J. Cent. South Univ.

(2013) 20: 363371

DOI: 10.1007/s11771-013-1496-9

Comparison of two types of twin-rotor piston engine mechanisms

DENG Hao()
1
, PAN Cun-yun()
1
, WANG Xiao-cong()
2
, ZHANG Lei()
1
, DENG Li()
1

1. College of Mechatronic Engineering and Automation, National University of Defense Technology,
Changsha 410073, China;
2. 63892 Unit, Luoyang 471000, China

Central South University Press and Springer-Verlag Berlin Heidelberg 2013


Abstract: A novel twin-rotor piston engine (TRPE) mechanism with high volumetric output and power density was introduced. This
new engine comprises an energy conversion system and a differential velocity drive mechanism (DVDM). Two special geared
four-bar mechanisms, DVDM-1 and DVDM-2, were utilized and compared. Based on the closed loop vector method, a mathematical
model for position, velocity, and acceleration of the two mechanisms was established. Numerical examples illustrate that the
kinematic characteristics were presented. Expression of the displacement and compression ratio of the two engine mechanisms were
derived and compared. It is concluded that both DVDM-1 and DVDM-2 adopted in the proposed TRPE with six vane pistons create
thirty-six power strokes per revolution of the output shaft, and the summation of two angles covered by each rocker is always 2t/N as
the output shaft rotates an angle of t/N. In DVDM-1, the span angle of a vane piston should be designed to be 10.2, and the
compression ratio should be equal to 10; in DVDM-2, the span angle of a vane piston should be designed to be 10.6, and the
compression ratio should be equal to 4.3.

Key words: rotor; piston engine; crank; rocker; power density





Foundation item: Project(7131109) supported the by National Defense Pre-research Foundation of China; Project(50975278) supported by National the
Natural Science Foundation of China
Received date: 20111205; Accepted date: 20120322
Corresponding author: DENG Hao, PhD; Tel: +8673184574932; E-mail: aaron_dh@163.com

1 Introduction

Many forms of engine mechanism have been
contemplated and manufactured [14]. Most of them are
used to reduce inherent disadvantages of conventional
reciprocating piston engines [56]. For example, the
SYTech engine based on the scotch yoke mechanism was
developed by CMC Power Systems in Sydney, Australia
[7]. The cardan gear mechanism was compared with the
conventional slider-crank mechanism in air pumps and
four-stroke engines [8]. Rotary piston engines [911] are
claimed to possess many advantages over reciprocating
engines such as having higher torque, fewer parts, lower
mass and less reciprocating imbalance. However, for
various reasons, Wankel rotary engine is the only one
which achieves limited success despite of big efforts and
funds, besides its sealing problems, long and narrow
chambers causing poor combustion, and complex
manufacture and repair havent been properly solved
until now. So recently, more and more researchers
reconsider designing other types of rotary engines.
HUDSON [12] revealed his record of a lifetime of the
parametric, mechanical design of a rotary engine.
ERTESVAG [13] and ROY [14] reconsidered the sliding
vane type engine.
On the other hand, under the demands of the future
engine with efficiency and high power to mass ratio,
variable compression ratio, and burning various kinds of
fuels, the oscillatory rotating type engine [15], also
named cat-and-mouse engine [1617], has gained the
most rapid development. The primary difference between
the Wankel engine and the oscillatory rotating type
engine is that while Wankel creates compression and
expansion via the special shaping of the rotor, the
oscillatory rotating engine as opposed to the relative
motion of the circular rotors. LIBROVICH et al [1819]
proposed a novel rotary vane engine using non-circular
gears for torque transmission. CHENG et al [2021]
studied the eccentric circular-noncircular gear driving
system of differential velocity pump. LIANG [22]
proposed a rotary engine with two rotors and its design
method. CHUN [23] used the half rounded gear to
alternately lock and unlock the rotors of his rotary engine.
MORGADO [24] introduced an internal combustion
engine and its design method. OMORI [25] provided a
cat-and-mouse type internal combustion engine having a
variable correlation type crank for a constant-pressure
burning and a premixed compression ignition. WIESLAW
[26] revealed a new conception of oscillating engine.
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From researched studies, many proposals related to
ratchet stops, cams, elliptical or half rounded gears are
either unreliable or difficult to withstand excessive
shocks. As we know, those shocks are inherent t in
explosive engines. Besides, these proposals were resulted
with cursory investigation and seldom-exposed
mathematical model and analysis.
A novel oscillatory rotating engine, also named
twin-rotor piston engine (TRPE) was introduced [2728].
With advantages of high volumetric output and multiple
power strokes per revolution of the output shaft, the
TRPE has a compact and balanced design. Configuration
and work principles of the TPRE were presented. The
mathematical model of the TRPE for the position,
velocity, and acceleration was established. Two types of
TRPE mechanisms were introduced. The detailed
analysis of two types of TRPE mechanisms was
presented. Similarities and differences of the two
mechanisms were identified and discussed. Expressions
of the displacement and compression ratio of the two
engine mechanisms were also derived and compared.

2 Configuration and working principle of
TRPE mechanism

The simple type of the TRPE is shown in Fig. 1 (a).
Its basic mechanical structure, without considering the
combustion system, cooling system, and lubricating
system temporarily in this work, includes two major
assemblies, an energy conversion system (ECS) and a
differential velocity drive mechanism (DVDM).
ECS has two identical opposed rotors, the former
rotor and the latter rotor. Both rotors are intersected
mounted on the output shaft and enclosed in a stationary
housing. In operation, the two rotors are driven by
expanding ignited gas and rotate about a common axis of
the output shaft in the same direction to convert heat
energy into mechanical energy. The engine has 2N (N is
a natural number) quadrant vane pistons in total, with
each N vane pistons radiate attached to the rotor hub of
each rotor.
In a preferred embodiment, as shown in Fig. 1 (b),
each rotor has six vane pistons. The vane pistons on the
former rotor are designated Y
1
to Y
6
, and the same on
latter are designated L
1
to L
6
. Vane pistons extend
the full width of the housing. The sealing of the
high-pressured gas can be ensured by means of surface
contact between the rotors and the housing. These twelve
vane pistons divide the housing into twelve separated
working chambers. Each of the working chamber,
denoted by IXII, is located between a vane piston on the
former rotor and its adjacent vane piston on the latter
rotor. Such that at any one time, one set of six working
chambers is close together while the other set is wide
apart. In addition, as one of the working chambers
reaches its maximum volume, the adjacent two working
chambers reach their minimum volume, and vice versa.


Fig. 1 Configuration of a TRPE (half part of housing omitted to
show two rotors): (a) Perspective view of TRPE; (b) Front view
of TRPE

DVDM interconnects the two rotors and has them
speed up and slow down by turns at certain time. As
shown in Fig. 2, to generate the cyclically oscillatory
rotation, DVDM-1 and DVDM-2, two specific geared
four-bar mechanisms, are utilized in TRPE. Based on the
crank-rocker and gear train technology, which has been
well proven and perfected over hundreds years, the two
types of DVDMs are inherently robust.
Each DVDM includes a stationary gear, two
planetary gears, and two crank-rocker mechanisms
(denoted by OABC and OABC in Fig. 2). The two
planetary gears mesh with the stationary gear for orbital
motion. The two crank-rocker mechanisms are composed
of a planet carrier (denoted by AA'), two cranks (denoted
by AB and A'B'), two connecting rods (denoted by BC
and B'C'), and two rockers (denoted by OC and OC').
The parameters of their respective components are the
same.
The cranks are fixed on each respective planet gear,
and positioned out of phase usually. As shown in Fig. 2,
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365
the phase () is 180. The two rockers are respectively
fixed to the two rotors by two separate hollow rotor
shafts. The output shaft, which passes coaxially through
the two hollow rotor shafts, is rigidly connected to the
planet carrier. As the output shaft rotates, the two cranks,
along with the planet gears are rotating in the same
velocity. With a non-zero phase, the two cranks also
restrain the two rockers (and the two rotors) to move in
the same variable oscillatory rotation at a different pace.
Thus, relative motion between rotors generates the
volumetric change within each working chambers and
creates the four-stroke cycle.


Fig. 2 Kinematical diagrams of two types of DVDM: (a)
DVDM-1; (b) DVDM-2

3 Mathematical model of two TRPE
mechanisms

3.1 Basic dimensions of TRPE mechanism
Based on the configuration mentioned in Fig. 2, the
key technique is to duplicate the oscillatory motion of the
rockers several times in one revolution of the output
shaft. Thus, a cyclical symmetrical curve is first needed.
As shown in Fig. 3, when the planet gears rotate outside
the stationary gear, joints on the planet gears generate
epicycloidal curves. Similarly, when the planet gears
rotate inside the stationary gear, joints on the planet gears
generate hypocycloidal curves.
For simplicity of comparison, the gear ratios of the
two DVDM are presumed to be the same, and are
defined as

3 1
2 4
= =
r r
i
r r
(1)

where r
1
and r
3
are the radii of the stationary gears, r
2

and r
4
are the radii of the planet gears.
Assuming that the gear carrier (OA) rotates an angle
of u
1
in the counter-clockwise (CCW) direction, then the
planet gear, (AB) in DVDM-1 rotates an angle of iu
1
in
the same direction. Coordinates of the joint B on the
planet gear, B
xe
and B
ye
,

which trace an epicycloidal
curve, are written as

1 1 1
1 1 1
cos( ) cos( )
sin( ) sin( )
xe OA AB
ye OA AB
B l l i
B l l i
u u u
u u u
= + +

= + +

(2)

where

l
OA
is the distance from the center of the planet
gear to the center of the stationary gear, l
AB
is the distance
from the center of the joint B to the center of the planet
gear.
Similarly, coordinates of the joint B on the planet
gear in DVDM-2, B
xh
and B
yh
,

which trace a
hypocycloidal curve, can also be written as

1 1 1
1 1 1
cos( ) cos( )
sin( ) sin( )
xh OA AB
yh OA AB
B l l i
B l l i
u u u
u u u
= +

= +

(3)

The shape of the curve is mostly determined by the
parameter (i). i is the gear ratio, which can be expressed
as

=
N
i
M
(4)

where N>M, and both N and M are natural numbers and
N can not be divided exactly by M.
Many curves can be applied as trajectories of joint B
in the TRPE. N is the number of petals in cycloid curves.
M, which is the revolution of the output shaft, is the
number for forming an integrated cycloid curve. Figure 3
shows the two curves generated by the same gear ratio
( i =6). Shapes of the two curves are very different but
both of the petals numbers are six.
In general, assuming that the gear ratio is N (M=1
for simplicity), the output shaft rotates one revolution,
and then the two planet gears complete N revolutions.
During this working process, the cranks on the planet
gears restrain the two rockers to complete N oscillations
and one revolution. In order to utilize the N oscillations
and make sure all intake ports and exhaust ports be fixed
at a certain position of the housing, the number of vane
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Fig. 3 Generation of epicycloidal and hypocycloid curves with
six petals: (a) Generation of an epicycloidal curve; (b)
Generation of a hypocycloid curve

pistons on each rotors should be equal to gear ratio, i.e.,
N i = .
As one oscillation means one contraction and one
expansion stroke for each working chamber, in one
revolution of the output shaft, each of 2N working
chambers completes N/2 power strokes. Thus, the
number of power strokes per revolution of the output
shaft, C, can be expressed as

C=N
2
(5)

The same stroke is performed simultaneously in N/2
separated working chambers, i.e., with multiple
utilization of the working space of the housing, the same
stroke provides a balanced force to the rotors and
increases the power density of the engine.
Taking the spark ignition engine with six vane
pistons per rotor for example, In Fig. 4, if the engine
completes one cycle, which also means all components
finish their tasks and back to the initial position, it
requires one revolution of the output shaft and three
power strokes for each of the work chambers, and
completes 36 operative combustion processes. To sum up,
this TRPE is equivalent to a 72-cylinder four-stroke
conventional engine. Comparison of power density
among different types of engines is given in Table 1.


Fig. 4 An ECS with six vane pistons

Table 1 Comparison of power density among different types of
engines
Types of engines
Number of power strokes in
one complete engine cycle
Single-cylinder reciprocating
engine
0.5
Single-cylinder Wankel engine 1
Twin-rotor engine with N=4 16
Twin-rotor engine with N=6 36

Additionally, with each stroke working in its
respective zones of the ECS housing, the working
chambers can be alternately utilized according to the
power output requirements of the engine.
Three ignition devices (P
ig1
, P
ig2
, P
ig3
), three intake
ports (P
in1
, P
in2
, P
in3
), and three exhaust ports (P
ex1
, P
ex2
,
P
ex3
) are radiately fixed at the circumference of the
housing. Each stroke is commenced or completed while
any working chamber travels close to the ports.
The compression ratio of the engine, c , can be
expressed as
max
min
o
c
o
= (6)

where o
max
and o
min
are the maximum and minimum of o,
which is the relative angle of the adjacent vane pistons. o
is proportional to the volume of working chambers V,
which is expressed as
2 2
2 1
( )
=
8
d d h
V
o
(7)
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where d
1
and d
2
are diameters of the inner and outer wall,
of the working chamber, h is the depth of the working
chamber in the axial direction.
The span angle of a vane piston is defined as |. A
valid assumption can be that all the vane pistons have the
same |. So,

min max
2 ( )
2
N
N
o o
|
+
= (8)

Similar to the displacement definition of the
conventional piston engine [5], the displacement of the
TRPE engine, Q
ex
, is defined as the gas volume
exhausted from the 2N working chambers per revolution
of the output shaft, which can be expressed as

2 2
2 1
ex
( )( ) ( 1)
4( 1)
N N d d h
Q
| c
c

=
+
( 9)

3.2 Kinematic model of two TRPE mechanisms
As rockers are fixed on their respective rotors,
kinematic characteristics of the rotors can be obtained by
analyzing the motion of the rockers. Taking DVDM-1
for example, as shown in Fig. 5, assuming OA, AB, OA',
and A'B' are in coincidence with each other at the initial
position. The positive direction of x-coordinate is defined
from O to A. All angles are measured from the x-axis in
the CCW direction. Thus, equations can be obtained
from the loop closure method [29], which can be
expressed as

1 2 3 4
1 2 3 4
1 2 3 4
1 2 3 4
cos cos cos cos
sin sin sin sin
cos cos cos cos
sin sin sin sin
OA AB BC OC
OA AB BC OC
OA AB BC OC
OA AB BC OC
l l l l
l l l l
l l l l
l l l l
u u u u
u u u u
u u u u
u u u u
+ + =

+ + =

' ' ' + + =

' ' ' + + =

(10)

where
1 4
u u are angles between components of the
crank-rocker mechanism (OABC),
1 4
u u ' ' are angles
between components of the crank-rocker mechanism
(OABC).
Both u
2
and u'
2
are equal to iu
1
. The angular
velocity of all components can be obtained by
differentiating Eq. (10) with respect to time (t), and the
angular acceleration of all components by twice
differentiating Eq. (10).
u
r
is defined as the relative angle of the former
rocker and the latter rocker, which can be expressed as
r 4 4
u u u ' = (11)

u
r
is proportional to the angleo , and their relation is

r min r min
( ) ( ) [ ] t t o u o u = + (12)

where [u
r
]
min
is the minimum of the angle u
r
. [u
r
]
min
is a
constant with respect to time.
When some combustion chambers reach their
maximum or minimum volumes, the angles o and u
r
also


Fig. 5 Definitions of angles for kinematic analysis of DVDM-1

simultaneously reach their maximum or minimum, and
the following is obtained
max min r max r min
( ) ( ) o o u u = (13)

The kinematic model of the DVDM-2 can also be
established with the same method above.

4 Comparison of two TRPE mechanisms

The kinematic model developed in Section 3 is used
to analyze characteristic of TRPE mechanisms. In this
section, angular position, velocity, and acceleration of
the two rockers are presented. The compression ratio and
displacement of the two TRPE mechanisms are
discussed.
The two TRPE mechanisms with 6 N i = = , as
shown in Fig. 2 and Fig. 3, are used as examples. Set
l
AB
=12 mm, l
BC
=205 mm, l
OC
=144 mm, r
1
=125 mm,
r
2
=25 mm. A valid assumption can be that the planet
gears of DVDM-1 and DVDM-2 are the same, and the
stationary gears are also the same, i.e. r
3
=r
1
and r
4
=r
2
.
Substituting all above parameters into Eq. (10) with a
numerical algorithm, the kinematic results of two
TRPE mechanisms can be derived.

4.1 Position analysis
Figure 6 shows variations of angular positions of
two rockers of DVDM-1 and DVDM-2 versus the output
shaft angle. The motions of the two rockers have many
similarities. On one hand, two rockers rotate with same
pattern but at different paces, i.e., when one rocker
accelerates, the other decelerates. On the other hand, the
two continuously rotate in same direction, and one
revolution of the rockers (taking DVDM-1 for example,
one rotates from 94 to 454, the other from 285 to 645)
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Fig. 6 Angular positions of two rockers of DVDM-1 and
DVDM-2 versus output shaft angle

is equivalent to one revolution of output crankshaft (from
0 to 360).
Table 2 gives the angular positions of the output
shaft, the former rocker, and the latter rocker when V
reaches its maximum/minimum For DVDM-1 and
DVDM-2, when relative angle u
r
reaches its maximum
and the adjacent minimum, variation between two output
shaft angles is t/N (here, as an example N=6, i.e, 30,
similar hereinafter), and the summation of two angles
respectively covered by the two rockers is always equal
to 2t/N. When V reaches its two adjacent maximums or
minimums, variation between output shaft angles is
equal to 2t/N.
Taking the two rockers in DVDM-1 for example, in
the above process, the two rockers rotate 14.2 or 45.8
alternately. The summation is 60 and the difference is
31.6. Thus, the variation amplitude of u
r
in DVDM-1 is
31.6, and it is larger than the variation amplitude of u
r
in
DVDM-2, which is 22.6, i.e., the rockers of DVDM-1
are closer to (or farther from) each other than DVDM-2.
As shown in Fig. 7, u
r
in DVDM-1 and DVDM-2
have same period which is equal to 2t/N, and u
r
is
proportional to o . So, at the peak or valley of curves,
working chambers reach their maximum volume. Also
taking u
r
in DVDM-1 for example, at the peak of
continuous curve in Fig. 7 (u
1
=7+60k, k is an arbitrary
integer), working chambers denoted by odd number (I,
III, V, VII, IX, XI) are at the start of exhaust or
compression cycle while other working chambers are at
the end of exhaust or compression cycle. At the valley of
the curve (u
1
=37+60k), working chambers with odd
number are at the start of intake or power cycle while
other working chambers are at the end of intake or power
cycle.

4.2 Velocity analysis
The angular velocity of the rockers (or the
respective rotors) can be obtained by assuming the
angular velocity of the output shaft
1
1 e = r/min. As
shown in Fig. 8, the rotational speed of the rockers
begins with a minimum angular velocity, then up to a
maximum velocity, and again back to the minimum
velocity. One rocker reaches its maximum angular
velocity while the other rocker reaches its minimum
angular velocity. The maximum/minimum volume of
working chamber occurs when rockers speeds are
momentarily identical. Taking working chambersfor
example, when u
1
is 7, the volume of it reaches its
maximum, and when u
1
is 37, it reaches minimum.
As the output crankshaft rotates from a to b , shown
in Fig. 9, working chambers I, V and IX, are performing
the power stroke, II, VI and X are performing the
compression stroke, III, VII and XI are performing the
intake stroke, IV, VIII and XII are performing the
exhaust stroke. Other phase of four-stroke cycle occurs
in each working chamber in sequence.

Table 2 Angular positions of output shaft, former rocker, and latter rocker when V reaching its maximum/minimum
DVDM-1/() DVDM-2/()
Position
u
1
u
4

4
u' u
1
u
4

4
u'
Initial position 0 94 285 0 75 264
7 98.5 294.3 23 108.1 276.8
37 144.3 308.5 53 126.8 318.1
67 158.5 354.3 83 168.1 336.8
97 204.3 368.5 113 186.8 378.1
127 218.5 414.3 143 228.1 396.8
157 264.3 428.5 173 246.8 438.1
187 278.5 474.3 203 288.1 456.8
217 324.3 488.5 233 306.8 498.1
247 338.5 534.3 263 348.1 516.8
277 384.3 548.5 293 366.8 558.1
307 398.5 594.3 323 408.1 576.8
Angular positions
337 444.3 608.5 353 426.8 618.1
Final position 360 454 645 360 435 624

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Fig. 7 Relative angle of two rockers versus output shaft angle


Fig. 8 Angular velocities of two rockers versus output shaft
angle

The relative angular velocity (e
4
e'
4
) in DVDM-1
and DVDM-2 has same near sinusoidal pattern. The
average of both relative angular velocities is equal to
zero and the period of both is equal to 2/N . The
minimum of (e
4
e'
4
) in DVDM-1 is smaller than that in
DVDM-2; the maximum of (e
4
e'
4
) in DVDM-1 is
bigger than that in DVDM-2. In addition, as the
volumetric rate of change of the working chamber is
proportional to the relative angular velocity, the volume
of working chamber of DVDM-1 has sharper change
than that of DVDM-2.

4.3 Acceleration analysis
Assuming e
1
=1 rad/min and o
1
=0, angular
accelerations of the two rockers (or the two respective
rotors) are illustrated in Fig. 10. Unlike angular velocity,
which exhibits same patterns, angular acceleration of the
former rocker and the latter rocker exhibits different
patterns, i.e., angular acceleration functions of the former
rocker and the latter rocker are totally different. The
maximum angular acceleration of the former rocker and


Fig. 9 Relative angular velocity of two rockers versus output
shaft angle

the minimum angular acceleration of the latter rocker
occurs at different output shaft angles, and summation of
the angular acceleration of the former rocker and the
latter rocker is not equal to zero. As the value of the
summation is proportional to inertia moment, which
causes the knock tendency of the engine, some measures
should be taken to eliminate the unbalance created by the
inertia moment.


Fig. 10 Angular accelerations of two rockers versus output
shaft angle

However, as shown in Fig. 11, the relative angular
accelerations in DVDM-1 and DVDM-2 show the same
sinusoidal-like pattern as the relative angular velocities,
and both curves have the same 2/N period. Thus,
the problem of above mentioned unbalance could be
easily settled.

4.4 Compression ratio and displacement of engine
From the above analysis, the difference of the
maximum and the minimum of u
r
determined by the
given parameters of DVDM. According to Eq. (13), the
difference of the maximum and the minimum of o can
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Fig. 11 Relative angular acceleration of two rockers versus
output shaft angle

be derived, 31.6 in DVDM-1, and 22.6 in DVDM-2. If
| is a known parameter, with Eqs. (6), (8) and (9), c
and Q
ex
of the engine can also be derived. As shown in
Fig. 12, as | increases, c increases accordingly, while
Q
ex
decreases. In fact, on one hand, the higher value of c ,
the higher the efficiency of the engine; On the other hand,
the higher the value of Q
ex,
the more the output power of
the engine.
Set d
1
=150 mm, d
2
=300 mm, h=80 mm. In order to
assure high efficiency and high output power of the
engine simultaneously, with above parameters, in
DVDM-1, | should be 10.2, and the value of c is 10; in
DVDM-2, | should be 10.6, and the value of c is 4.3.


Fig. 12 Compression ratio and displacement of engine versus
span angle of vane piston: (a) DVDM-1; (b) DVDM-2
4.5 Simulation
In order to validate above kinematic results, a 3D
model of DVDM-1 built in software ADAMS is
presented. In Fig. 13, as the output shaft (or the planet
carrier) rotates from 7 to 37, the vane piston Y
1
will
gradually occupy the position of the vane piston L
1
, and
the vane piston L
1
will gradually occupy the position of
the vane piston Y
2
, and the vane piston Y
2
will gradually
occupy the position of the vane piston L
2
. The simulation
results also show that vane pistons Y
1
Y
6
cover 45.8 and
vane pistons L
1
L
6
cover 14.2 in above period.


Fig. 13 Simulation results of TRPE with DVDM-1 with
housing removed: (a) TRPE at u
1
=7; (b) TRPE at u
1
=25; (c)
TRPE at u
1
=37

5 Conclusions

1) Both DVDM-1 and DVDM-2 create N
2
power
strokes per revolution of the output shaft.
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2) Relative angular velocities of the two rotors in
DVDM-1 and DVDM-2 have same near sinusoidal
relative motion with an average relative speed of zero
and a period of 2t/N, which could maintain steady
engine operation.
3) As the output shaft rotates an angle of t/N, the
summation of two angles covered by each rocker is
always 2t/N.
4) The variation amplitude of relative angle of two
rockers in DVDM-1 is larger than that of DVDM-2, so
positions of intake ports and exhaust ports are different.

References

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(Edited by HE Yun-bin)