall contact would grow too large as speed increased. The design of the ball track impacted the magnitude of coriolis force somewhat, but it was not immediately apparent that track design could completely eliminate the net tangential force. The mechanical dynamics of the design are conceptually simple, based on the 2-D equations of motion of an individual ball piston. Using Figure 4, assuming constant rotor rotation rate and simple Coulomb friction at the ball piston/cylinder wall contact, the three equations of motion are
F = ma = F F F cos + T sin F = ma = F + F sin + T cos M = I = F Tr

r r P t t G G
(1)
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where the ball accelerations are
at = 2R + R a = R R 2
r
(2)
and FP is pressure force, F is tangential contact force, FR =F is friction force, =d/dt, =d (is ball spin rate), R is ball position radius, r is rolling radius, is friction /dt coefficient, m is ball mass, IG is ball moment of inertia, is ball radius, and is track slope relative to tangential. All kinematic quantities, including , are known if rolling is assumed, so the three problem unknowns are F , F , and T.
Figure 4. Ball piston free body diagram for power and intake strokes (ball position radius R increasing, and taken as zero at TDC before intake)
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One must be careful to keep sign conventions and direction of non-conservative friction forces correct while considering all phases of the engine cycle, and one reaches the important result of tangential force on the ball and imparted to the rotor in the clockwise sense,
FP sin ma r sin ma t cos IG k cos + sin + r
F =
(3)
where
k= +1 if F > 0 and k= -1 if F < 0.
For reasonable values of , the denominator of equation (3) is always positive, so the sign of F can be determined from the numerator alone. Earliest designs not based on engineering analysis used a dual contact track with maximum rolling radius (equal to ball radius) at TDC, changing in approximately sinusoidal manner to a small rolling radius at BDC. This design allowed for maximizing stroke and maximum compactness. In that case, coriolis forces and attendant frictional losses would negate the useful power from combustion/ expansion at undesirably low rotor rpm. Then sensitivity analysis of ball track design was studied using simple basic track geometry, i.e. sinusoidal variation of ball radius with rotation angle. It was thought that substantial reductions of inertial contributions to F were achievable by reversing the track design so that full rolling radius was at BDC and a smaller rolling radius was reached at TDC, using a dual contact track. This approach was based on maintaining constant ball spin rate, which was thought to minimize inertial loads, and it was recognized that there would be some loss of stroke due to the track at TDC. It was found, however, that results were not much better, because of large coriolis forces that still existed. Figure 5 shows the individual contributors to rotor tangential force for an example of the constant ball spin rate track design. It is seen that the power producing force from combustion is dwarfed by the inertial loads, particularly the coriolis contribution.
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Then sensitivity to rolling radius magnitude change was investigated by trial and error, and it was found that large improvements could be made by imposing a certain amount of ball angular acceleration in the proper direction to cancel coriolis forces. Figure 6 shows a comparison of net tangential forces for the simple constant ball spin rate track and optimized sinusoidal track. Inertial forces were decreased by almost an order of magnitude by this approach. The remaining force has about double the frequency, due to nonlinear ball track slope details that were not correctable by a simple sinusoidal track design. Looking in more detail at equation (3), it is seen that along with the power producing contribution of FP, there are also tangential acceleration forces from both translation and rotation of the ball. We can take these contributions together and minimize them by using track rolling radius to impose ball angular acceleration . We can define the inertial load we wish to eliminate by
FI = mar sin + mat cos + IG
FI = m(R R 2 ) sin + m 2R + R cos + IG r
(4)
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600
400
ball spin Coriolis Centrifugal Combustion
200
Force, lb
-200
-400
-600 0 45 90 135 180 225 270 315 360
ANGLE OF ROTATION, degrees
Figure 5. Individual contributions to ball tangential force for constant ball spin rate track (2 inch diameter silicon nitride ball, mean ball position radius=10.00 inch, 0.1 coefficient of friction, 5000 rpm)
300
200
100
Force, lb
-100
-200
optimal track constant ball spin rate sine wave optimized

0 45 90 135 180 225 270 315 360
-300
ANGLE OF ROTATION, degrees
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Figure 6. Net ball tangential force comparison for track designs (2 inch diameter silicon nitride ball, mean ball position radius=10.00 inch, 0.1 coefficient of friction, 5000 rpm) Now, is zero for constant speed operation, R, r , and are dependent only on , and R, R, and are dependent only on and spin rate due to the constraint of rolling. For example, the ball spin rate is R ( ) = r ( )cos ( )
(5)
Then differentiating with respect to time, the angular acceleration can be shown to be a separable function of and ,
= ( ) 2
(6)
Similarly, all other time derivatives can be separated, and using primes to denote derivatives with respect to , one obtains
( ) 2 FI = m(R ( ) R( ))sin ( ) + 2mR ( )cos ( ) + IG r ( )
(7) Thus, it is seen that for any rpm ( ), the geometry of the ball track (ball position radius R and rolling radius r as a function of rotation angle of the rotor) can be tailored to give exactly zero net force, by playing the ball angular acceleration against the ball translational acceleration. Given R(), r(), and , () and () can be fully computed. Using a dual contact track, allowing the ball rolling radius to change adds the degree of freedom necessary to achieve this balance. Figure 6 shows, for the optimal case, how inertial tangential forces are completely eliminated, leaving only the combustion force to provide usable power.
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It is important to point out that the resulting design is not a perpetual motion machine. The translational and rotational kinetic energy is simply exchanged in a prescribed manner to achieve the desired effect. In total absence of friction and other losses, the ball would roll around the track in perfect synchronization with the constant speed rotor without tangential interaction forces. It is difficult to solve for the optimal geometry of the track explicitly, due to the trigonometric complexity of the governing equation (7). Iterative numerical methods, such as Newton Raphson, can be implemented to solve for the ball rolling radius, given a functional form for ball position radius. A logical assumption for R() is sinusoidal, but a different form useful for engine cycle optimization is just as easily used in the computation of r(). The track slope ( ) depends completely on R( ) by the equation 1 dR( ) = tan1 R ( ) d (8)
so maintaining zero net force in equation (7) consists of solving a nonlinear transcendental equation for r( ) at discrete values of . Figure 7 shows an example of the optimal ball rolling radius variation with rotation angle for a 2.0 inch diameter ball with a mean ball position radius of 10.00 inches, and sinusoidal R(). Using the pure sine wave comparison in Figure 7, the form of r() is seen to be nearly sinusoidal, but there are small nonlinearities introduced by track slope effects. computer controlled machine tools. Note that the minimum rolling radius for this case is 0.81 at TDC, so a portion of the stroke available, 0.19 , is lost. One must iteratively choose a stroke, implicit in the definition of R( ), and then check whether it is geometrically feasible for rolling radius at the end of the computation. Figure 8 shows the lost stroke as a function of ball size and ball position radius. Larger balls and ball track radii are better for minimizing stroke loss. Figure 9 shows minimum rotor radius as a function of ball size, based on a reasonable stroke loss of 25%. Less stroke loss can be achieved by using larger rotors, but there will be a practical design trade-off against centrifugal loads and engine size. Nevertheless, the track is readily producable using
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1 .1 1.0 5
BDC
BDC
Ball rolling radius, fraction of
0.9 5 0 .9 0.8 5 0 .8 0.7 5 0 .7 0 45 90 135 180 225 270 315 360
TD C
TD C o p t im a l t r a c k p u r e s in e w a v e A N G L E O F R O T A T IO N , d e g r e e s
Figure 7. Optimal track rolling radius compared to pure sine wave (2 inch diameter ball, mean ball position radius=10.00 inch)
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40 35 30 25
Stroke loss, %
20 15 10 5 0 5 6 7 8 9 10
B a ll d ia m e t e r 1 .0 1 .5 2 .0 3 .0 in c h in c h in c h in c h
B a ll p o s it io n m e a n r a d iu s , in c h
Figure 8. Stroke loss as a function of engine design parameters (100% stroke is approximately equal to ball radius)
B a ll p o s itio n in ce a n r a dciu s .0inin c h3 .0 in c h 1 .0 m h1 .5 in h2 ( ) 5 39 32 27 21 6 37 30 25 19 7 36 28 23 18 8 34 27 22 16 9 33 25 20 15 10 32 24 19 14

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16
12
Ball mean R, inch
0 0 0.5 1 1 .5 2 2 .5 3
B a ll D ia m e te r , in c h
Figure 9. Minimum rotor radius for reasonable stroke loss (25%)
rh o 1 1 .5 2 2 .5 3
R 14 9 6 4 .5 4
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CHAPTER 3 ENGINE PERFORMANCE PREDICTIONS

Simulation Model
A multi-energy domain engine simulation model was developed for efficiency studies. The model was based on the equations of motion (1). Approximate models for combustion kinetics, steady state heat transfer, working gas thermodynamics, Coulomb friction, and ball piston leakage were included. Leakage modeling was based on simple orifice flow neglecting ball spin, with choked flow occurring at sufficiently high pressure ratios. An orifice coefficient Cd of 1.0 was used for conservatism, and for lack of available data. Leakage at the rotor/stator bearing was assumed zero, because bearing calculations indicated leakage could be controlled very well by altering rotor width (and thus bearing land width). Combustion kinetics was simulated by a simple time lag for linear pressure rise to a level based on constant volume stoichiometric steady state combustion of gasoline (octane and air). Working gas thermodynamics was based on ideal gas laws with heat transfer. Steady state heat transfer was based on approximations of conduction and convection between working gas, ball piston, and cylinder/rotor, with cool intake air flow over the rotor exterior and the ball exposed outer hemispherical surface. The model was simulated at constant rotation rate, simulating an engine load with substantial inertia. Output shaft torque per ball piston was the main output quantity, and also internal forces, pressures, and temperatures were output for review. The model was executed in a matrix mathematics program called Gauss.
Simulation Results
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The four stroke rotor design was the main configuration of interest. The simulation model was exercised for a wide variety of cases considering different ball size, rotor size, leakage and heat transfer assumptions, and rpm. The optimized track design already discussed tended to narrow interest to larger balls, however, and that is the data to be presented. Figure 10 shows the specific power curves for the constant ball spin rate and optimal track cases (2 inch ball diameter, mean ball position radius=10.00 inch, 0.10 coefficient of friction). They are compared with a case of no friction, leakage, or thermal losses (but adiabatic pumping and estimated combustion loss is included). It can be seen how important the inertial cancellation of optimal track design really is. The constant ball spin rate power curve drops quickly as rpm reaches usable range due to inertial force growth. With the optimal track, the power curve is essentially linear (other factors may reduce power at high rpm, such as engine flow limitations). Figure 11 shows engine torque for the same cases, and the influence of leakage can be more readily seen at low rpm, where torque drops substantially below 1000 rpm. Above 1000 rpm, efficiency of about 60% is controlled by friction and thermal loss. Of the 40% loss, 20% is friction loss, 18% is thermal loss, and 2% is leakage. Leakage decreases with increasing speed, so efficiency increases slightly with speed.
2 1.75
Hp/in^3 of displacement
1.5 1.25 1 0.75 0.5 0.25 0 0 1 2 3 4 5 6 7 8 9 10
constant spin rate ball optimal track ideal kRPM
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Figure 10. Specific power 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)
In comparison, typical losses for water cooled spark ignition engines [7] are 50-55%, of which about half is friction and half is thermal, with negligible leakage. The thermal losses have been greatly decreased in the new design by elimination of heat transfer to a water cooling system.
Design Choices
For the example engine, steady state temperatures were estimated as 700F for the cylinder/rotor and 2400F for the ball piston. To sustain that temperature, silicon nitride is chosen for the ball piston. Silicon nitride is also a good choice for light weight (lower centrifugal forces) and low friction, as well as low coefficient of thermal expansion.
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60
50
Torque, in-lb/ball
40
30
20
10
constant spin rate ball optimal track ideal

0 1 2 3 4 5 6 7 8 9 10
kRPM
Figure 11. 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) With a silicon nitride ball piston and steel cylinder/rotor, which have widely different coefficients of thermal expansion, but also widely different steady state temperatures, the thermal expansion is almost perfectly matched. Thus, the material selection has a secondary benefit of maintaining operating clearance within 10-20% of nominal over a wide range of engine operating temperatures. In an actual engine development the thermal expansion can be tuned by rotor external design for cooling (cooling fins or outer rotor width, for example). The use of a silicon nitride cylinder wall was considered, but friction of like ceramic materials is generally high. Research results concerning special silicon nitride compounds may be useful in production, however [8]. Note that it may be beneficial to introduce active lubrication into the engine. If friction can be reduced from 0.10 to 0.05, engine efficiency can be increased from 60% to 70%. There are trade-offs to be considered with active lubrication, including residue accumulation,
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emissions, and maintenance. One reasonable approach would be oil jet spray into the local cylinder wall contact area from the outside of the rotor, or oil pickup by the ball itself from the track area just before the power stroke.
CHAPTER 4 COMPRESSOR PERFORMANCE PREDICTIONS

As a compressor, the design is effective, even without active lubrication. Figure 12 shows the influence of ball track design on specific compressor performance over a range of speed (2 inch diameter ball piston, 2 stroke rotor, mean ball position radius=5.25 inch, 0.10 coefficient of friction, pressure rise of 120 psig, and ball diametral clearance of 0.001 inch).
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The ideal condition in the figure corresponds to performance of a frictionless adiabatic compressor, and this condition is used as the datum for efficiency measures. When track design is optimal to eliminate inertial friction forces, efficiency does not drop with rpm, and is about 85%, increasing slightly with rpm. Leakage loss plays a part at very low speed, but for any speed above about 500 rpm, leakage losses are minimal. Leakage loss can be further decreased either by increasing rotor speed or by increasing strokes per revolution. In both cases, leakage time is decreased per unit displacement. For example, the same compressor size with four strokes per revolution was found to have efficiency of 89%. acceleration forces The overall efficiency of the compressor is mainly controlled by cylinder wall friction, with a smaller thermal loss component. As friction is reduced, the performance will move closer to the adiabatic ideal case. In situations where air purity is not a concern, lubrication can be used to reduce friction, and efficiencies up to about 95% can be obtained. Note lubrication hydrodynamics will also serve to block leakage. With lubrication, silicon nitride ball pistons may be replaced by metallic or plastic balls for lower cost. With much lower operational temperatures than for an engine, these ball/cylinder combinations may be feasible. In fluid pumping applications, the conditions are even more favorable for high efficiency. Leakage is further reduced due to higher viscosity working fluid, and the working fluid acts as coolant, further reducing material strength requirements. Near ideal pump efficiency is therefore expected. The main difference in a pump design is that the compression stroke is open to a high pressure plenum, instead of trapped. Even more strokes can be added to improve efficiency, but there will eventually be a speed trade-off due to oscillatory ball radial
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CHAPTER 5 PROOF OF PRINCIPLE TESTING

Test Configuration
Subscale test fixturing was devised to prove out leakage and friction characteristics of the design at minimal cost. Figure 13 shows the layout of the test system. Working air is provided from a high pressure tank with regulation (2200 psig max). The gas feeds to a
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fixed test cylinder, fitted with a ball piston. The ball piston rolls on an eccentric drive wheel with a single contact groove to maintain alignment (no dual contact track is implemented in the tester). The eccentric drive wheel provides the stroking action of the ball piston, and at the same time changes the mechanical leverage angle of the ball forces, thus simulating the eccentricity of the ball track in the actual engine design. Interface forces develop between the ball and interchangeable cylinder sleeve wall, as seen in Figure 14. Because the cylinder does not rotate in this arrangement, inertial forces are naturally low, but not insignificant at high speeds. Using terminology similar to the engine case, replacing rotor rotation by eccentric drive wheel rotation, the result for tangential force is quite similar to the engine case, FP sin may sin IG
F =
{ cos + sin + k}
(9)
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1.2
0.8
cfm/HP
0.6
0.4
0.2
Id e a l ( n o lo s s e s ) O p t im a l t r a c k C o n s t a n t b a ll s p in r a t e
0 1000 2000 3000 4000 5000
RPM
Figure 12. Specific compressor performance for track designs (2 inch diameter ball piston, 2 stroke rotor, mean ball position radius=5.25 inch, 0.10 coefficient of friction, pressure rise of 120 psig, and ball diametral clearance of 0.001 inch)
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Figure 13. Subscale tester schematic where k= +1 if F > 0 and k= -1 if F < 0. Now, the kinematics are clearly different, where + cos = sin1
(10)
and is the lateral drive center offset, is the wheel eccentricity, and ay is the downward ball acceleration.
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Determination of the predicted result F is best done in a spreadsheet where the kinematic quantities can all be recursively computed using a small step size. The test cylinder is suspended on three load cells that enable measurement of all reaction forces, Figure 14. The pressure and load response signals are amplified and filtered with Bessel filters to avoid distortion and digital aliasing, and are then digitized with a PC based A/D system.
Figure 14. Test cylinder free body diagram Given the reaction forces, known chamber pressure force (by pressure measurement), and assumption of equilibrium of the cylinder, the ball interface forces can be estimated by the equations
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F2 2 F Fy = 0 = FP FR 2 2
= 0 = F3 F +
F1 2 F1 2
(11)
= 0 = F3r2 F r1 + FR
More conveniently, the predicted oscillatory component of reaction force F3 is directly correlated with coefficient of friction, as shown in Figure 15. The force F3 maintains rotational equilibrium against only the ball force F at radius r1 and the friction force FR at radius . Axial forces are all reacted by F1 and F2, so the F3 measurement is not corrupted by extraneous forces such as piping reactions and axial leakage flow momentum forces. Thus, the best measure of friction is determination of oscillatory amplitude of F3, and comparison with the theoretical correlation. For leakage measurement, the tank pressure is measured by a strain gage transducer during blowdown. Leakage is estimated by ideal gas calculations using the pressure drop, time of blowdown, and approximate temperature drop of the tank gas.
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70
Amplitude, lb
60
50
40
30
20 0 0.1 0.2 0.3 0.4 0.5
Coefficient of Friction
Figure 15. Predicted correlation of test force F3 with coefficient of friction (1.5 inch ball, 0.6 inch stroke, 800 rpm, 0.6 inch drive wheel offset, 11.80 inch drive wheel diameter) Auxiliary measurements included cylinder dynamic pressure and temperature. A heater around the cylinder was used to adjust and stabilize cylinder temperature before tests, to achieve variable cylinder/ball clearances from 0.0005 to 0.0020 inches diametral without changing sleeves. The cylinder plitude, lb substantial thermal mass, which helps maintain assembly has Coefficient ofAm Friction 0 31.8 ball clearance during blowdown, when the expanded supply air cools significantly. 0.02 32.6 0.04 33.5 0.06 34.4 0.08 35.4 0.1 36.4 0.12 37.5 0.14 38.7 0.16 39.9 0.18 41.2 0.2 42.5 Test Results-Leakage 0.25 46.4 0.3 50.9 0.35 56.3 0.4 63
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First, non-rotating blow down tests were used to measure leakage as a function of ball piston clearance and cylinder pressure. Figure 16 shows the results for all non-rotating tests that were performed to date, in the form of effective orifice coefficient. It was clear that the assumed orifice coefficient of 1.0 in previous analysis was conservative for the non-rotating condition. Actual coefficient is dependent on clearance value, with smaller clearances giving lower Cd and also some lesser variation with pressure. The logical conjecture is that boundary layer effects at the clearance are impacting the leakage. Note some data points, for example for 0.0020 inch clearance, are highly variable for about the same pressure. These were impacted by clearance change from working air cooling in a continuous series of tests.
1.2
Diametral Clearance 0.0015 inch
0.0020 inch, series #2 0.0008 inch 0.0020 inch, series #1 0.0012 inch
Effective Orifice C d
0.8
0.0015 inch, 800 rpm
0.6
0.4
0.2
0 0 200 400 600 800 1000 1200
Chamber Pressure, psig
Figure 16. Leakage measurement results (0 rpm unless specified) Subsequently, rotating tests were done at about 800 rpm for leakage measurement (about
17-4PH 6000 rpm of ball, 0.0015 inch diametral clearance). These data are also shown on Figure 0.0015 inch 0.002 0.008 p cd p cd p cd 299 0.5 295 0.86 150 SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING 501 0.44 482 0.68 200 AND MANAGEMENT 695 0.45 478 0.46 250 295 0.75 300 0.002 p 0.19 0.23 0.28 0.3 cd p 120 0.47 160 0.49 page 31 0.5 200 220 0.53 0.012 200 220 260 280
16. Both directions of rotation were tested, because it was believed there would be an improvement in leakage for the ball spinning outward on the more restricted cylinder contact side. However, both cases showed similar results. This data shows close correlation with the previous assumption of Cd=1.0, for this clearance value. Thus far, leakage data indicate that previous assumptions, although simplistic, are conservative for clearances of 0.0015 inch diametral or less. For a probable design clearance of 0.001 inch diametral, leakage will be significantly less than previous predictions, at least at lower speeds. Higher speeds have yet to be tested, but as was already shown, leakage is a minor loss factor at higher speeds.
Test Results-Friction
Rotating tests with varying cylinder pressure and speed were performed to measure reaction forces and hence correlate to friction coefficient, with no lubrication. Both mild
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steel and hardened 17-4PH sleeves were used, with silicon nitride ball. The test results were found to be largely consistent with predictions, with near sinusoidal form of the oscillating force F3 as seen in Figure 17. Some high frequency oscillation was seen, probably due to cylinder vibration against the load cells, or ball bounce on the eccentric drive wheel contact stiffness. There was also some distortion in the F2 signal, whose source is not known. It may be due to piping reactions in response to cylinder pressure oscillation. Another explanation may be the plastic deformation of the cylinder wall that was observed. The cylinder pressure oscillation was large enough to require correction in the calculations for correlation to friction coefficient.
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Figure 17. Typical test oscillatory loads data, compared with pure sine wave fits (1.5 inch ball, 0.6 inch stroke, 0.3 inch eccentricity, 800 rpm, 0.6 inch drive wheel offset, 11.80 inch drive wheel diameter)
Interestingly, friction was found to be invariant with pressure, speed and sleeve materials tested, and average friction coefficient was found to be about 0.075, with experimental error of about 0.03. This was true for 800 and 1430 rpm tests, and 300-500 psi cylinder pressure. These results compare favorably with previous predictions. However, some problems were encountered with cylinder wall plastic deformation under the action of the spinning ball. Material was burnished or displaced to the end of the ball/cylinder contact region in tests with both mild steel and 17-4PH sleeves. After some detailed analytical investigation based on the observations, it was determined that the probable cause was development of high flash temperature at the moving contact point, which locally reduced material strength and hardness, resulting in plastic flow. The plastic flow was greatly reduced in the 17-4PH case compared to mild steel. Extrapolation of the observed results by more detailed sliding contact and stress analysis indicated that a hot hard
page 34
material such as M2 high speed tool steel would have withstood the test conditions without plastic flow. Further subscale tests are planned with such a material, when longer test durations and higher speeds up to about 5000 rpm can be evaluated.
CONCLUSIONS
Analyses based on the design assumptions showed that the ball piston engine has potential for achieving higher efficiency than piston internal combustion engines. In addition, subscale tests have shown that critical leakage and friction characteristics are consistent with design assumptions. Thus, the feasibility of this new engine concept based on ball pistons has been proven. A new approach to kinematic design has been devised to eliminate friction contributions from inertial forces in the engine. On the other hand, conventional carburetion/induction and exhaust systems are applicable to the new engine. Some material problems were encountered in subscale testing, indicating that more detailed material selection was warranted. The material selection has been done in anticipation of
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additional subscale tests to extend the range of speed and duration of simulated operation. Baseline material for testing is M2 tool steel. Shortly after cylinder material selection is verified in subscale tests, fabrication and testing of a prototype engine will be undertaken. The prototype will be used to finalize design details such as thermal design, transient operation, starting, and cylinder wall treatments with actual combustion environment. The new design concept can be immediately applied to compressor and pump applications in parallel with further engine development. The concept holds immediate promise for high efficiency and low cost in these applications, where temperatures and loads are more benign and lower cost materials can be used.
REFERENCES 1. Dale, T.W.,Spherical Piston Radial Action Engine, U.S. Patent #5,419,288, May 30, 1995. 2. Avallone, E.A. and Baumeister, T. III,Marks Standard Handbook for Mechanical Engineers, Ninth edition, McGraw-Hill, New York, 1987. 3. Richards, T.D.,The Hanes Engine, informational report, copyright 1994, available from the author at P.O. Box 21147, Carson City, NV, 89721. 4. Ashley, S.,A New Spin on the Rotary Engine, Mechanical Engineering, April 1995, p80-82. 5. Bloch, H.P.,A Practical Guide to Compressor Technology, McGraw-Hill, New York, 1996. 6. Anon.,GAUSS Volume I, System and Graphics Manual, Aptech Systems, Inc., Maple Valley, WA, July 18, 1994.
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7. Heywood, J.B.,Internal Combustion Engine Fundamentals, Mcgraw-Hill, New York, 1988. 8. Sliney, H.E. and Dellocorte, C., The Friction and Wear of Ceramic/Ceramic and Ceramic/Metal Combinations in Sliding Contact, NASA TM-106348, DOE/NASA/503063, N94-15769, October 1993.
DEFINITIONS, ACRONYMS, ABBREVIATIONS

ar at ay Cd Fr Ft FI Fx, Fy FR FP F F ball radial acceleration ball tangential acceleration ball downward acceleration in tester orifice coefficient radial force on ball tangential force on ball Unbalanced inertial force on ball Tester forces on ball in x-y axes cylinder wall friction force on ball pressure force on ball cylinder wall normal force on ball track normal force on ball
F1, F2, F3 Tester load cell forces (Figure 14)
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IG k m MA MG Pc PT r r1 r2 R Rc T Tc
ball moment of inertia about center of mass friction sign parameter ball mass Tester moment about point A (Fig. 14) moment about center of mass of ball tester chamber pressure tester tank pressure ball rolling radius on track tester ball center radius (Figure 14) tester load cell location (Figure 14) ball center radius in rotor Rockwell hardness, C scale track tangential force on ball tester chamber temperature tester drive lateral offset ball angular acceleration drive wheel eccentricity in tester coefficient of friction rotor or drive wheel angular velocity ball angular velocity ball radius track or drive wheel slope from tangential angular displacement of rotor summation operator dot denotes d()/dt prime denotes d()/d

() ( )
page 38

The Ball Piston Engine

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BALL PISTON MACHINES

CHAPTER 1 BALL PISTON ENGINE

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

THE DESIGN CONCEPT

Figure 1. End section view of engine design

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

Figure 2. Side exploded section view of engine design

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

Important Design Features

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

Figure 3. Dual contact variable rolling radius ball track concept

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

F = ma = F F F cos + T sin F = ma = F + F sin + T cos M = I = F Tr

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

where the ball accelerations are

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

k= +1 if F > 0 and k= -1 if F < 0.

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

FI = m(R R 2 ) sin + m 2R + R cos + IG r

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

ball spin Coriolis Centrifugal Combustion

-600 0 45 90 135 180 225 270 315 360

ANGLE OF ROTATION, degrees

optimal track constant ball spin rate sine wave optimized

ANGLE OF ROTATION, degrees

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

Ball rolling radius, fraction of

0.9 5 0 .9 0.8 5 0 .8 0.7 5 0 .7 0 45 90 135 180 225 270 315 360

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

B a ll p o s itio n in ce a n r a dciu s .0inin c h3 .0 in c h 1 .0 m h1 .5 in h2 ( ) 5 39 32 27 21 6 37 30 25 19 7 36 28 23 18 8 34 27 22 16 9 33 25 20 15 10 32 24 19 14

BALL PISTON MACHINES

Ball mean R, inch

Figure 9. Minimum rotor radius for reasonable stroke loss (25%)

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

CHAPTER 3 ENGINE PERFORMANCE PREDICTIONS

SHRI RAMSWAROOP MEMORIAL COLLEGE OF ENGINEERING AND MANAGEMENT

BALL PISTON MACHINES

1.5 1.25 1 0.75 0.5 0.25 0 0 1 2 3 4 5 6 7 8 9 10

constant spin rate ball optimal track ideal kRPM