“I strongly recommend that you watch the 4 minute video clip named “IDR engine.wmv” before reading this document. The file can be found under the Download Tab above. (This will play under Windows Media Player).”   - Ben Cornelius (Inventor) -

IDR technology can be used to create internal combustion engines, pumps or compressors.
Internal combustion engines convert the energy contained in the fuel to mechanical work. The IDR engine aims to improve the internal combustion engine in the following ways:

The IDR engine combined the properties of the 2-stroke, 4-stroke and Wankel engines as well as sliding vane compressors. These properties open up a whole new range of possibilities in one engine.
Properties that can be achieved with IDR technology is the following:

1. Tangential pressure angle through the whole combustion process (i.e. best angle to convert thermal energy to mechanical work).
2. High compression ratios are possible (25:1).
3. Variable intake and exhaust strokes.
4. “Supercharger” and “turbo” is part of the engine at all engine speeds.
5. 12 Phased sequential combustions per axle revolution.
6. 3 Stage compression cycle.
7. 3 Stage expansion cycle.
8. Low gas velocities through engine cycle.
9. Excellent gas exchange process.
10. Radially and axially extendable.
11. Very low engine speeds are possible.
12. Each individual component always moves in the same rotational direction.
13. No valves or port overlap.
14. No crankshaft or eccentric rotors.

IDR technology has patents pending.

IDR stands for Intermeshing Differential Rotors. Quite simply the IDR concept consists of two rotors that intermesh but turn at different speeds and alter the speed ratio between them.

For part of a revolution they will have a different average angular velocity ratio between them.
For example rotor-A will move fast and rotor-B slow. At a predetermined angle of rotation they would alter the angular velocity ratio. Rotor-A will move slow and rotor-B will move fast.
IT IS VERY IMPORTANT TO NOTE THAT THE ROTORS NEVER STOP DURING THE COMBUSTION PROCESS BUT ONLY VARY THEIR AVERAGE ANGULAR VELOCITY.

  

Key

1.) ROTOR HOUSING
2.) ROTOR – BLUE
3.) ROTOR – RED
4.) SHAFT
5.) 8mm STOPPER
6.) APEX TIP
7.) APEX SPRING
8.) KEY
9.) BACK HOUSING
10.) BOTTOM HOUSING
11.) TRANSMISSION DRIVER – BLUE
12.) TRANSMISSION DRIVER – RED
13.) BEARING - 15mm long Ø11mm.
14.) Spur Gear
15.) Spur Gear
16.) Spur Gear
17.) MAIN AXLE
18.) DRIVER PLATE – RED
19.) DRIVER PLATE – BLUE
20.)BEARING - 9mm long  Ø11mm.
21.)  EXHAUST PIPE
22.) EXHAUST PIPE
23.)  M6 CAP SCREW

Below is a graphical representation of the two rotors per axle revolution.

Stage 1: Blue rotor will drive red rotor (for example 1:4 ratio)

 

Stage 2: Red rotor will drive blue rotor (for example 4:1 ratio)

 

Both rotors will do this 6 times per engine revolution. There will be 12 combustions per engine revolution.  Combustion occurs every time the rotors exchange angular velocity ratios.
The distance between the two parallel axles of the rotors corresponds to the stroke of a piston engine. The closer they are the greater the “stroke” and the more volume is swept. See ratio effect below.
The height of the rotors corresponds to the diameter of a piston in a piston engine. The longer the rotors are axially the greater the swept volume will be for a specific axle separation.
                                        
The IDR engine has a 3 stage compression and 3 stage expansion cycle. The drawing below shows only the inner (high pressure) chambers.

Pictures of the combustion process:
Inlet chamber close (3nd stage compression)

Maximum compression (Similar to “top dead center”)

Output expansion chamber about to open (1st stage expansion)

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a.) More compact engines can be produced.

See the table below for an engine comparison.

 Note:
The IDR engine will have the same amount of combustion as a four cylinder 4 stroke engine running at six times the RPM.

At the same RPM the IDR engine will be equivalent to a 24 cylinder 4 stroke engine (or a 12 rotor Wankel engine) per output axle revolution. The concept model has a displacement of 0,626 liter per combustion (38 cubic inch) (7.51 liters per engine cycle (and revolution) (458 cubic inch)). The dimension of the concept model is approximately 600mmx440mmx250mm.   

A 4-stroke engine should have a displacement of 15 liters to have the same amount of combustions and size per axle revolution. The IDR engine can therefore be considered to be very compact.

Wankel engines combust once per output axle revolution (3 times per rotor revolution).

By adding one more rotor set as in the engine below will have phased combustions occurring every 15 degrees of output axle movement. (i.e. equivalent of a 48 cylinder-4 stroke engine). Note that the rotor sets work independently. See figure 2.

 

The rendered image below shows an engine that will have combustions every 5 degrees of output axle movement (like a 72 cylinder 2-stroke engine).

The whole housing has been removed to show the inside.

The modular approach of this engine makes it very robust and durable. If any one of the 6 modules fails the rest will still be operational.

This version will fit in a space of about 1164x950x1220mm (about a 3 feet cubical) and will displace 43 liters (2624 cubic inch) per axle revolution.

To  equal this you need a 86 liter (5248 cubic inch) 144 cylinder 4-stroke engine or a 43 liter 72 cylinder 2-stroke engine (per axle revolution)!

b.)The IDR engine will be efficient.

Overall efficiency of any internal combustion engine is linked to the thermal efficiency and the mechanical efficiency.

 Thermal efficiency

Thermal efficiency is predicted to be better due to the fact that the IDR engine has a small surface area at maximum compression in comparison to its volume displacement. It has a smaller surface area as a Wankel engine with the same combustion chamber volume. The surface area can be reduced considerably by filling the bottom of the “V’s of the rotors closest to the axles with fillets. Because the apex tip can move it will slide radially  toward the axle and this will reduce the surface area of the maximum compression chamber (similar to top-dead-center). This effect will happen at both ends of the chamber.

Mechanical efficiency

Mechanical efficiency is enhanced by the following:

Pressure angle

a.) The IDR engine has a better pressure angle at the start of the combustion compared to the 4-stroke process. This means where the pressure of the combustion is the highest it can already be converted to mechanical energy. For example if the ratio is 1:4 between the rotors the resultant system force would be 75 % of the initial force experienced on both rotors at the start of combustion. Note that normal piston engines can produce no work at top-dead-center because the resultant system force would be perpendicular to the center of the crankshaft.

The combustion forces can be shown as the equivalent forces below.
At the start of the combustion process the force F1 and F2 are equal. The mechanical ratio between the rotors will cause one rotor to turn both. The equivalent resultant force will be F3. This force is tangential to the red rotor axle and can already convert mechanical energy to work.
{F3 = ¾*F2 (if ratio is 4:1)}.

 

The next stage the opposing force becomes (F4 minus F6) instead of only F4. Forces F4, F5 and F6 can be replaced by F7 (the equivalent resultant force). This force is tangential to the red rotor axle and can convert mechanical energy to work. {F7 = ¾*F5 + 1/4*F6}.

 

Notice that in the next combustion stage the opposing force is near zero as F8 (acting on blue rotor is almost equal to the F10 acting on the blue rotor). Forces F8, F10 and F9 can be replaced by F11 (the equivalent resultant force). This force is tangential to the red rotor axle and can convert mechanical energy to work. {F11 = ¾*F9 + 1/4*F10 and since F10 ≈ F9 then F11 ≈ F9}.

 

The final combustion stage can be if the length X > Y in the drawings above. Therefore F13 > F12 and will result in F14.  This force is in the direction of the engine movement.

Less Moving Parts

There are overall less moving parts (remember to compare it with a 24 cylinder 4-stroke or 12 rotor Wankel engine).

Expansion stroke

100% (or more!) expansion stroke is possible. This means more of the energy of the fuel is converted in mechanical energy. This is exactly what a turbo achieve. See the diagram of energy available in the four stroke cycle. Area 1-2-4 is still available in the normal 4-stroke process. Area 1-2-3 is what a turbo can recover (with some losses). 

 

Supercharging

Engine can be supercharged with no extra components. The apexes can be designed to move in and out like a sliding vane compressor.  See drawing below. Area-a are almost the same as area-b. The vanes only need to extend about 25% of their length to achieve this.

 

Lower RPM

The engine can run at a much lower RPM for the same amount of combustions. Thus the whole drive train can run at lower RPM (Gearbox, prop shaft and differential’s). Lower speed means less friction in the whole drive train.

Three stage compression

Three stages compression are more efficient that single stage. The three stages are:

Compression ratio

Compression ratios of  26:1 (or more) is possible. This means diesel operation is possible. Diesel engines is more efficient than petrol ones. The drawing below is only an example of what can be achieved.  The combustion chamber can be shaped to be more like a cylinder by changing the apex tip curve.

Variable input displacement

Variable input displacement is possible by changing the outer housing shape and position as well as the side walls shape (see seals section below).

Gas velocities

The gasses keep moving in the same rotational direction. This would mean lower pumping losses. The gas velocities are lower than the 4 stroke or Wankel engine. Lower gas velocities mean better combustion and more efficiency.  Due to the fact that the engine can run at a much lower speed for the same amount of combustions the combustion has a longer time to take place. This would lead to less unburned fuel in the exhaust system.

Valves

Most of the energy that is used in the valve train of 4-stroke engines will not be lost.

Seals

The engine has less friction per combustion than 4-stoke and Wankel engines have. The IDR engine can also have high and low pressure seal zones that will decrease the seal friction. The high pressure zone lies between the two axles. See the yellow diamond shape in the picture below. Radial seals can have high and low seal pressure zones by changing the shape of the side housings (i.e. they are not 100% flat) A point on the side seals of the IDR engine follows a circular pattern. A seal of the IDR engine can therefore bed in. The “lines” that the seals will form on the side housings is nearly parallel at maximum compression.

  

The apex seals always moves on the same grove in the opposite rotor. The apex seals are also pressured (spring loaded) at the high pressure zone between the rotors due to the mechanical design. The apex and side seals will self adjust for wear and tear. The side seals can be made in such a way as to increase the swept volume. The effect is that the rotors can be wide in the white area of the picture above and narrow in the yellow area. The total effect of this will be that the surface area at minimum volume can be reduced. Smaller surface area will lead to better thermal efficiency. 

In the picture below the small red line indicates the length that the apex seal is touching the opposite rotor.

Heat extraction

Heat can be effectively extracted from the rotors via the “solid body” path  through the two axles outward where air, water or oil cooling can be applied. The housing sides can be cooled the same way as the Wankel engine.

c.) Manufacturing cost will be less.

The IDR engine has fewer parts per combustion than the 4-stroke or Wankel engine.    

Durability

The IDR engine can turn at a much lower speed for the same amount of combustions. This means less wear and tear.
The IDR engine is modular. If you build for example a 24 “cylinder” version as in figure 2
one module can completely fail and the next module could still be running. The design could be in such a way that both modules feed the same output axle but if one fails it could be detached from the axle. 

Configurations

Figure 2 and 3 already showed two possible configurations.  Below are two more possibilities. The red rotors have a 1:1 ratio between them (the same speed). This also applies to the blue rotors. These can be combined with figure 2 and 3 above.

   

Ration Effect. 

The effect of the ratio difference between the rotors is shown below.

Ratio 1:4                                                                                               Ratio 1:5

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We are looking for dynamic partners that see the potential in IDR-technology. The IDR engine represents an early stage investment opportunity for a venture capitalist or company. 

Click here to send us an email to explore this opportunity further.

Ben Cornelius would like to thank the following persons:

My Lord, Jesus Christ : For creating me, giving me the idea,  ability and strength to bring it this far. You are worthy of all praise and glory! Your love still amazes me!

My wife, Jenni Cornelius: Thank you for your help and encouragement.

Prophet Kobus van Rensburg for prayer, revelation, inspiration, impartation and an example of the Christ life. 

SpiritWord ministries for feeding me with the Word - http://www.spiritword.org.za

Ryan Botha from Africa Blue for the CAD drawings - http://www.africablue.co.za

Ricardo Watson for the voice on the video file - http://www.melkizedek.net

Johan Pretorius for the video and sound editing.

Paul Hendry and Andrew To'th for their engineering work on the model.

Jose Miles for his helping hand. (You were led by the Spirit).

Bryce Biggs for his marketing assistance.

Dr. Jan Naude for valuable advice and opinions - http://www.barloworld-cvt.com

Pauline Bullock for printing the 3D models - http://www.rapid3d.co.za

Phoebe Cronje for the web design.