Marklouis

anyone have doubts about this effecient and simple technology? states to have the torque of a diesel and speed of a Gas engine.


would be a better type of Hybrid than using battery packs.

Hoovey689

iTrader: (16)

interesting watch. thanks for sharing

dj.ctwatt

Very interesting. . . I always liked to hypothesize about a new combustion engine design, but this is pretty interesting.

With this model, I wonder what the gains in efficiency would be (in the REAL world) in non-boost applications.
Traditional 2 cylinder engine:
4 strokes per cylinder per cycle, 2 powered strokes, 2 revolutions

Split cycle 2 cylinder engine (essentially 1 active, 1 passive):
2 strokes per cycle per cylinder, 2 powered strokes, 2 revolutions

With the assumption that there is no weight advantage, I think the real advantages are in the resistance to pre-combustion (as they claim). . . and that science is a little bit beyond my comprehension. If there is truth in their claims, I would love to see this tested in the real world. That one powered cylinder is going to see a LOT of wear and tear though, as it will basically be doing double duty!

dj.ctwatt

^ PS, I would necessarily discount hybrid technology. Theoretically, if this engine design is sound, you could pair it up with a hybrid setup, and create even HIGHER efficiency. Capturing wasted energy (through regenerative braking) is a physics/conservation of energy lover's wet dream. All that energy normally turned to heat is an extreme waste. And if it can be done in a cost effective manner. . .

IS350jet

Very interesting new engine technology. I like to see new ideas like this. Anybody ever heard of this?: http://circlecycleice.com/

Marklouis

the regenerative braking in this design stores the air in a paired compressor to be used while cruising, that plus pairing with a (small and lightweight) high efficiency electric drivetrain would drive up the initial cost of the vehicle but will have better MPG gains. Im sure models with and without pairing up with an electric drivetrain will be tested, however if this design is proven just using the paired compressor might keep the production cost low and keep consumers away from sticker shock.

there are working models on a smaller scale you can find on youtube, and a design patent has been filed recently too. that one Cylinder doing all of the work shouldn't be too bad if the firing is after TDC. maybe with a little more plumbing they can find a way for the pistons to share the workload every 10k miles or so.

http://www.foxnews.com/leisure/2012/...ntcmp=features

wow such a simplistic design, looks effecient too. here is another split-cycle rotary type:

Lil4X

The French manufacturer Le Rhône built a rotary engine back during WWI that showed up in a variety of aircraft of the era, including the Nieuport, Sopwith Camel and the Fokker DR.1 Triplane - mortal enemies in the sky, but sharing similar engines, thanks to Germany's "unauthorized" copy of the Le Rhône.

The advantages of the rotating crankcase and stationary crank were several - as shown in the Doyle rotary. Common intake and exhaust ports, relative simplicity of timing, and light weight, critical in an aircraft engine were on the plus side of the ledger, while the downside included limitations on power, due to the unique push-pull single valve actuator did not allow for valve overlap. That really wasn't critical as engines of the age were limited to about 130 horsepower because of structural strength of the aircraft, cooling requirements, and the materials available.

Although seeming cranky and fragile today, the Le Rhône was tough, and considered reliable for the period, although that huge rotating mass had significant gyroscopic effects causing left turns to be slow and difficult, accompanied by a nose-up attitude, while right turns could be instantaneous causing the nose to drop and an unwary pilot to snap into a spin. Needless to say, the pilot remained busy, just to stay in the air. Of course your opponent would know this about your aircraft, so would generally cover your right side to prevent your escape. A wise opponent would after a few minutes of combat, shift to your left flank, hoping your adrenalin rush would cause you to overcontrol your right break and spin you down to a self-inflicted demise.

The engines had no carburetor thanks to the spinning crankcase, but relied on a manual fuel valve and frequent fine adjustments to maintain formation. The pilot had a push-button at his command to briefly interrupt the ignition in order to slow down for landing. It was not recommended in the pilot's manual to use that button excessively because cutting the ignition could oil up the plugs. Pilots loved the "blip" button because it allowed them to put on instant power if they missed their approach to the field. If you read the manual it recommended you close off fuel flow and let the spinning prop help brake you to touchdown. Of course if you discovered you were coming in short, you'd be a flurry of activity trying to get the fuel back on and the engine restarted before you hit the deck.

Finally, like most engines of the period, the Le Rhône ran on a "total loss" lubrication system, meaning that the pilot was constantly sprayed with a mist of mineral oil from the exhaust. In addition to all the other perils of flight over the trenches, constantly rumbling bowels were just another part of the job.


If the motion of a rotating crankcase and a stationary crank is a little mind-boggling, this is how it worked. Just imagine a prop or output shaft bolted to the center of rotation of the crankcase . . . stop before you get dizzy.


Now you put it all together, and . . .

Marklouis

^^^ first vid is pretty cool - I never fully understood how those engines worked, that puts it into perspective. funny thing is I always knew how jet engines worked, lol

Marklouis

another interesting combustion engine/electric design to be considered:


Video in link

http://www.dlr.de/dlr/en/desktopdefa...6318/year-all/

Video in link

DLR researchers unveil a new kind of range extender for electric cars

19 February 2013


DLR researchers in Stuttgart have become the first team in the world to demonstrate the feasibility of the free-piston linear generator, which they accomplished using a test bench developed specifically for this purpose.



A particularly powerful mechanism in combination with a highly dynamic feedback control system controls the individual components of the free-piston linear generator (FKLG) – the internal combustion component, linear generator and gas spring.


Different fuels can be used with the free-piston linear generator, from petrol, diesel and natural gas through to bio-fuels and hydrogen.





The free-piston linear generator (FKLG) – a new kind of range extender for electrically powered vehicles






Scientists at the German Aerospace Center (Deutsches Zentrum für Luft- und Raumfahrt; DLR) have developed an entirely new kind of drive concept to extend the range of electrically powered vehicles. The free-piston linear generator (Freikolbenlineargenerator; FKLG) is a combustion engine that generates electricity. This electrical power drives the electric car when its battery is flat. In contrast to conventional range extenders, different fuels can be used in the free-piston linear generator.
Researchers at the DLR Institute of Vehicle Concepts in Stuttgart have demonstrated the feasibility of this technology on a test bench specifically developed for this purpose. This makes them the first in the world to succeed in commissioning this kind of energy converter, comprising an internal combustion component, a linear generator and a gas spring. "Innovative solutions like the free-piston linear generator will help to make electrically powered mobility an everyday reality and demonstrate the scientific strengths of Baden-Württemberg as a location," said Rolf Schumacher, the Ministerial Director at the Ministry of Finance and Economics in Baden-Württemberg, at the official inauguration ceremony for this project.
New structural approach with powerful feedback control
Engineers have been aware of the principle of this drive unit for some time. Through the installation of a gas spring, DLR researchers have now succeeded, for the first time, in operating this system in a stable manner. The challenge here was to develop a particularly powerful mechanism with a highly dynamic control unit that regulates the complex interactions between the individual components," said Ulrich Wagner, DLR Director of Energy and Transport, as he described this innovation.
The free-piston linear generator works in a similar manner to a conventional combustion engine. But instead of converting the linear movement of the piston into the rotational movement of the crankshaft, it generates electricity directly. A fuel-air mix is ignited in the combustion chamber. This expands and pushes the piston towards the gas springs. These springs decelerate the piston movement and push it back. The linear generator converts the kinetic energy of the piston into electricity and this in turn powers the electric motor. The control system devised by the DLR engineers is able, for example, to control piston movement accurately to within one tenth of a millimetre. At the same time, it recognises fluctuations in the combustion process and compensates for them.


As a new kind of range extender, the free-piston linear generator (FKLG) makes electric vehicles more flexible


Optimum operating strategy through variable properties
In contrast to conventional drive technologies, the free-piston linear generator enables the compression ratio, piston speed and cubic capacity to be adjusted flexibly. For this reason, different fuels can be used – from petrol, diesel and natural gas through to ethanol or hydrogen. By virtue of its versatile properties and depending on vehicle speed and driving characteristics, the settings of the DLR range extender can always be adapted to deliver the optimum operating strategy. "We can therefore set the operating point of the engine when driving to ensure that we can drive as efficiently as possible and in the most environment-friendly manner," summarised the Director of the DLR Institute of Vehicle Concepts, Horst E. Friedrich. At the same time, the free-piston linear generator functions with fewer components. For example, certain crankshaft and camshaft components normally essential in a conventional combustion engine can be dispensed with altogether.
Making electric cars more flexible
Exceptionally efficient range extenders such as the free-piston linear generator are more than just emergency power units. The free-piston linear generator makes it possible to equip electric vehicles with a much smaller battery while still deriving optimum benefit from electrically powered mobility. Short distances of up to 50 kilometres, in town for example, can be covered using only electrical power; for longer distances, the range extender takes over. It provides the accustomed peace of mind and autonomy of a combustion engine. As a bridging technology, it makes electric vehicles an attractive option for the general public.
Technology transfer into industry
"With our functional demonstrator, we have shown for the first time that our free-piston linear generator principle can be implemented. In the next step, we need to work with industry to develop this technology and build a prototype," explained Friedrich. To accomplish this, DLR has concluded a technology transfer contract with Universal Motor Corporation GmbH and will provide scientific support during further work. One of the tasks ahead is to optimise the weight and size of the free-piston linear generator in such a way that one or more of the assemblies can be located in the underbody area of a vehicle. In this way, initial estimates suggest that an additional range of about 600 kilometres could be achieved without increasing the weight of the car.