Proceedings of ICFD 10:

Tenth International Congress of Fluid Dynamics

December 16-19, 2010, Stella Di Mare Sea Club Hotel, Ain Soukhna, Red Sea, Egypt

ICFD10-EG-3154

BUTTERFLY ENGINE

Author
(1) AMAN SRIVASTAVA
Ph: 91-9435744403
E-mail: aman.drilling@gmail.com

Co-Authors
(2) ANOOP IYER
Ph: 91-9011053116
iyerabi.anoop@gmail.com
(3) ABHINAV AWASTHI
Ph: 91-9923271407
abh.awa@gmail.com
(4) SAURABH TIWARI
Ph: 91-9836482306
saurabhtiwari.svnit@gmail.com

1. ABSTRACT
It has been very wisely said that Innovation is the key to
Development. Had it not been for innovation, the world would have been
reduced to a bunch of stagnating ideas and rigid concepts.
The engine that is presented here is a similar innovation and has been
named BUTTERFLY ENGINE, owing to its construction which resembles
the wings of a butterfly. It is a rotary type engine, i.e. it provides direct
rotating output from the combustive power of the fuel hence reducing the
mechanical losses involved in transfer of motion.
The most nagging problems in technological development today are
the fear of extinction of fossil fuels and the problem of pollution. So it is
logical that the foremost reason as to this engine was developed is to achieve
better fuel economy & efficiency.
The engine is also developed in a way so that it can be used for
versatile applications. It is compact, has higher power to weight ratio, and
can be run using different kinds of fuels owing to some of its inherent design
characteristics.

2. INTRODUCTION
If we look back a century in time, we will be astonished to see the
advances that we have made in leaps & bounds in the field of engine
technology. From the very first engine (the one made by Karl Benz) to iVTEC, we have indeed come a long way. So much so that in place of the
box type, noisy, bulky structures that we called automobiles a century ago,
we now have the most swanky, swift, smart pieces of technology that bring
the bitumen to a boil and pump adrenaline into your veins like never before.
And most of us would agree to the fact that in this drastic transformation of
the face of automobiles, the development of engine has definitely played a
pivotal role.
A drastic innovation to one of the earliest engines gave rise to a rotary
type internal combustion engine called Wankel engine which is a remarkable
example in the field of innovation. It had a specialty of providing direct
rotary output, thus reducing the mechanical losses & hence increasing the
efficiency. It was initially incorporated in Mazda RX-7 & Rotary Genesis in
RX-8.
The correct conceptual & technical approach which is required in the
analysis of the engine is very essential. Hence a number of papers and thesis
were referred to have an insight of the various innovations across globe [11],
[12], [13], [14], [15], [16].
The engine that we present here has its basic components; a
cylindrical casing, snitch, main output shaft, wings and a sprag clutch or
ratchet and pawl mechanism. The flapping action of the wings is similar to
the movement of wings of a butterfly, and hence the name BUTTERFLY
ENGINE.
The crude construction of the engine primarily consists of a
cylindrical casing, a pair of snitches comprising of two wings and a
cylindrical hub with sprag clutch or ratchet and pawl mechanism each. The
snitch is linked to the main shaft through the sprag clutch mechanism
(Ratchet and pawl Mechanism). Figure 1 is a labeled diagram of the engine,
in its front view, illustrating the basic parts. The dimensions of the engine
can be seen in figure 14. Figure 2 illustrates the two positions of working of
the engine, explained later.
Figures 3 and 4 show the component Casing. The casing as said
earlier is just a cylindrical hollow structure. It can be compared to the
Engine Block of a conventional engine as it encompasses all other
components inside it. The protrusions at 900 from the casing, towards
outside, are the nipples used for valves or port openings.
3

Figures 5 and 6 depict the snitch. The snitch is again a hollow

cylindrical structure with diametrically opposite rectangle protrusions called
wings. These protrusions act as pistons and seal against inside of the casing.
The hollow center hub of the snitch encompasses the sprag clutch or the
ratchet and pawl mechanism which itself is linked to the main output shaft
running through the center. The wing is double the width of the hub of the
snitch so that it meshes completely with the other snitch having similar
structure; two snitches meshed together are shown in figures 8, 9 and 11.
The ratchet and pawl mechanism of both the snitches are aligned in same
direction.
The working of the engine is henceforth explained. Please refer to
figure 2. As the charge enters the vertical chambers (A) in stage 1, the wings
are forced to move towards the horizontal position. A similar suction process
then occurs at the horizontal chambers (A`) in stage 2, which forces the
wings back to the original vertical position, thus compressing the charge.
The power stroke is marked by the ignition of the charge in the vertical
chambers, which is then followed by a similar combustion process in the
horizontal chambers. In this way, the wings move to-n-fro like the wings of
a butterfly.
The movement of the wings causes the ratchet and pawl mechanism to
rotate at a certain angle back and forth. As the ratchet and pawl mechanism
allows its inner shaft to rotate only in one direction with respect to the outer
part (like in a bicycle free-wheel), hence the main shaft rotates with the
wings in only one direction. It is to be noted that both the snitches move
exactly in opposite directions all the time. This causes the sprag or ratchet
and pawl mechanism of each snitch to move in both the directions. However
this motion is transferred to the main output shaft in only one direction. Thus
the chemical energy of the fuel is directly converted to the rotary motion of
shaft.
Observing closely it may happen during practical application that the
snitches may try to move in or out at different times during the suction or
combustion process. Hence in the snitches a bevel gear meshing can be used
between the pair so that each snitch forces the other to move in opposite
direction to it. The bevel gear meshing is similar to the one used in a
differential box of an automobile. Movement of any one snitch causes its
bevel gear to move. The pinion gear causes the other snitch to move in
opposite direction. Referring to figures 7 and 8 arrangement of the bevel
gear can be seen. The bevel gears are supported by the snitch cylindrical hub
and the main output shaft. The pinion gear can be supported using a small Tframe assembly as shown in figure 7.
4

A very clear picture of the engine can be obtained from the figures 9,
10 and 11. Figure 9 illustrates the engine in front view. The snitches and the
wings can be seen making the four chambers for carrying out the
combustion process. Figure 10 shows the top view where the main output
shaft can be seen protruding out of the engine body. Figure 11 illustrates the
engine in 3D view and is self explanatory in a way.
The design has been already been granted Provisional patent in India
with application number 2241/DEL/2010 on 21.09.2010.

3. MODEL FABRICATION
A plastic or PVC model fabrication was necessary so as to obtain the
correct representation of the engine in its working form. This model can
provide with the calculations for its performance evaluation.
To prepare a model one component of the engine had to be taken as a
reference. Here the sprag clutch or the ratchet and pawl mechanism is taken
as it is the only component of the engine which is most complicated in
design. The sprag clutches are used in a wide variety of applications like
automobile starter motor, overhead trolleys, conveyer belts etc. However,
these sprag clutches are bulky, voluminous and very costly. Moreover, they
have other components like O-rings, hub etc which are not required for our
purpose.
Preparing a sprag clutch or a custom made sprag clutch could be used
however there are two alternatives still remaining which provide a similar
mechanism.
The alternatives are ratchet screwdriver and bicycle-free-wheel.
Ratchet screwdriver are very small and they come in sets hence they are
again not feasible for our application.
The only option thus left is a bicycle free-wheel. The cogs on freewheel surface are removed to suit the application. The cogs can be grinded
on a bench grinder and used for the purpose.
Other components are designed with respect to the ratchet and pawl
mechanism finalized. A PVC pipe as a casing and acrylic pipes are used for
making hub for free-wheel and main output shaft. The wings are made of
acrylic sheets. Lego parts are used for making supports.
Figures 12 & 13 depict the photographic views of the PVC
prototype. The calculations in this paper are based on this model prepared
with respect to its dimensions.

4. BASIC CALCULATIONS FOR THE ENGINE

4.1 FINDING BASIC PARAMETERS OF THE ENGINE
Again referring to figure 2; at Stage 1 intake process occurs at the
vertical chambers and they move to Stage 2 where similar process takes
place in horizontal chambers. The angle between the centers of the wings is
2 (shown by 20). This angle becomes 180-2 (shown by 180-20) at
the stage 2. Hence
The area between the wings in Stage 1;
A = (((2x r2)/360) ((2x s2)/360)) (A1).......(1)
Where, r= internal radius of casing.
s= outer radius of snitch.
A1= Cross section area of wing.
Clearance Volume= A x w..(2)
Where, w= Width of casing, here 6.5cm.
Area between wings in Stage 2;
A`= ((((180-2) x r2)/360) (((180-2) x s2)/360)) (A1)...(3)
Total Volume= A` x w...(4)
Hence; Compression ratio= Total Volume/ Clearance volume(5)
r= A`/ A...(6)
As stated in assumption we consider compression ratio as 10 and
using the dimensions as shown in the Auto CAD figure:
Hence; 10= A`/ A.(7)
Which gives = 20.790
The volume obtained, by using the found, will be opposite to that
assumed, i.e. the formula for A will give the volume of A`. However it
is not necessary as both the volumes are occurring simultaneously in
consecutive chambers.
RPM of engine at 31CPS= 1430RPM
(31Cycles per second, i.e. 31 times the complete cycle operates in one
chamber per second, is assumed for the calculations)
Volume of upper chamber in stage 1 = 14.07cc
Volume of upper chamber in stage 2 = 140.70cc
Hence the basic parameters of the engine can be tabulated as follows:

Table 1. Basic Parameters of the engine

Outer Dia. (cm)
13.97
Inner Dia. (cm)
11.43
Length (cm)
6.50
Width of wings (cm)
0.60
Comp. Ratio
10
Cycles per second
31
Air fuel ratio
15
Vol. W/o wings (cc)
329.36
0
Vertical angle ( )
20.79
0
Horizontal angle ( )
159.21
Upper volume (cc)
14.07
Wider volume (cc)
140.70
RPM
1430
0
Max. Vertical Angle ( )
6.02
0
Max. Horizontal Angle ( )
173.98
Min. Volume (cc)
0.55
Max. Volume (cc)
154.22
Max. Comp. Ratio
278.95
Height of Wings (cm)
1.27
The maximum vertical and maximum horizontal angles possible are
found out using some basic geometry and depend on the thickness of the
wings and radius of the snitch. Maximum vertical angle will be decided
when the wings are close enough to touch one another at the inner radius
diameter position. This is given as
2 X (900-COS-1(Thickness of wings/ Inner Diameter))..(8)
Maximum horizontal angle possible is found by subtracting the above
from 1800. Respective volumes and Maximum compression ratio possible
are found out successively.

4.2 POWER CALCULATION [6], [7], [8], [10]

Assumptions:
(1) The cycle works under ideal Otto cycle.
(2) No heat loss occurs during combustion process and volumetric
efficiency is 100%.
(3) Engine performs at a constant stoichiometric air: fuel ratio of 15:1.
(4) The value of gamma () is 1.4.
(5) The value of gas constant (R) is 287 J/ (kg-K).
(6) Calorific Value (C.V.) of petrol is 43.5MJ/kg and density (f)
760kg/m3.
(7) Density of air (a) is taken to be 1.17kg/m3 and specific heat at
constant volume (Cv) as 0.717KJ/kg.K.
(8) As the engine is running on petrol the compression ratio is taken to be
10.
(9) The engine operates at 31CPS (31 cycles per second), i.e. 31 times the
complete Otto cycle operates in one chamber per second.
Referring to figure 15 which represents an the PV diagram of an ideal
Otto cycle
At state 1:
P1= 1bar
V1= V4 = 140.70cc
T1= 250C= 298K
1 2 (Adiabatic compression process)
P1V1= P2V2 ......(9)
V2= V3= 14.07cc
Hence P2=25.12bar
and T1V1(-1)= T2V2(-1).............................................................................(10)
Hence T2= 748.54K
2 3 (Isochoric heat addition process)
P2/T2= P3/T3..(11)
But QH = mf X C.V= m X Cv X (T3-T2)......................................................(12)
QH= mf X C.V. = mf X 43.5 X 103 KJ........................................................(13)
Also, QH= ma X Cv X (T3-T2).....................................................................(14)
= mf X 43.5 X 103 KJ = ma X 0.717 X (T3- 748.54)....................(15)
But ma: mf = 15:1
9

Hence T3 = 4428.23K
and P3= 148.60bar
3 4 (Adiabatic expansion process)
P3V3= P4V4.(16)
Hence P4= 5.92bar
and T3V3(-1)= T4V4 (-1) ...(17)
Hence T4= 1762.91K
Now;
ma= (P1V1)/ (RT1) = (101325 X 140.70 X10-6)/ (275.03 X 298) = 1.74 X 10-4 kg

and mf = ma/15 = (1.74 X 10-4) / 15 = 1.16 X 10-5 kg

and QH = mf X C.V. = 1.16 X 10-5 X 43.5 X 106 = 504.60 J
Hence Work Output = ((P1V1) (rp-1) (r ( -1)-1))/ (-1) ...(18)
Where rp= P4/P1= P3/P2= 5.92
WORK OUTPUT= 235.29J
The two vertical chambers, directly opposite, will undergo similar
process simultaneously and the other two, horizontal chambers, will undergo
similar processes simultaneously but with a lead (or lag) of one stroke.
Hence for 1 cycle of vertical chambers power process will occur together in
both and similar for horizontal chambers. Therefore for one complete cycle
of all the chambers, four times the above energy will develop, with half
occurring at one time and another half at other.
And at 31CPS = 504.60 X 2 X 2 X 31= 29.17 KW = 39.12 hp.(19)
Hence Torque= Power/ Rotational speed= 194.77 Nm
Indicated thermal efficiency (thm)
thm =Total Output energy/ Energy developed by fuel...(20)
thm = 29171.89 / (482.85 X 2 X 2 X 31)
thm = 46.64%

10

5. ROTARY VALVE ANALYSIS [2], [3]

The Butterfly engine uses a rotor valve as the use of poppet valve would
make the structure extremely bulky and voluminous. Moreover the cam
mechanism used for opening and closing the poppet valve would be
extremely complicated. Hence rotary valves would prove to be very good
alternative.
The basic construction of a rotary valve is a rotor revolving inside a
stator at a certain RPM with a small clearance to avoid contact and to
prevent leakage through it. Both rotor and stator have one hole each. When
the hole of rotor matches with that of stator the air fuel mixture supplied to
the rotor starts flowing out of the stator. The eclipse movement of the rotor
hole allows a bell shaped output flow of charge which is similar to poppet
valve flow (as shown in figure 17).
Referring to figure 16 a basic construction of a rotor valve is shown.
For simplicity of calculation we have considered the radius of the rotor and
stator to be same as distance between them extremely less. Considering the
fabrication process the valve hole in the rotor and stator is basically drilled
on a cylindrical curved surface. Hence the hole is not exactly a circle but an
ellipse (as shown in figure 16).
The minor axis length of the ellipse is the same as the diameter of the
hole but the major axis depends on the time for which the holes overlap.
To find the radius of the hole:
In the SIMULATION OF THE ENGINE we shall see that for the
vertical chambers suction process begins at 20.790, i.e. at vertical most
position and ends at 159.210, i.e. horizontal most position. For horizontal
chambers suction process begins at 159.210, i.e. horizontal most position and
ends at 20.790, i.e. at vertical most position. Hence the net angle moved by
the main output shaft during the suction process is (159.210-20.790)/2 =
69.210. As per the given RPM of 1430 the time required to move 69.210 is
0.0081sec.
The suction of the next cycle starts after 276.840 (69.210 X 4) after
start of one suction. Hence the rotor has to move 3600 when the main output
shaft rotates 276.840, which gives the speed ratio as 1.30. Therefore, the
angle moved by the rotor during suction process is 1.30 X 69.210 = 89.9730
900. The hole must cover of the rotor to provide the required amount of
charge.
Using basic geometry and trial and error method the radius of the hole
and rotor can be optimized to suit the flow area available during the
overlapping of the rotor and stator holes. A similar exercise has been done
11

for exhaust process and results were obtained. For the simulation process we
have considered
Intake Valve:
Hole Radius, d/2 = 3mm
Rotor Radius, D/2 = 7.64mm
Exhaust Valve:
Hole Radius, d/2 = 4.30mm
Rotor Radius, D/2 = 10.95mm
Some basic calculations for rotary valve are shown below
Diameter of rotor hole = d mm
Diameter of Stator = D mm
Speed ratio of rotor and main shaft of engine = S
Net angle moved by the rotor =
Hence if a certain diameter of rotor and net angle movement is decided
Speed ratio = / (((180-2)-2)/ 2)...(21)
RPM of rotor = RPM of Main Shaft of Engine X Speed Ratio..(22)
Diameter of Stator = (4 X d)/ ( X (/180))...(23)

12

6. SIMULATION OF THE ENGINE [1], [4], [5], [6], [7], [9], [10]
Here we have used a Zero-Dimensional model for the analysis which
includes only thermodynamic concepts. In this method, only the heat
transfer from engine walls to the chamber or vice versa is considered. This
needs the heat transfer coefficient value which is extremely difficult to
obtain. Some formulas used in simulation expression for heat transfer
coefficient, mass fraction burned during combustion etc. are specific for a
conventional ICE however modification with respect to this engine made
them compatible for the calculations.
The calculations were performed on computer which helped in
calculations, iterations, graphs plotting and display value for every
parameter at each step.
The complete simulation was performed by considering certain fixed
main shaft rotation. For every process, i.e. suction, compression,
combustion, expansion and exhaust 18 divisions were made. For each and
every position of main shaft the respective volume of a single chamber and
the respective pressure and temperature were obtained.
Though the model is very basic however assuming certain data and
introducing some multiplying factors we can arrive at results very close to
the actual data.
Assumptions:
1. Only zero-dimensional approach was used i.e., only heat transfer from
walls to the chamber was considered.
2. Engine performs at a constant stoichiometric air: fuel ratio of 15:1.
3. The value of gamma () is 1.4.
4. Calorific Value (C.V.) of petrol is 43.5MJ/kg and density (f)
760kg/m3.
5. Density of air (a) is taken to be 1.17kg/m3 and specific heat at
constant volume (Cv) as 0.717KJ/kg.K.
6. The density of charge intake is 1.25kg/m3 and has Cp of
1.0631354kJ/kg-K and gas constant 275.03 J/kg-K. The charge is
homogenous.
7. The charge and exhaust gases are considered to be ideal gases.
8. For exhaust gases gas constant is 290.65J/kg-K and Cp is
1.135317kJ/kg-K.
9. Leakage and discharge losses of gases are neglected.
10. Temperature of the mixture is uniform throughout the chamber.

13

11. As the engine is running on petrol the compression ratio is taken to be

10.
12. The engine operates at 31CPS (31 cycles per second), i.e. 31 times the
complete Otto cycle operates in one chamber per second.
The complete engine cycle is divided in five parts, viz. Suction,
Compression, Combustion, Expansion and Exhaust.
Table 2. Engine Cycle
PROCESS
PERIOD OF OCCURANCE
Suction
20.790-159.210
Compression
159.210-290
Combustion
290-20.790-290
Expansion
290-1480
Exhaust
1480-159.210-20.790
(6.1) SUCTION
The suction process occurs between 20.790 and 159.210 of wing
angle. Based on the vertical most and horizontal most positions of the engine
the main diameter was obtained. The value obtained for rotors movement
during shaft movement was found out. As we are using a rotary valve the
motion has to be clubbed with the main shaft, we assumed that the suction
begins at vertical most position and ends at horizontal most position. Hence
we could find after how much rotation of main shaft the rotary valve should
complete its one rotation in order to carry out the next suction. The speed
ratio obtained also helped in finding out the rotation of rotor of valve during
which suction would occur. Assuming a certain value of valves holediameter the respective rotor suction was found to be 900. Hence 18
divisions were made for 50 movement of rotor. The exposed area during
each interval was obtained and respective mass flow was obtained.
The initial pressure inside the chamber at starting of suction was taken
to be 1atm and exhaust temperature was assumed to be 576K. These
assumptions were made only for starting purpose. However in later iterations
a consistent value of pressure and temperature was obtained.
The value of volume inside one chamber was obtained. Hence the
mass coming inside the cylinder can be obtained by formula given by
Heywood.
dm = AValve X P0 X dt X [{(2 X )/(R X T X ( -1))} X (P/P0)( -1)/ X {(P/P0)( -1)/ -1}]

.(29)
The heat transfer is given as
14

Q= h X Asurface X (Twall-Tnew) X dt(30)

And the final temperature is given as
Tcorrected = [(Qcond/ (mnew X Cp)] + Tnew..(31)
The Tcorrected obtained helps in finding out the Pcorrected. The value of Cp
is found out using the mass fraction of burned gases inside and the fresh
charge entering.
Cp = (Fresh charge in cylinder/Net Mass) X Cpcharge+ (Mass of Exhaust/Net
Mass) X Cpexh.(32)
In this way for every step this analysis is carried out. The same
procedure is followed for compression, combustion, expansion and exhaust.
The difference exists only in the heat transfer coefficients.
The heat transfer coefficient is followed using Woschinis Fomula.
h= 0.82 X x-0.2 X P0.8 X Wmv0.8 X (Tnew)-0.53 (W/m2K)(33)
Wmv= [C1Cm+ C2 (VsT1/ PV1) (P-Pmotor)]..(34)
For gas exchange process (suction and exhaust), C1= 6.18 & C2= 0.
For compression process, C1= 2.28 & C2= 0.
For combustion and expansion, C1= 2.28 & C2= 3.24 X 10-3.
and

.(35)
where,
Pa= atmospheric pressure, 101325 N/m2
Vd= Displaced Volume
r= P4/P1
The x in equation 33 is the characteristic dimension of a
conventional engine. We had to use a different characteristic dimension for
our engine. The volume of the cc at any position was a part of a cylinder.
The cc obtained was equated to a part of cylinder with radius and height
equal.
cc= (/3600) X ( X x3)...(36)
Hence here x denotes the characteristic dimension of the chamber.

15

(6.2) COMPRESSION:
Assumptions:
1) Compression is assumed between 159.210 and 290.
2) It is assumed that no pre ignition takes place
3) The losses are assumed due to vaporization and convection heat loss
due to radiation is neglected.
After suction the next step in a conventional internal combustion engine
is the compression stroke where the mixture of fuel and air is compressed to
approximately 1/10 of its initial volume. For the analysis of compression
stroke we started with the end values of suction analysis and started
calculating pressures and temperatures using simple ideal gas equation for
specified interval.
The values of pressure and temperature are obtained based on the
isentropic compression process. However due to the heat loss to the walls
the value of Cp for the mixture varies according to the temperature. Values at
the end of compression were carried to the combustion.
(6.3) COMBUSTION:
The process of combustion is initiated by the spark just before
the completion of the compression stroke. In this stage there is sudden
increase in temperature and pressure.
Assumptions:
1) The process of combustion is from 290 to 20.790 and back to 290.
2) The disassociation effects are neglected.
3) The process during the unburned zone is adiabatic.
4) The charge gets completely burnt.
5) Wiebes Model for combustion is assumed.
First of all the mass fraction burned at every step of main shaft is found
out using formula
B= 1- e-a[(-S)/()]^(1+m).(37)
Where, a and m are certain constants.
dB= B+d - B...(38)
Consequently the mass burnt and unburned at every position is
calculated and respective Cp and Cv values are found out for the mixture
inside.

16

The pressure rise in the chamber is a result of both the wings

movement as well as combustion. The formula for progressive combustion
pressure rise is given by
P = [-P (V/ V)] + [(P3 P2) (VTDC/V) x].(39)
The first term, i.e. on left side of plus sign, is due to the volume
change which is positive before TDC (Top dead center or vertical most
position) and negative after TDC. The other term is due to the combustion
effect. The value of x comes from the combustion model assumed (Square
Law, Wiebes Model, cosine law etc.). Here we will be using Wiebes
Model for our purpose. The value of Cp varies due to the presence of varied
burned to unburned mass ratio as well temperature change which is taken
into account during iteration.
(6.4) EXPANSION:
It is just the opposite of compression and allows a decrease in pressure
as well as temperature in the chamber. The duration is from 290 to 1480. The
heat transfer is still carried out between the wall and chamber depending on
the wall temperature.
(6.5) EXHAUST:
The process involves exit of burned mass from cylinder to the
atmosphere and is carried from 1480 to 159.210 and then to 20.790. The mass
delivered is given as
dm = AValve X P0 X dt X [{(2 X )/(R X T X ( -1))} X (P/P0)( -1)/ X {(P/P0)( -1)/ -1}]

(39)
The valve area at every interval was obtained by eclipse area method.
Here P0 represents the exhaust manifold pressure, which is 1atm. and P is the
cylinder pressure.
The logic to create the simulation model is that the amount delivered
at every shaft angle movement is equal to the maximum amount of mass
which can pass through that particular valve curtain area or equal to the mass
which will lower the chamber pressure to 1atm and NOT below. The Cp
value does not change in this process as complete chamber is comprised of
same mixture and temperature is not much effective.

17

(6.6) RESULTS OF SIMULATION

The results of simulation are as follows. The ideal parameters
correspond to the ideal Otto cycle derived earlier with the same volumetric
efficiency as that of actual simulation.
Table 3. Simulation Results vs Ideal Otto Cycle Analysis for Butterfly Engine
SIMULATION
IDEAL OTTO CYCLE
PEAK PRESS. (bar)
41.94
IDEAL PEAK PRESS. (bar)
148.60
PEAK TEMP. (K)
3137.36
IDEAL PEAK TEMP. (K)
4428.23
WORK (W)
12102.08
IDEAL WORK (W)
29171.89
WORK (kW)
12.10
IDEAL WORK (kW)
29.17
WORK (hp)
16.23
IDEAL WORK (hp)
39.12
TORQUE (Nm)
80.80
IDEAL TORQUE (Nm)
194.77
MEP (bar)
1.00
IDEAL MEP (bar)
2.40
THERMAL
41.18%
IDEAL THERMAL
46.64%
The charts shown in figures 18 and 19 show the P-V and P- curve obtained
from the simulation of the engine.
To compare the performance of Butterfly engine with a conventional
IC engine a similar simulation model was created for it. The size of the
engine was taken equivalent to one of the chamber of the butterfly engine
and simulation was performed. The engine parameters were
Table 4. Conventional ICE configuration
Bore Radius (cm)
3.423
Stroke (cm)
3.423
Displaced Volume (cc)
126.00
Compression Ratio
10
Air Fuel Ratio
15
Conn. Rod (cm)
17
RPM
3788
Volumetric Efficiency (%) 100
Clearance Vol. (cc)
14.07
Total Volume (cc)
140.70

The volume capacity is almost similar to one chamber of the Butterfly

Engine used. The comparison of the simulation is given as below. The
Butterfly engine results correspond to output of only one chamber and that
of conventional engine correspond to only 1 cylinder.
18

Table 5a. Engine Performance

Butterfly Engine (single chamber)
PEAK PRESSURE (bar) 41.94
PEAK TEMP. (K)
3137.36
WORK (J)
97.60
WORK (kJ)
0.98
TORQUE (Nm)
0.65
MEP (bar)
1.00
THERMAL
41.18%

Table 5b. Engine Performance

Conventional Engine (single cylinder)
PEAK PRESSURE (bar)
109.80
PEAK TEMP. (K)
2785.93
WORK (J)
167.70
WORK (kJ)
0.168
TORQUE (Nm)
0.423
MEP (bar)
2.14
THERMAL
28.58%

The work output from one chamber of the Butterfly Engine is less
than that of the conventional engine however as the former have three other
chambers similar to it hence the total work obtained from it is much higher.

19

7. CONCLUSION
As seen in the paper the design can be used as an efficient internal
combustion engine with suitable fabrication. As the volume depends on the
square of the radii larger volume of cylinder may be utilized compared to its
size. The compression ratio as seen can be varied to a very large value hence
the combustion properties can be enhanced very easily. It can also be
changed as per the angles at which the opposite snitches move back, i.e. the
2 angle shown in figure 2.
More types of fuels can be used in the engine as they can be
compressed to a very large value. Better combustion results in better exhaust
properties causing lesser unwanted emissions.
The flame front available during the combustion is forcing itself on
two sides and moving both the wings in opposite directions. This helps in
better utilization of combustion power.
The performance deciding part of the engine is the ratchet and pawl
mechanism, which if designed properly can make the designing of rest of the
parts very easy.
Hence the engine can prove to be a new revolution in coming days
when we are going to face the crisis of the conventional energy resources
and have to move towards new other forms.
The cranking or starting of the engine requires a quick and calculated
clockwise and anti-clockwise movement of the main output shaft which may
be achieved using several mechanisms and depends on the compression ratio
required for burning of the fuel inside.
In another aspect, using an efficient concept to provide a rotation to
the main shaft, the design can be used for pump/ compressor application just
like the conventional engine designs are. A pneumatic or hydraulic motor
can also be obtained providing a steady and calculated flow into the
chambers. Any usage where rotation of a certain object is required, like in a
pipe spinner or a roughneck, the design can be used very efficiently.
Some of the many tasks that still need to be accomplished regarding
the engine are listed below.
1. The heat transfer coefficient values for the simulation are actually for
a conventional IC engine. The actual values applicable for this engine
are still not known. The simulation model generated is also a zerodimensional model which is very basic in nature. A further more
analysis has to be done in order to get more accurate results. More
sophisticated models like phenomenological models can be applied to
have more accurate results.
20

2. As the basic crude model is ready, development of engine with precise

machining, proper calculations, sealing and theoretical aspects has to
be carried out in detail. The complete analysis would require a lot of
experiments and computations regarding the material selections,
manufacturing processes, thermal stability, stress analysis etc.
3. The seals need to be designed for the wings along the inside of casing
and for the snitches against each other. The seals need to control the
pressure and allow smooth movement of the parts. The design
presented here does not include the design for the seal however more
work has to be done in order for it.
4. The ratchet and pawl mechanism is the most critical part and needs to
be designed with very high precision.
5. Valve mechanisms have to be sorted out. Although an alternative of
rotary valve is presented, still being the key feature in performance of
an engine it needs exhaustive study.

21

8. NOMENCLATURE
- Diameter
A, A`- Area between wings
A1- Cross Section area of wings
- Angle made by wings with vertical
2- Angle made between wings
r- Internal radius of casing
s- Outer radius of snitch
w- Width of Casing
P- Pressure
V- Volume
T- Temperature
- Gamma Value for a particular gas (Cp/Cv)
Cp- Specific Heat constant of a gas at constant pressure
Cv- Specific Heat constant of a gas at constant volume
R- Universal Gas constant
Q- Heat transferred
h- Heat transfer Coefficient
ma- Mass of charge
mf- Mass of fuel
a- Density of Charge
f- Density of fuel
CV- Calorific value of fuel
- Efficiency
dm- Mass transferred through the valve
AValve- Valve area exposed
t- time
T- Temperature
ASurface- Surface area inside the chamber
Twall- Temperature of the wall of chamber
B- Mass ratio of burned
d- Diameter of hole of the rotary valve
D- Diameter of hole of the Rotor/ Stator
- Net angle moved by the rotor
S- Speed ratio of main output shaft and rotary valve

22

9. ACKNOWLEDGEMENT
We take this opportunity to express our gratitude and deep routed
feelings for those who patronized the cause of our project on
Butterfly Engine and paved our way to a better comprehension of the
facts related to it in a different perspective.
We extend our cordial & humble gratitude to Dr. S.A. Channiwala,
Department of Mechanical Engineering, SVNIT (Sardar Vallabhbhai
National Institute of Technology), Surat, whose effective guidance, valuable
time and constant inspiration made it feasible and easy for us to carry out the
work in a smooth and productive manner.
We would be failing in our duties if we were not to thank SVNIT
Surat, our alma mater, and its esteemed faculty for their unwavering support
in helping us to take this project to its successful completion.
Last but not the least, we would like to thank our parents & family
members, whose unwavering support in us made it possible for us to
conclude the project successfully.

23

10. REFERENCES
[1] Ms. Sweety; Simulation of an internal combustion engine; ME
dissertation Mech. Dept., SGU, 2001.
[2] Mr. Vikas J. Patel; Experimental and analytical investigations of
multi-cylinder hydrogen fueled S.I engine; Mech. Dept., SGU, 2000.
[3] Mr. Kashyap K. Bharath, Mr. Rakesh Kumar, Mr. Nainish U. Shah,
Mr. Rajeev Premi Mogha and Mr. K. V. Anudeep; Design and
development of delayed entry valve for multi cylinder hydrogen
fueled engine- a new approach to control the backfire.
[4] Dr V. Ganesan; Computer Simulation of Spark Ignition Engine
Processes; University Press; 2002.
[5] Dr V. Ganesan; Computer Simulation of Compression Ignition
Engine Processes; University Press; 2002.
[6] Dr V. Ganesan; Internal Combustion Engines; Tata McGraw Hill;
2007.
[7] John B. Heywood; Internal Combustion Engine Fundamentals;
McGraw Hill Publication; 1995.
[8] Julian Happian-Smith; An Introduction to Modern Vehicle Design;
Butterworth Heinmann Publication; 2004.
[9] Matthew Oswald; Combustion Modeling; FSAE modeling report.
[10] CSU Engine web pages; Colorado State University.
[11] Guido A Danieli; A performance model of a Wankel engine
including the effects of burning rates, heat transfer, leakage and
quenching compared with measured pressure time histories, MIT
thesis, 1976.
[12] Masaki Ohkubo, Seiji Tashima, Ritsuharu Shimizu, Suguru Fuse
and Hiroshi Ebino; Mazda Motor Corporation; Developed
technologies of new rotary engines, SAE 2004-01-1790.
[13] Nathan Lee Moulton; Performance measurement and simulation of
a small internal combustion engine, University of Maryland, Thesis
2007.
[14] Ralph M Watson; The development of an engine with a higher
compression ratio; California institute of technology 1929.
[15] Hon Man Chenug; Columbia University; A practical burn rate
analysis for use in engine development; MIT Thesis; 1993.
[16] Ruonan Sun, Rick Thomas and Charles L. Gray, Jr.; EPA; An
HCCI Engine: Power Plant for a Hybrid Vehicle; SAE 2004-010933.

24

11. FIGURES

FIGURE 1- Front view of the engine illustrating main components.

True dimensions can be seen in the FIGURE 14.

Stage 1

Stage 2

FIGURE 2- Front View of the engine illustrating the two stages of

operation. True Dimensions can be seen in FIGURE 14.

25

FIGURE 3- Drawing of Casing

FIGURE 4- 3D view of Casing

26

FIGURE 5- Drawing of the snitch

FIGURE 6- 3D view of the snitch

27

FIGURE 7- A Snitch with bevel gear arrangement

FIGURE 8- Two snitches meshed together with Ratchet & Pawl

mechanism inside each. The main output shaft runs through the centre
of the snitch.

28

FIGURE 9- Front view of the Engine with casing.

FIGURE 10- Top view of the engine

29

FIGURE 11- 3D View of Butterfly Engine

30

FIGURE 12- PVC Model Fabricated

FIGURE 13- PVC Model Fabricated

31

All dimensions in cm.

FIGURE 14- Engine Dimensions

FIGURE15- PV diagram of an Ideal Otto Cycle

32

FIGURE 16- Rotary Valve

FIGURE 17- Flow area for a rotary valve

33

FIGURE 18- Pressure and Volume Curve

FIGURE 19- Pressure and Curve

34