New revo­lu­tion in prime mover tech­nol­ogy

RVCR mech­a­nism, the next pro­gres­sive mu­ta­tion in ma­chine mech­a­nism, leads to a new gen­er­a­tion of multi-fuel en­gines.

Auto components India - - CONTENTS - By: Das Ajee Ka­math, Chair­man and Man­ag­ing Di­rec­tor, Gy­atk

The au­to­mo­tive sec­tor to­day is fo­cused on elec­tric drive and has caught the at­ten­tion of the pub­lic. But there is a catch 22 type dilemma here. If the oil con­sump­tion is re­duced by elec­tric en­gines and oil pro­duc­tion con­tin­ues, oil will be­come cheaper ow­ing to less de­mand and ex­cess sup­ply. The bat­tery tech­nol­ogy will have to com­pete with cheaper fos­sil fuel making it eco­nom­i­cally un­vi­able. The elec­tric al­ter­na­tive to the ex­ist­ing pow­er­train sys­tems is lim­ited to au­to­mo­tive which is only a frac­tion of the pow­er­train ap­pli­ca­tions and is not ap­pli­ca­ble to the en­tire bulk of in­dus­trial and com­mer­cial ap­pli­ca­tions where the fuel driven prime mover (engine) is used, (as in heavy com­mer­cial ve­hi­cles; ma­te­rial han­dling, min­ing,

earth mov­ing equip­ments, de­fence ap­pli­ca­tions like tanks, ar­moured ve­hi­cles, avi­a­tion (UAV’s to he­li­copters), ma­rine propul­sion (boats, fer­ries, ships), large power gen­er­a­tion units etc. The sig­nif­i­cance of en­gines to in­dus­try re­mains. Un­hook­ing of fos­sil fuel de­pen­dency is not as sim­ple as switch­ing to elec­tric cars, rather it is a tran­si­tion to tech­no­log­i­cal so­lu­tions for greener al­ter­na­tives. It is this chal­lenge that a new rev­o­lu­tion­ary ‘RVCR tech­nol­ogy’, based on an in­ven­tion in engine kine­mat­ics by an In­dian en­gi­neer and in­ven­tor Das Ajee Ka­math.

Con­ven­tional engine vs RVCR Tech­nol­ogy: RVCR is a seed­ma­chine kine­mat­ics that has var­i­ous down­stream ap­pli­ca­tions in en­gines, re­new­able en­ergy power gen­er­a­tors and util­ity ma­chines. RVCR en­ables a fea­ture called ‘VCR’ (Vari­able Com­pres­sion Ra­tio) which spe­cially rev­o­lu­tionises en­gines. RVCR is a leap in tech­nol­ogy com­pared to con­ven­tional en­gines and dif­fers in the very makeup of the way en­gines work.

The rar­ity of the RVCR sys­tem can be gauged by the fact that in the last 150 years only 3 sys­tems have come into ex­is­tence namely (1) ‘Re­cip­ro­cat­ing pis­ton and crank mech­a­nism’ used in 90% of engine ap­pli­ca­tions, in­clud­ing land and ma­rine trans­port; (2) the ‘Tur­bo­jet’ used in avi­a­tion, (3) the ‘Wankel ro­tary’ used in a few other ap­pli­ca­tions. The three sys­tems have served hu­man­ity well. How­ever, they have a com­mon lim­i­ta­tion. The ‘Com­pres­sion Ra­tio’ (CR) of these en­gines can­not be changed. Vary­ing of CR al­lows en­gines to switch fu­els while in op­er­a­tion from petrol to diesel to CNG etc. Fur­ther VCR also im­proves fuel ef­fi­ciency by 27% to 30%.

Though the global in­dus­try ma­jors have strug­gled with VCR en­gines for over half a cen­tury with var­i­ous VCR engine mod­els, they are still con­fined to test beds due to ex­treme the com­plex­ity in making any of them com­mer­cially un­vi­able. These VCR test mod­els have proved the ben­e­fits of VCR in re­duc­ing fuel con­sump­tion and emis­sions.

RVCR im­pli­ca­tions: RVCR mech­a­nism the 4th ad­di­tion in engine kine­mat­ics al­lows re­al­time VCR to swap fu­els. Hence the same engine can use both petrol and diesel (S.I or C.I fu­els). The sys­tem opens doors to the use of choice of fu­els rang­ing for light­fast burn­ing CNG, LPG, petrol, and heav­ier fu­els like diesel and bunker oil. It can adapt the com­pres­sion ra­tio while in op­er­a­tion to the fuel used, in­clud­ing bio-fu­els. Hence pro­vid­ing a uni­fied plat­form for tran­si­tion from fos­sil fuel to green

fuel does-not con­flict with the cur­rent oil-based econ­omy.

About RVCR: RVCR uses ro­tary pis­tons in­side a hol­low torus thus avoid­ing the com­pli­ca­tions of re­cip­ro­cat­ing pis­tons. This elim­i­nates the bore stroke ra­tio lim­i­ta­tions which al­lows rapid ex­pan­sion of fuel at slow speeds and does not re­quire en­gines rpm to be high as in con­ven­tional engine. Other ben­e­fits in­clude down­siz­ing; max­i­mum me­chan­i­cal lever­age through­out the gas ex­pan­sion process; elim­i­na­tion of re­vers­ing of in­er­tia forces and 2nd or­der vi­bra­tions etc.

RVCR Sta­tus: The RVCR tech­nol­ogy is com­pletely de­vel­oped in In­dia and is patented in 49 coun­tries and has been as­sessed at the high­est in­ter­na­tional plat­forms. RVCR Project was the win­ner of IIGP 13 by Lock­heed Martin, DST and GCIP 14. The sci­en­tific and en­gi­neer­ing chal­lenge to re­alise an engine for pow­er­train sys­tems is a mam­moth task. It can be gauged from the fact that though I C en­gines have ex­isted for over 125 years, their de­sign and de­vel­op­ment re­mains in the do­main of the west­ern world com­pa­nies. In In­dia many com­pa­nies do man­u­fac­ture en­gines for au­to­mo­tive and slightly larger ap­pli­ca­tions, how­ever the de­signs are ei­ther pro­cured from west­ern sources or are made by pe­riph­eral mod­i­fi­ca­tions to the ex­ist­ing de­sign. When it comes to larger en­gines it is a com­plete de­pen­dency on im­ports.

Con­sid­er­ing the lim­i­ta­tions for the ex­e­cu­tion of a prime mover de­sign project in In­dia and the lack of fund­ing, the in­ven­tor shifted his base to the UK where he has gained Phase-I fund­ing from Hori­zon 2020 scheme of the Euro­pean Com­mis­sion. The in­ven­tor has made many at­tempts with the gov­ern­ment of In­dia for fa­cil­i­ta­tion of the project that can re­lieve In­dia from tech­nol­ogy de­pen­dency on im­ports in prime movers for de­fence and mar­itime op­er­a­tions and to open doors to the $ 500 bil­lion global en­gines mar­ket. How­ever, the lack of sup­port struc­ture for break­through tech­nolo­gies and of any prece­dence in han­dling green­field tech­nol­ogy project of such scale has been the main bot­tle­neck.

The tech­nol­ogy: The RVCR mech­a­nism is the next pro­gres­sive mu­ta­tion in ma­chine mech­a­nism and leads to a new gen­er­a­tion of highly ef­fi­cient multi-fuel en­gines for the 21st cen­tury en­vi­ron­men­tal de­mands.

The new RVCR tech­nol­ogy is about two curved pis­tons that snug­gly fit in­side a hol­low torus (dough­nut shape) cham­ber and are free to ro­tate in­de­pen­dently. When one pis­ton ro­tates the other is kept sta­tion­ary and com­presses the air ahead of the ro­tat­ing pis­ton. Here the ro­tat­ing pis­ton is clutched to a shaft pass­ing through the cen­tral axis of the dough­nut through and through.

As the pis­ton ro­tates and nears the sta­tion­ary pis­ton it is made to ac­tu­ate a switch just be­fore it could col­lide with the sta­tion­ary pis­ton. The switch ac­tu­a­tion signals the sta­tion­ary pis­ton to en­gage with the cen­tral shaft and ro­tate along with the other ro­tat­ing pis­ton. This is an equiv­a­lent of the slide valve used in a steam engine that opens the steam valve to push it back in the op­po­site di­rec­tion. Here the switch ac­tu­ates the sta­tion­ary pis­ton to cou­ple with the cen­tral shaft and start ro­tat­ing syn­chronously along with the ro­tat­ing pis­ton and avoid be­ing stuck by the ro­tat­ing pis­ton. Sim­i­larly, as the sta­tion­ary pis­ton starts ro­tat­ing, it ac­tu­ates a switch just ahead of it that de­cou­ples the pre­vi­ously ro­tat­ing pis­ton from the ro­tat­ing shaft and brakes it at the same sta­tion­ary point where the pre­vi­ously sta­tion­ary pis­ton was held.

The po­si­tion of the switch dic­tates the gap be­tween the two pis­tons and hence the com­pres­sion ra­tio. As the ro­tat­ing pis­ton re­duces the gap with the sta­tion­ary pis­ton the air trapped be­tween them is com­pressed and the de­gree of com­pres­sion in­creases as the gap de­creases.

The RVCR tech­nol­ogy al­lows en­gines to achieve anal­o­gous vari­a­tion in the com­pres­sion ra­tio by slid­ing the switch po­si­tion rel­a­tive to the pis­ton and hence a pis­ton could ac­tu­ate the switch ei­ther when it is very close to the sta­tion­ary pis­ton or at a con­sid­er­able dis­tance from the sta­tion­ary pis­ton. Fur­ther­more, the dynamic real-time set­ting of the com­pres­sion ra­tio within the load range (from idling to full load) en­ables the RVCR engine to de­liver the high­est pos­si­ble ef­fi­ciency for ev­ery in­di­vid­ual fuel used. It con­trols emis­sions for any power or load con­di­tion by adapt­ing com­pres­sion ra­tio to lower com­bus­tion tem­per­a­tures.

Das Ajee Ka­math, Chair­man and Man­ag­ing Di­rec­tor, Gy­atk

Newspapers in English

Newspapers from India

© PressReader. All rights reserved.