Frequently Asked Questions (FAQ)
I. Is the Engine noisy?
Few Moving Parts
A. Single Rotor Unit: 6 vanes; 1 rotor; 1 power shaft
B. Twin Rotor Unit: 12 vanes; 2 rotors; 1 power shaft (unique
Vane Dampening design)
C. External combustion Burner, not ‘Internal Combustion’
D. Baffle or Muffler unit would normally be connected to an open
loop exhaust port
E. Vane Dampening design: Vanes do not “clang”, when opening
or closing (sliding in and out of rotor-vane slot), due to
‘Dampening’ methods used to soften and smooth out the
movement of the vanes, especially on the exhaust-side of the
II. Is there a Vibration Problem due to
the design of the ‘Off-Set' Rotor? NO. Why?
A. When running as a Single Rotor Unit: High Torque is produced at a relatively low RPM (typically about 800-900 RPM). Even with the Twin-Rotor system, there are relatively few moving parts.
B. Due to the low rpm, there is minimal ill-effect from the imbalance caused by the offset rotor. It should be restated that the Engine’s power shaft is centered to the rotor, but the rotor is off-set to the engine housing. This design provides for the sliding vanes to extend further out on the 'power' side of the engine.
C. The offset rotor is therefore, a required key design feature. It provides the graduated, dynamic extension of the vanes, result in the net force of the expanding vapor to result in rotary shaft power. The combined length of the extended vanes on the ‘power side’ of the engine, together function as a long lever, with a short fulcrum.
D. When a higher RPM is required (above 1,200 rpm), then the Twin-Rotor Engine can be used. The Twin-Rotor unit is virtually gyroscopically balanced, thus no vibrational issues (high or low rpm), occur, and the Twin-Rotor Engine also provides a full 360 degree power stroke.
E. As stated: The Twin-Rotor Engine is a gyroscopically balanced system, with no ‘fatal design flaw’ imbalance, normally expected due to the rotors being offset to the housing. The balanced power shaft is centered to each rotor, and the Opposing Vanes operate in their respective rotors, on two parallel planes.
F. The opposing vanes in each respective rotor are 180 degrees offset to each other. Thus, the design provides a balanced power shaft, either at low or high RPM.
(Note: A different design key is used to prevent ‘whipping’ of the power shaft, if a 4 rotor system is required.)
III. Is there a Lubrication Issue, necessitating
‘add-on’ components? NO. Why?
A. The self-adjusting seals are made of a specialized type of ‘Plastic’ and can be impregnated with a self-releasing, lubricating substance.
(Note: The special lubricating substance can be silicon, graphite, or other such lubricating product.)
B. When Metal Cap-Seals are required due to an application requiring higher operating temperatures, then the use of specialized lubricants can be added to the engine’s working fluid. The re-circulating working expansion fluid itself, provides lubrication.
C. Even as the Engine is running, a ‘Separator’ system is not required. The lubricant would have no adverse effect in the exhaust or re-circulation tubing.
IV. Is the Engine low-cost to manufacture?
A. Due to the typical operating temperatures running below 180 degrees F, no costly metals or plastics are required. Bearings are also less costly at this temperature range.
B. The housing and end plates can be machined from ‘off-the-shelf’ aluminum or stainless steel stock, and standard sized seals and bearings can be utilized.
C. The Cap-Seal System can be manufactured at low costs due to a well established ‘Extraction Molding’ process. If Metal Cap-Seals are used, then the seals can be designed for ease of ‘over-haul’. The simplicity of the over-all design, combined with few moving parts, also will lower manufacturing costs.
V. Is the Engine simple to repair or over-haul?
A. It is designed so that its seals and bearings can easily be replaced, resulting in fast, in-the-field, “over-hauls”.
B. Replaceable Parts can be made of materials which would provide a ‘cost-effective’ time frame between normal repairs and over-hauls.
C. The FE-4 Engine is designed with quick-release housing couplers, providing rapid disassembly. This quick-release disassembly mechanism will also lessen down-time if the Expander Engine must be re-configured into a compressor or pump. This conversion is simply accomplished by changing out the housing insert sleeve.
VI. Are the Heat/Temperature Controls
simple and effective? YES. Why?
A. Conventional, existing electronic Controls can be easily adapted to the Fibonacci Power System. Several major manufacturers in the oil and gas industry already have excellent control systems which can be modified and adapted for use with the Fibonacci™ Engine.
B. Use of a secondary ‘heat transfer fluid’ may be used to maintain a relatively even temperature (equalization/ dissipation). This is accomplished by running the fluid through the engine housing. This secondary ‘heat transfer fluid’ is a separate and distinct fluid from the Expansion fluid.
C. The two fluids have their own distinct ‘closed-loop’ conduit system. But in order to more efficiently achieve heat transfer to the expansion fluid, its tubing at times runs inside the tubing of the heat transfer fluid.
VII. Are the ‘Sub-Systems’/ ‘Support Equipment’
simple/cost effective? YES. Why?
A. When the Engine is configured as a Compressor/Pump, then the supportive equipment can easily be adapted from existing, already manufactured equipment.
B. When the Engine is configured as a Prime Mover Expander Engine, using Waste Heat from whatever source (steam/compressed air, renewable energy), all sub-systems can be adapted from existing, readily available components.
C. When the Engine is configured as a Pump or Compressor, the same holds true.
D. Scalability of parts and sub-systems: modifications of fabrication approach would be required as the technology is applied to very small or large capacity equipment.
The Ultimate Prime Mover Engine™ (Patent(s) Pending)
Copyright 2013 ©Fibonacci™ Research Institute,
All Rights Reserved