HYBRID ENGINE

BY :MANJUNATH JOIS
1SI04ME413

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.

 Stator

spark 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.

OPERATION
The 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 highpressure. 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.

THANK YOU