WO2008062422A1

WO2008062422A1 - Oscillating pistons engine

Info

Publication number: WO2008062422A1
Application number: PCT/IN2007/000049
Authority: WO
Inventors: Dinesh Kumar Tyagi
Original assignee: Dinesh Kumar Tyagi
Priority date: 2006-11-24
Filing date: 2007-02-08
Publication date: 2008-05-29

Abstract

Rotary Internal Combustion Engine of the oscillating pistons type. Comprising two or four FLAPS, that move with differential angular speeds. At the minimum position, the FLAPs come adjacent to each other relating to the Clearance volume position or TDC of the conventional reciprocating IC Engine. At the Maximum position, the FLAPs reach the maximum separation position, relating to BDC of the conventional reciprocating IC Engine. These TDC and BDC positions are achieved twice each in every rotation of the Engine shaft and the Master FLAP moves faster than the Slave FLAP twice during each revolution by a speed ratio “r”. Also the Slave FLAP moves faster than the Master FLAP twice during each revolution by a speed ratio “r”.

Description

Title : OSCILLATING PISTONS ENGINE

A Rotary Internal Combustion Engine based on CLAP motion and a 4-phase

Thermodynamic cycle such as Diesel / Otto / Atkinson cycle.

1) Technical Field ;

This Invention relates to the Field of generating Mechanical power by means of a Rotary

Apparatus. The Apparatus can be adapted to perform as an Internal Combustion Engine

( IC Engine ) which is purely Rotary in nature. The Apparatus when adapted as an Internal Combustion Engine can be compatible to

Fossil fuels such as Diesel, Gasoline, CNG, LPG and other fuels such as Hydrogen fuel.

The Apparatus could be compatible to other Solid or Liquid fuels also used in the Aviation and Space Industry.

The Apparatus can be adapted as a Motor driven by Compressed Gas such as Compressed Air or Steam.

The Apparatus can be adapted as a compressor / Feed Pump / Metering device for compressing and /or pumping Fluids and Gases.

The application of the Invention can be in the following Industries ( The list is indicative but not exhaustive ) A. Automotive Industry

B. Motor Sports Industry

C. Boating sports Industry

D. Locomotive Industry

E. Shipping Industry F. Aviation Industry

G. Space Industry H. Power generation I. Farm machinery and equipment J. Earth Moving and Construction 2) Background Art :

Internal Combustion Engines in usage today, are primarily Reciprocating type. In the reciprocating IC Engines, there are pistons that move inside Cylindrical Liners in a reciprocating motion, so as to achieve the desired Thermodynamic cycle. However, these reciprocating IC engines have their own inherent disadvantages such as High internal friction, High Noise and Vibrations, Complex construction, Low Power to Weight ratio. Rotary IC Engines, on the other hand, bring advantage in terms of Low internal Friction, Low Noise and Vibrations, Simple construction and High Power to Weight ratio. So far the only known design of a Rotary IC Engine, operating on the Otto cycle, is WANKEL rotary IC engine which works on the principle of a rotating Triangular Rotor within a Twin lobed

Epitrochoid Housing. However, this design could not be much successful owing to some limitations of its Design.

Other known designs of Rotary Engines are based on Turbine but these are External combustion type. These do not employ 4 -phase Otto cycle and have Low efficiencies.

However these engines do have the much required High Power to weight ratio and low vibration levels, suitable for the required applications such as Aviation, Sports etc.

Moreover, the existing IC engines have equal Compression and Expansion ratios which may prove to be a limitation for the Efficiency of the engine. This Invention aims at designing a new concept of a Rotary IC Engine which has the following advantages over the existing Technology of IC Engines.

A. Simple construction and compactness

B. Low cost of manufacturing C. Low internal Friction

D. Low Fuel consumption

E. Low Idle RPM

F. Accurate Intake & Exhaust timing

G. High Volumetric efficiency and Power output H. Low Noise and Vibrations

I. High Power to Weight ratio J. High Power density

K. Possibility of different Expansion ratio than Compression ratio

The Invention is an Innovation in the Design and construction of a device, adapted to perform as an IC Engine and its other variations.The other known Designs based on 4- phase Thermodynamic cycle are as follow;

A. Reciprocating IC Engine ( Piston reciprocating inside a Cylindrical Liner )

B. WANKEL Rotary Engine ( Triangular rotor inside a Twin lobed Epitrochoidal Housing )

The Invention is based on the Design which Simulates the action of Human CLAP wherein Two or more FLAPs are utilized to move at differential Angular speeds so as to achieve desired relative positions and enclosed chambers. This concept of achieving enclosed chambers which are capable of performing the function of Thermodynamic cycle, is

Unique and not known to have been adopted so far. The other distinguishing feature of this design is that, depending on the construction, there can be ONE, TWO, THREE or FOUR Power Phases / Strokes per Rotation of the Engine shaft, in contrast to ONE Power Phase / Stroke per cylinder per TWO Rotations of the Engine in the conventional 4-phase / Stroke IC Engines.

The resultant Power density is up to EIGHT fold when compared to a single cylinder reciprocating 4-phase / stroke IC engine as there is ONE Power phase / stroke per 90 Deg rotation of the Engine shaft, as compared to ONE Power stroke per 720 Deg per cylinder rotation of the Engine shaft. In comparison to WANKEL rotary engine, the Power density is up to THREE fold since WANKEL engine gives ONE Power phase / stroke per 270 Deg of Engine shaft rotation.

Unlike the conventional reciprocating IC engine but like the WANKEL rotary engine, the enclosed chamber and hence the charge is continuously rotated. But all the phases of the

Thermodynamic cycle are executed at a fixed location on the main housing. 3) Disclosure of Invention :

The Invention is necessitated by the requirement of achieving a higher level of Technology in the Internal combustion Engine which is capable of addressing concerns like:

A. Depleting Petroleum reserves which need Technologies that can conserve them by means of reduced consumption.

B. Ecological concerns such as Kyoto Protocol 1997 CO2 Emissions and Green house effect call for reduced Petroleum consumption. C. Fuel efficient Engine Technology

D. Call for a lesser noise generating, Quieter Engine Technology

It has already been proposed that the Object of the Invention is to improve upon the Internal Combustion Engine Technology available today with the following basic Improvement criteria.

A. The principal object of the invention is Simple construction : This is achieved by the design of the CLAP concept which reduces the number of parts required to manufacture the Engine. Complex Intake valve, Exhaust valve, Camshaft mechanisms are done away with.

B. Another object of this invention is Low cost of manufacturing : Simple construction and lesser number of parts result in Low cost of manufacturing.

C. A further object of this invention is Low internal Friction : Lesser number of moving parts and the absence of Valve train mechanism result in Low Engine Friction. Also ONE power phase / stroke per 90 Deg rotation of the engine shaft results in low friction per unit of Power developed.

D. A further object of this invention is Low Fuel consumption : Lower internal engine Friction and the possibility to have higher Expansion ratio than the compression ratio result in Low fuel consumption. Additionally , the possibility higher compression ratio for a given fuel RON value , results in better efficiency and lower fuel consumption. Low idle RPM will also result in Low fuel consumption.

E. A further object of this invention is Low Idle RPM : Due to FOUR power phases per rotation of the engine shaft, Low internal friction and Low imbalance in the system, Idle RPM are very low.

F. A further object of this invention is Accurate Intake and Exhaust timing : There are no Intake and Exhaust valves in the design. Instead there are ports that are radial slits on the periphery of the main Housing. There are no chances of Valve jumping and non -follow up of Cam shaft, due to the Inertia mass of valves. Hence accurate valve timing is always ensured. Also pumping losses are minimized.

G. A further object of this invention is High Volumetric efficiency : There is no limitation on the cross-section of the Intake and Exhaust ports. Also the Port opening time can be prolonged. This results in better Volumetric efficiency and scavenging of the Engine, even at high speeds. This results in higher Power output. H. A further object of this invention is Low Noise and Vibrations : Purely Rotary motion and the absence of reciprocating parts results in better rotational balance and low Vibrations. Also the absence of noisy Intake and Exhaust valves reduces Noise. I. A further object of this invention is High Power to Weight ratio : Lower weight of the Engine owing to its simple construction and compactness along with Higher Power density result in High Power to Weight ratio.

J. A further object of this invention is High Power density : There can be up to FOUR Power phases / strokes per Engine shaft rotation in this design. This results in EIGHT fold Power density as compared.to a single cylinder 4-Phase reciprocating IC engine and THREE fold as compared to a WANKEL rotary IC engine.

K. A further object of this invention is Possibility of different Expansion ratio than Compression ratio : The flexibility in the relative Angular positions of the FLAPs supports Higher Expansion ratio than the Compression ratio. Lobes drive mechanism can be designed to achieve this difference. This will result in higher Thermodynamic cycle efficiency and Lower fuel consumption. The resultant cycle will be closer to the Atkinson cycle. L. A further object of this invention is Low burning time loss : The V-shaped combustion chamber geometry combined with the completion of all the four phases / strokes in 360 Deg rotation of the engine shaft , result in Low burning time loss and High cycle efficiency. M. A further object of this invention is Low Direct heat loss : Since the Power stroke is completed within 90 Deg of engine shaft rotation , the time available for direct heat loss is less. This reduces direct heat loss and increases cycle efficiency.

4) Brief description of drawings :

Drawing 1 : Schematic of the Basic principle of Operation Double Master and Slave flaps Drawing 2 : Speed ratio chart

Drawing 3 : Explanation of WIDE HEAD flap and V-shaped Combustion chamber Drawing 4 : Main Cylindrical Housing Drawing 5 : Front End cover cum Drive Mechanism Housing

Drawing 6 : Rear End cover

Drawings 7, 9 : Master shaft Assembly with Master Flaps Drawings 8, 10 : Slave shaft Assembly with Slave Flaps

Drawing 11 : Plan and Elevation of Master shaft and Slave shaft Assembly with both Flaps ( Double )

Drawing 12: Positional Views of the End of Intake, End of Compression, End of Expansion and End of Exhaust strokes ( Double ) Drawing 13 : Drive mechanism with Idler shaft Drawing 14 : Lobes mechanism for Angular relationship control Drawing 15 : Mechanism housing cover

Drawing 16 : Exploded view of the Invention Sealing arrangement ( No Drawing ) Schematic of the Basic principle of Operation Double Master and Slave flaps ( Drawing 1 ):

The explanation of working principle of the CLAP engine with double Master and Slave flaps is explained in this drawing. It shows position equivalent of TDC and BDC at the end of the four phases of the Thermodynamic cycle.

Speed ratio chart ( Drawing 2 ):

This drawing shows the Speed ratios between the Master and Slave shafts during one rotation of the Master shaft. Speed ratio during the four phases of the Thermodynamic cycle are also shown.

Explanation of WIDE HEAD flap and V-shaped Combustion chamber ( Drawing 3 ):

Wide Head flap design concept is explained on this drawing. Wide head design is adopted for achieving the requisite Spark or Injection advance timing. V-shaped combustion chamber formed within the Master and Slave flaps is shown in this drawing which ensures positive power thrust in the direction of rotation of the Master shaft.

Main Cylindrical Housing ( Drawing 4 ):

This housing is the structural part of the machine. Drawing 4 shows the schematic of this Housing. It is a hollow cylindrical shape with flanges. It is machined to high accuracy of cylindricity, Ovality, perpendicularity, surface finish and Dimensional accuracy. Intake and Exhaust ports are created on the periphery of this Housing at definite angular positions and have special shape .Adapters for the Intake and Exhaust manifolds are attached to this Housing around the ports. Cooling channel for coolant flow is formed on the external periphery of the Housing. Threaded hole at the determined angular position is provided for fixing the Spark plug or the Fuel Injector.

Front End cover cum Drive Mechanism Housing ( Drawing 5 ):

This End cover sits on the Front end of the Main Cylindrical Housing. This is also a structural part of the machine. The shape of this cover is matched to the Front flange of the

Main housing and is shown in Drawing 5. This is fixed to the Main Housing by mounting bolts with proper sealing arrangement. It houses one Bearing of Master shaft and the sealing arrangement. It also supports the fixing of the Idler shaft and its Bearings. It houses the entire Drive Mechanism of Gears, Lobes, Bearings, Idler shaft etc. It is filled with Lubricating oil partially and functions as an Oil sump also. The surface finish, Bearing seat perpendicularity, parallelism and Surface levelness are critical to its function.

Rear End Cover ( Drawing 6 ) :

This End cover sits on the Rear End of the Main Cylindrical Housing. This is also a structural part of the machine. The shape of this cover is round and matched to the Rear

Flange of the Main Housing and is shown in Drawing 6. This is fixed to the Main Housing by mounting bolts with proper sealing arrangement. It houses the other Bearing of Master shaft and the sealing arrangement.

Master shaft Assembly with Master Flap ( Drawings 7, 9 ):

Master shaft is a robust shaft with the following peculiar design features.

Central portion is an annular incomplete cylindrical shape to facilitate the angular movement of the Slave Flap.

It houses two bearings of the Slave Flap. It provides for the Sealing arrangement between the two shafts and Flaps

The WIDE HEAD Master Flaps are attached to the Master shaft by means of Allen bolts.

However other attachment methods are possible such as welding.

The two Master shafts balance each other perfectly at all times, being identical and at diametric opposite locations. Slave shaft sealing is provided by a circular ring that seats inside the Master shaft.

Bearing housing for the Slave Flap provides for the sealing ring on its external periphery

Slave shaft Assembly with Slave Flap ( Drawings 8 , 10 ):

Slave Flaps are mounted on the Slave shaft by Allen bolts. The Slave shaft bearings are supported inside the Master shaft and there is half openable bearing access housing. This arrangement ensures perfect concentricity of the two shafts and their sealing. Drive end of the Slave shaft comes out of the Master shaft and this is supported in the Mechanism Housing cover ( Drawing 15 ).

Plan and Elevation of Master shaft and Slave shaft Assembly with both Flaps - Double ( Drawing 11 ):

Assembly level Plan and Elevation of Master and Slave shafts along with Master and Slave flaps are shown in this drawing.

Positional Views of the End of Intake, End of Compression, End of Expansion and End of Exhaust strokes - Double ( Drawing 12 ):

End of the four phases of the Thermodynamic cycle are shown in the positional view form in this drawing.

Drive mechanism with Idler shaft ( Drawing 13 ): There is an Idler shaft which rotates in the Anti direction of the Master shaft with the same but opposite angular speed. This is achieved by a set of 1 : 1 ratio gear arrangement. Idler shaft carries one of the Lobes and the other corresponding matching Lobe is carried by the Slave shaft. The differential Angular speed of the Slave shaft is achieved via this mechanism.

Lobes Mechanism for Angular relationship control ( Drawing 14 ): It is very critical to maintain the Angularity relationship between the Master and Slave shafts. The Mechanism needs to be very robust and sturdy with least back-lash. Two Lobes are designed to mesh with each other in such a manner that they achieve the desired Angular movements of the two shafts as per the Drawing 1 and 2. It is possible to achieve larger Expansion ratio than the Compression ratio through this Lobes mechanism. The Design of the profile of these Lobes is such that the contact Edge distance of the Meshing Edge relates to the Instantaneous Angular movement ratio between the two shafts ( Drawing 14 ). This ratio changes continuously and the desired Angular positions at the following events are attained as per Drawing 1 to 2.

A. End of Intake stroke B. End of Compression stroke

C. End of Expansion stroke

D. End of Exhaust stroke

The relative angular speed of the two Lobes ( Same as the Master and Slave shafts ) keeps changing continuously during the rotation and undergoes four transitions per every revolution at the determined angular positions as follows.

A. Master shaft moves faster than Slave shaft by a Speed ratio " r "

B. Slave shaft moves faster than Master shaft by a Speed ratio " r " This speed ratio and the angle Subscribed by the mean position of the Flaps at the Housing center ( At the End of Intake stroke ) are related by the following formula.

A. Speed ratio = r

B. End of Intake Flap angle = a Deg

C. Max Flap Movement in a 180 Deg sector = X Deg D. Min Flap movement in a 180 Deg sector = Y Deg

E. Then X + Y = 180 Deg

F. And X = a / ( r-l ) Deg

Mechanism Housing cover ( Drawing 15 ): Mechanism Housing is closed by this cover . This end cover also houses the bearings for the Idler shaft and the Slave shaft . The Idler shaft comes out through this housing cover to facilitate accessory drive arrangement.

Exploded view of the Invention ( Drawing 16 ): This drawing shows the exploded view of the Invention.

Sealing arrangements (No Drawing ):

Sealings are provided on all the surfaces adjoining the Combustion chamber. All the circular parts have a circular seal like piston ring and all the Linear parts have Linear seals. AU the seals have spring loading. 5) Best mode for carrying out Invention :

Accordingly the Invention provides an Apparatus which is based on the Human CLAP action .Which is characterized in that the clap action is simulated by means of Two or Four FLAPs in a varying Angular relationship with each other during the rotation of the shaft of the Apparatus. There are Two or more FLAPs in sets as MASTER FLAP and SLAVE FLAP. The SLAVE FLAP follows the MASTER FLAP but keeps varying its angular position during the rotation of the shaft of the Apparatus, in accordance with the designed motion.. The shape of MASTER and SLAVE FLAPs bears a rectangular cross-section, in accordance with the Annular space described below. MASTER and SLAVE FLAPs may or may not have asymmetric shape and size as required by design criteria.

The mechanism utilized to control the relative angular positions of the two FLAPs, is an innovative concept.The Two FLAPs are mounted on Two concentric shafts, one in side the other, in such a fashion that they permit relative angular movements.The assembly of MASTER and SLAVE FLAPs on their shafts rotates within the Annular space provided between a Cylindrical housing, End covers and the two shafts. This enclosed space with its varying Volume is utilized to achieve the desired Thermodynamic cycle and function as an IC Engine.

This Apparatus is capable to function both as 4-phase / Stroke and 2-phase / Stroke IC Engine. There can be up to FOUR enclosed chambers formation that carry out the Thermodynamic cycle function as shown in Drawing 1.

This is a Rotary Apparatus designed and adapted to function as a 4-phase / Stroke or

2-Phase / Stroke Internal Combustion Engine or a prime mover that is compatible to Gasoline, Diesel, Bio-Diesel, LPG, CNG or any other Fossil fuel and Hydrogen, Solid, Liquid fuels and Compressed gas / steam. The basic design concept is based on the CLAP action of the Human Palm where in the two palms move in relative angular relationship to each other. Two or Four FLAPs are utilized in this Invention that function as Human palms as during the CLAP action. There are two shafts in the Apparatus namely Master shaft and Slave shaft. Master shaft is the principal shaft of the Apparatus while the Slave shaft is a secondary shaft. The Slave shaft rotates within the Master shaft as a Inner shaft. The Slave shaft rotates in a differential angular relationship to the Master shaft and this is governed by the Lobes drive mechanism. The Angular speed of the Slave shaft changes 4 times or 2 times with respect to the Master shaft thus achieving the Thermodynamic cycle requirements of a 4-phase / Stroke or 2-phase / Stroke Internal combustion Engine. The change in the angular speeds of the two shafts is shown in Drawings 1,2.

The schematic in Drawing 1 shows Double MASTER and SLAVE FLAPs configuration which can achieve up to four enclosed chambers for Thermodynamic cycle function and result in to 2 or 4 Power phases / Strokes per rotation of the Engine shaft.

Master Flap is attached to the Master shaft and Slave Flap is attached to the Slave shaft. These two Flaps rotate within the Annular Cylindrical space of a concentric Housing so as to achieve sealed rotating chambers that achieve the Thermodynamic cycle function of an Internal Combustion Engine.

Master shaft is a hollow incomplete cylindrical shaft in the Combustion Chamber zone. This permits the requisite Angular movement of the Slave Flaps within the Master shaft so as to be able to vary its angular position within the rotation.

Master Flap and / or Slave Flap are shaped as a " WIDE HEAD " as shown in Drawing 3.

The Space within the WIDE HEAD top and the Housing periphery is a key Design aspect which facilitates a Wide compressed Gas zone needed for Fuel Injection or Spark advance as shown in Drawing 3. WIDE HEAD Flap also ensures positive rotational direction during the Power Phase / Stroke. These two FLAPs may or may not be asymmetric in Shape and

Size according to the design criteria of the number of enclosed chambers.

A robust and sturdy meshing Lobes drive mechanism is designed to maintain the desired Angular relationship between the Master and Slave shafts. This mechanism has to withstand the Forces of Compression and Combustion without altering the desired Angular relationship of the two shafts. This mechanism varies the instantaneous speed ratio between the MASTER and SLAVE shafts by varying the meshing position on the Lobes surface. The overall speed ratio is achieved as shown in Drawings 1,2.

It is very critical to maintain the Angularity relationship between the Master and Slave shafts. The Mechanism needs to be very robust and sturdy with least back-lash. Two Lobes are designed to mesh with each other in such a manner that they achieve the desired Angular movements of the two shafts as per Drawings 1,2. It is possible to achieve larger Expansion ratio than the Compression ratio through this Lobes drive mechanism design. The Design of the profile of these Lobes is such that the contact Edge distance of the

Meshing Lobes relates to the Instantaneous Angular movement ratio between the two shafts. This ratio changes continuously and the desired Angular positions at the following events are attained as per Drawings 1, 2.

A. End of Intake Phase / Stroke ( Equivalent of BDC )

B. End of Compression Phase / Stroke ( Equivalent of TDC )

C. End of Expansion Phase / Stroke ( Equivalent of BDC )

D. End of Exhaust Phase / Stroke ( Equivalent of TDC )

The relative angular speed of the two Lobes ( Same as the Master and Slave shafts ) keeps changing continuously during the rotation and undergoes Four transitions per every rotation at the determined angular positions as follows.

A. Master shaft moves faster than Slave shaft by a Speed ratio " r "

B. Slave shaft moves faster than Master shaft by a Speed ratio " r "

This speed ratio and the angle Subscribed by the mean position of the Flaps at the Housing center ( At the End of Intake Phase / Stroke ) are related by the following formula.

A. Speed ratio = r

B. End of Intake phase Flap angle = a Deg C. Max Flap Movement in a 180 Deg sector = X Deg

D. Min Flap movement in a 180 Deg sector = Y Deg E. Then X + Y = 180 Deg

F. And X = a / ( r-l ) Deg

Combustion in the CLAP engine is different from the conventional reciprocating IC engine as follows ;

A V-shaped chamber is created at the TDC position as shown in Drawing 3. One arm of the V-shape lies along the periphery of the housing Inner surface while the other lies along the radial direction. The combustion propagates while the expansion occurs and the charge from the peripheral arm of the V-shape moves in to the expanding radial clearance volume. The resultant charge flow has a positive effect on the Fuel Octane requirements of the

Engine. The CLAP engine has lower Fuel Octane requirement than a conventional reciprocating IC engine.

(6) Industrial applicability :

(1) Sources of Energy :

The Apparatus in the said Invention can be adapted as a Prime Mover for generating Mechanical Power from any of the following sources of Energy.

A) Fossil Fuels :

1. Diesel

2. LDO

3. Gasoline

4. LPG 5. CNG

B) Alternative Fuels :

1. Bio - Diesel

2. Gasohol 3. Hydrogen C) Other Fuels :

Any other Solid / Liquid / Cryogenic fuel

D) Compressed Gas / Air / Steam

( 2 ) Application Industries / Areas :

The application of this Apparatus can be in any of the following Industries / Areas.

A. Automotive Industry

B. Motor sports Industry C. Boating sports Industry

D. Locomotive Industry

E. Shipping Industry

F. Aviation Industry

G. Space Industry H. Power generation

I. Farm machinery and equipment J. Earth Moving and Construction

The above description of the Sources of Energy, Application Industries / Areas of the Invention is indicative only but not exhaustive.

Claims

Claims :

1) The operating principle based on the emulation of the " CLAP " action which essentially denotes the sequence of the angular motion of two or Four FLAPs . The FLAPs move with differential angular speeds .

At the Minimum position, the FLAPs come adjacent to each other relating to the Clearance volume position or TDC of the conventional reciprocating IC Engine. At the Maximum position, the FLAPs reach the maximum separation position, relating to the BDC of the conventional reciprocating IC Engine. These TDC and BDC positions are achieved twice each in every rotation of the Engine shaft . The Angular movements are controlled by the following relationship.

A. Master shaft moves faster than Slave shaft by a Speed ratio " r "

B. Slave shaft moves faster than Master shaft by a Speed ratio " r " C. This speed ratio and the angle Subscribed by the mean position of the Flaps at the

Housing center ( At the End of Intake Phase / Stroke ) = " a " are related by the following formula.

D. Speed ratio = r

E. End of Intake phase Flap angle = a Deg ( Range 90 +/- 50 Deg ) F. Max Flap Movement in a 180 +/- 30 Deg sector = X Deg

G. Min Flap movement in a 180 +/- 30 Deg sector = Y Deg

H. Then X + Y = 180 Deg ( Range 180 +/- 30 Deg )

I. And X = a / ( r-l ) Deg

This essentially means that the Master FLAP moves faster than the Slave FLAP twice during each revolution by a speed ratio " r ". This corresponds to the Intake Phase / Stroke and Expansion / Power Phase / Stroke, as achieved at the BDC of the conventional reciprocating IC Engine.

Also the Slave FLAP moves faster than the Master FLAP twice during each revolution by a speed ratio " r ". This corresponds to the Compression Phase / Stroke and Exhaust Phase / Stroke, as achieved at the TDC of the conventional reciprocating IC Engine. The basic concept of two or more sets of Master and Slave flaps mounted on Master and Slave shafts respectively , two concentric shafts Master and Slave shafts , Slave shaft rotating within the hollow incomplete Master shaft, rectangular cross-section of Master and Slave flaps creating sealed chambers in conjunction with Main housing and shafts .

2)The concept of Slave shaft within the Master shaft as achieved by the hollow and incomplete cylindrical Master shaft, to facilitate the angular movement of the Slave shaft within the Master shaft.

3) The WIDE HEAD design of the Master and / or Slave FLAP. This design or any other variation of this design that aims at achieving the wider angle of the compressed gas / air at the TDC equivalent position which facilitates Spark / Fuel Injection advance up to 50 Deg subscribed angle at the center. This WIDE HEAD also ensures a positive thrust in the direction of the Engine rotation during the Power Phase / Stroke.

4) The concept of the Enclosed chamber formation within the space formed by the Master FLAP, Slave FLAP, Master shaft, Slave shaft and the cylindrical Main Housing which is utilized to achieve a Thermodynamic cycle necessary for the machine to work as an IC Engine.

5) The differential speed drive mechanism that consists of 1 : 1 or any other ratio gear link from the Master to Idler shaft and from Idler shaft to the Slave shaft via Lobes drive or any other differential angular motion mechanism so as to achieve the sequence of operations as described in claim 1 above.

6) Concept of the Lobes or its variations which achieve the differential angular motion between the Master and Slave shafts via a variable speed ratio that transits twice from " r

" to " 1 / r " during each revolution, to achieve the sequence described in the claim 1 above. Lobes mechanism is a geared or non-geared drive which continuously and gradually varies the meshing edge radius of the contouring profile of the Two meshing lobes. This achieves the requisite Varying speed ratio between the two shafts. 7) Adaptation of the concept of rotary internal combustion engine based on CLAP motion and a 4-phase Thermodynamic cycle such as Diesel / Otto / Atkinson cycle to generate mechanical Power using a Compressed gas such as Compressed air or steam.

8) Any other design variation of the machine aimed at achieving the concept of the CLAP ENGINE which may be utilized to achieve any Thermodynamic cycle function and / or adapted to work as a Prime mover, Heat pump, Feed pump / Metering device , compressor or any related application.

9) Stacking of the concept in a cascade, so as to achieve Multiple sets of this apparatus, on a common Master and Slave shafts set. The stacked units of this Apparatus may or may not be in the common phase of Thermodynamic cycle.

10) A variation of the design in which more than ONE Slave shafts ,Two, Four or any other number of FLAPs are utilized to achieve a Thermodynamic cycle function . Also any variation of the Shape of the Flaps such as Zig-zag, curved or any other shape utilized for achieving a Thermodynamic cycle function .