Revolutionary One-Stroke Engine: Future or Fraud?
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- čas přidán 5. 06. 2024
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Transport is evolving, and so is the technology. Internal combustion engines and electric motors have seen many breakthroughs in the recent years, and this so called one-stroke engine really caught my attention. It uses a new swash plate design and opposed pistons to make the engine much smaller and lighter - but is it the future of transport, or a snake oil fraud?
The E-Rex engine from INNEngine is an opposed piston engine designed to be used as a range extender for hybrid electric vehicles.
Intro card by Johannes Skolaude
johannesskolau.de/
Sources:
innengine.com/our-technology/
• Spain is Living in 205...
www.ampereinc.ca/single-strok...
Discussion with Combustion Experts
#Engine #Breakthrough #Electric - Věda a technologie
It has been really interesting making this video and consulting with experts to learn more about combustion engine technology, I look forward to hearing everyone's thoughts! Also, don't forget to make the most of your 80,000 hours and learn how to have the most fulfilling career you can, at 80000hours.org/ziroth !
Why don't you consult with some experts that explain what a 2-stroke motor is because this is a two-stroke motor.
the Erex is a fake.
also the engine inside the mazda was a wankle with there case on the outside.
you can't just put whatever fuel in it and it runs especially hydrogen as it would melt the piston head
@@dragontechgaming6677first off your wrong you can use hydrogen in a piston engine. Do some research. Second there are already engines that work with multiple fuels already again look it up they are already used by the American military. Next you didn't listen as it stated the plates could be adjusted to offset the distances the pistons would be from each other. It should have said the motor could be set up differently for each fuel to work. Opposed piston engines and some similar to that have been around for a long while this uses the plates to solve the problem of the extra strong shafts needed and reduces the complexity. I love your conspiracy theory though but if you had researched this at all it had already been reviewed by external groups and it works.
@@rieldylanburrows6439 First off if you did any real research then you would find out that hydrogen in a piston engine causes catastrophic failure quite often the rings becoming brittle do to extreme heat cycles that cause ring lift, not to mention that aluminium piston heads melting.
Second hydrogen is one of the most energy dense gas/ fuel source out there not to mention vary violent and extremely heat intensive and is x8 hotter then jet fuel.
if hydrogen was a reliable fuel source without consequences and low risk of damage the petrol engine would have already been long gone by now.
Third if you knew anything about us military vehicles mass majority of them only run on one fuel type also for the mutlifuel type systems usually they have to do a bit of tunning to get the engine to run right.
Forth the "conspiracy theory", it's not hard to hear that the Maza is running on a 3 rotor wankel.
Fifth yes opposed piston engines have been around forever now but just because some third part says it's running doesn't actually mean much they could be payed off and so forth.
just by the marketing scheme they use you can tell some fishy crap is going on.
hopefully you learned something today, if not no skin off my back.
So here's the thing:
Is it an internal combustion engine? If yes then post 2035 it can't be sold in Europe and China after 1/June/2023 and if the US remains democrat for the next few years then there also.
Is it a one stroke? no, it's either a 2 or 4 stroke (I gave up at 9mins because it failed question 1.)
This is 10 years behind its time, end of story.
Saw this elsewhere. They should have never called it "one-stroke" as that's a definite misnomer as it operates under the two-stroke cycle. However the real innovation is that it operates as a "dry" two-stroke, so like a typical 4-stroke engine there is no requirement to mix the oil with the fuel. It still means certain improvements such as cleaner running, and they would have been better off just focusing on those aspects instead of dumb-sounding marketing speak.
But in the face of certain developments around electrification, it may be a bit late. (Depends on how much battery tech improves. Although this engine may still come into play for hybrid systems where it could operate at peak efficiency under a nearly fixed RPM rate.)
You've got the right idea, a small engine running constantly would greatly increase the range, or reduce the amount of battery required.
There may also be a good market for small aircraft, hydrocarbons are just so energy dense nearly all airplanes will keep using them for a while. A new lightweight engine design could be a great boon for ultralights and hobby planes, or even a whole new generation of light aircraft as we move away from leaded fuel and need new engine tech.
Its not a misnomer because the crank/cam plate has two ramps giving it two combustion events per cylinder for one crank rotation. A 2 stroke has one. Its not about valvetrain. This is a piston port 1 cycle by the formulas criteria. I hate complicating things but I'd like to see this motor in half, with a head and all the 4 cycle valve trane. It would complete all 4 cycles in one revolution. So 4 cylinders would have the same combustion events as 8 per rotation. Like how a 2 cycle or rotory engines do. Only it wouldn't waste so much fuel.
And it will be banned in Europe, because that would be a hybrid vehicle,@@larrywhittemore9362 .
Achieving one stroke operation with multiple combustion chambers is like winning a boxing match 3vs1
Except it's not a one stroke motor.... if it was an actual one stroke motor it would have intake compression power and exhaust all in a single movement. This is just a new take on a two-cycle motor
@@kickerzx2 that's what I meant. justifying the one stroke name with multiple combustion chambers would mean a 4 stroke 4 cylinders would count as a half stroke as each revolution of the crankshaft sees two combustion events and that is utter nonsense.
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or the sound of one hand clapping
@@gigiopincio5006it's called a2 stroke engine
The "wavy plate" is _not_ a swash plate. A swash plate is a flat plane mounted at an angle to a shaft, giving one complete up/down reciprocal motion per revolution, as used in hydraulic motors and pumps, air conditioning pumps and helicopter blade angle control mechanisms. The wavy plate could best be described as an axial cam.
..”swash” plates are used in ROTOR systems on helos. Not an engineer..but a pilot.
@@m118lr Not really sure what distinction you are making? The swash plate allows the angle of attack of the rotor blades to be controlled. Is there some terminology issue?
I agree with you, but I might look it up, a lot of terminology is used over and over in different applications for whatever reason. Maybe it’s hard to come up with new names.
You did get the definition right, however swash plates can be wavy but usually aren’t because why do that when you could make it adjustable for cheaper and more reliable systems
swash plate
noun
1
: a revolving circular plate set obliquely on a shaft and acting as a cam to give a reciprocating motion to a rod in a direction parallel to the shaft
Its snakeoil. The engine might actually be able to do some things better than other engines, but not nearly enough to make any meaningful difference. Swash plates are less efficient than crankshafts but more compact. Opposed pistons give you a couple percent points in efficiency, but not that much. In the end i just don't see a big market for range extenders, but there will definitely be a small one so they might make it work there. I do however agree with you far too much marketing BS.
Look at a kauertz engine, my old prototype was built by a German friend with some crude design flaws one such being the mild steel construction including combustion chambers, due to relying on close tolerance for compression combined with the thermal expansion of the internals it kept seizing after a short run but it had 4 power cycles per revolution! With refinement it could potentially have real power density!
@@needmoreboost6369 System is cool but no one got it to work efficiently and reliably ever. Otherwise it would have been used. Its not a new concept. As for the 4 "cycles" per revolution I would argue it has 4 "pistons" in a circle with a 4 "stroke" cycle where each
"piston" gets to go through all 4 "strokes" within one revolution of the circle. It really is all a question of definition.
Have u looked at the 4 sided rotary called the quasi turbine.
It is 1 fifth the weight, of a piston engine has almost zero vibration, can be used as a sterling g( heat engine) and a alternator can be mounted in its centre as other is empty.
I agree 100%. I've been a mechanic for a long time and I'm studying to be a biomedical engineer. All I see is Murphy's law Murphy's law Murphy's law.
Its a very light engine that could be carried easily. Its well balanced and power dense... Seems like it would be ideal for for a very powerful backpack leaf blower or power washer.
I’d love to see you do a video on the LiquidPiston rotary X-Engine. It looks very promising, with over $30 million in military funding, multiple scientific papers outlining technical details of the engine, and plans to begin delivery to the military and later to civil markets within the next year. To my eyes it’s the most promising new engine design floating around
😅🤣😂
Wasted our tax payers money.
@@gerald4027 the generators have already paid for themselves
What’s up with all the weird replies this is getting? I just think it’s a cool engine design
@@some_doofusit’s been demonstrated to be snake oil iirc.
I did an engineering project in high-school back in 2015 on this very concept. My mind is blown that it actually functions.
They stolen your idea.Some teachers will nitpick you brain and sell that information later for money.
It doesn’t function the way they are explaining it in the video. Other wise they would have a more solid design and a much more entertaining way to explain it😂
@@legitskilz901 Expert Observation, Engineer?
you missed a patent.
@user-nx7io1ns7p no
The nice thing about this concept, is that you can use not only variable valve timing, but variable piston timing, drawing out the time the piston is being pushed on by expanding gasses/drawing in and mixing air and fuel, and shorting the time it spends pushing the exhaust out/compressing the air fuel mix
Basically its an offset piston, without the balance issue
Of note, offset piston engines that use a piston and crank do exist and offer promising efficiency gains by allowing the air and fuel more time to mix and evaporate, and then more time to dump its energy into the piston before being let out of the exhaust, the major dowside are primary and secondary balancing making it near impossible for the engine to run smoothly, this, in theory and in practice means an engine with a reduced lifespan.
Weather on not these rollers will offer a better life span than an offset piston engineis unclear, but the fact that ther is no rod pushing/resisting the piston off axis, and that there is an opposed piston to offer primary balance, is promising.
What i'd like to see more, is a larger re-design that uses a single swash plate, that drives opposed pistons on either side of the swash plate, allowing for a more efficient naturally aspirated 4 stroke, this along with a sharp curve to go from BDC to TDC quickly, and a gentle curve to go from TDC to BDC allowing for a longer intake and power stroke could make this revolutionary, you'd maintain the primary balancing of an opposed piston, but you'd get better fuel economy, yes it would require a valve train, but who says you need to use traditional valves, you're already using a swash plate, whos to say you cant use a swash valve that surrounds the spark plug that spins instead of reciprocates.
@@denvera1g1 Do you think it's a problem that the rollers are cylindrical. Shouldn't they be conical to eliminate additional friction?
I also though about a 4 stroke design. The problem with rotation valves is bviously the sealing. But this shouldn't be a real problem.
The idea of variable calm plate geometry seems to be smart and simple.
One of the main keys to reliability will be making sure there is good oil delivery to those piston rollers 🤔
I’d like to know too how that engine is lubricated.
or making them as easy to change after 10k miles as spark plugs
I see a few interesting things in the animation that weren't talked about, like it seems like the piston chambers are linked so fuel could shift between chambers mid stroke. This might be part of how they are claiming this to be a single stroke, because if the piston chambers are linked then the fuel remains from one would mostly shift to the other on the opposing stroke resulting in a firing in both directions; however, this is just speculation based off what it appears to be. It also raises a whole lot of other questions. All this did was raise more questions in my mind.
There are two pistons in each cylinder, and they both absorb energy.
A traditional engine has a piston below and a cylinder had above, with valves, rockers, cams, etc.. the cylinder head absorbs heat and needs to be cooled. An opposed piston engine converts that heat into kinetic motion.
@@leeknivek The dual piston design was covered in the video, but it wouldn't make it a one stroke engine, as was noted in the video; however, if the unused fuel from one chamber was mixed into one of the chambers next to it, then the set of 4 pistons would be working together, and two would be the equivalent of the up stroke, and the other two would be the equivalent of the down stroke. There is at least one image/animation where it looked like the piston chambers were potentially linked to do this. As I don't have the CAD model to verify this with it's only speculation based off what it looked like, and again this only raised more questions about this strange design.
@@billyoung9538 that's actually done in many modern engines - exhaust gas return, or EGR - after the exhaust gas spools up the turbo, some of it is sent back to the intake for any unburned fuel to be burned again. This helps to lower combustion temperatures and keep the engine running cooler.
This engine requires a super charger and a turbo charger to work and be efficient, EGR would have to be implemented for emissions regulations.
The company themselves have said that's its actually an oilless two stroke direct injection engine, the one stroke name was taken to make it stand out and differentiate it from a two stroke oil mix engine.
@@davewoodsmusic to differentiate it from a "typical" two stroke. Yeah, I get that it's not really a one stroke engine unless each piston were to fire at both their peek and trough. I was looking for some potential logic outside of marketing.
Back in the 70's, they developed an engine that had fixed pistons. the end plate was slanted, so when the pistons rotated through the cycle, the distance from the piston head and the cylinder head changed. so, at max compression point, it would ignight, and normal expansion occurred while the next cylinder rotated into position. the exhaust would occur after the cylinder fired, and then it would be injected, compressed during rotation to the fire point...etc. so the big difference here is, they split the cylinders, and require them to move back and forth ...the other ones didn't.
As a well know Techno King once said: Prototyping is easy, production is hard.
Prototyping is also tough step.......
The problem I noticed when I first saw this thing a few weeks ago is the rollers that ride the wavey cam disc 'swashplate'. The outer edge of the rollers will be contacting a faster-moving part of the plate than the inner edge. The only way around that is to have the rollers be slightly rounded so a smaller area of the rollers is contacting the plate, which isn't a surefire solution. In either case there will be wear/tear on the rollers and plate, either the rollers' inner/outer edges wear due to rolling at the same speed across the plate whose surface is moving at different speeds, or with a rounded wheel you'll get wear on them that flattens them out, if not also the plate getting beaten down from more piston force being exerted on a smaller area. Maybe have the mating surfaces be angled at 45 deg, so that the swashplate is taller in the center and thinner at the edges, and the rollers are tapered, like bevel gears?
There will be a little bit of sliding friction but I don't think that will be a big deal as long as it's all well lubricated to keep an oil film in place.
A far more serious problem is that the design relies purely on compression and combustion forces to keep the roller in contact with the cam plate. Any slight loss of cylinder pressure during cranking (e.g. ring leakage) will mean the piston won't return all the way and will lose contact with the cam plate. An extended crank could end up with the pistons pushed most of the way in with no possibility of ever starting the engine.
@@ferrumignis That reminds me, the piston could also just lose contact and then slam into the cam plate as well, which will eventually start causing rough spots on the plate and the roller. I can't imagine how you would actually even start this thing - just turning the cam plate won't do much. I think what it really needs is a captive roller. Instead of a cam plate it would be more like a track on a plate that the piston rods ride back/forth along, always ensuring that the piston is moving when the plate rotates.
@@CharlesVanNoland A captive follower is easy with an actual swash plate, but not with the cam plate design they have used which is likely why they haven't designed this in. You are correct though, you could get the equivalent of valve float where the follower leaves the cam profile at the peak.
I remember a video from years ago Someone converted a car ac compressor into an ice, very similar to this one except combining two compressors in opposing manner. Good job.
It has a ton of bearings on it though so I'm not sure how regular or easy the maintenance would be.
Since its light enough to just lift out of the cars body by hand, I guess getting access wont be too much trouble. It would have to come down to the quality of the bearings being used I guess. Since they would have to withstand all sorts of torque and at the same time not crumble during long distances.
The piston Rollers on the Swash Plate, or Wave plate, are not that much of an issue. Roller bearings on the crank shaft of ICEs use to be very common on Race car engines and some road cars, particularly French cars such as the Citroen DS and SM. The effect was much better performance and longer life. Although this came at increased cost and modern metallurgy and engineer made roller bearings on the Crank mostly unnecessary. But in smaller engines remain their most useful. Maintenance was simple enough. Just change the engine oil when you are supposed to and the roller bearings would last pretty much forever.
And this is NOT making concern of roller bearings in the Valve trains of many ICE-vehicles. Again just change your oil and it is not a problem.
So, in the E-REX, the roller bearings should not be a problem at all, as long as the bearings are of good to high quality. I would have however preferred if the engine was presented with less showmanship and more straight the facts.
Americans are consumers. Maintenance isn't in their vocabulary, but "spend" and "purchase" and "buy" is.
Great insight. Thanks!
It's the different speed that the plate spins at from inside to outside. A roller will wear very quickly like this
@@braydeny
You should review the diagrams again. Even in the video, again. there is more than one roller bearing. Each piston has four, on the main wave plate, and one on the smaller inside plate, which keeps the piston in contact with the main plate. and then you gravely overlook the fact the wave plates, pistons, and roller bearings are lubricated. When you consider just how many parts of current ICEs rely on things sliding against each other and the importance of engine oil, I can in no way agree with you.
You're absolutely right, but we can only assume because they don't give technical data!
Which suggests a big fat scam!
The "supercharger" is more likely to a scavenge blower to assist in exhaust gas scavenging in this valveless engine design.
There was a diesel locomotive in the UK nicknamed the Deltic (the British Rail Class 55) because of its engine that was a two stroke diesel valveless opposed piston design manufactured by Napier and it used blowers. Unlike this engine, the Deltic in the Class 55 loco was supercharged.
Innengine are technically correct in that the demonstrator engine fitted to the MX-5 is not forced induction.
Yeah, I was looking for this comment. Definitely doesn’t look like a supercharger to me.
Same, can only see a cone air filter
So basically a dual 2 stroke wobble plate engine. I didn't see a game changer regarding their limitations namely low efficiency, high emissions and a very narrow power band. At best it will have very limited applications.
I think the EV application is why this might work, as the engine would run at near constant speed, but the emission issue? That I don't know.
I would say its a 10-Stroke engine, just because its not a normal 2-stroke engine....
You are absolutly 100% correct, it is a 2 stroke.
Emission will be a problem since fuel is injected from the side and not in the centre.
Technically, it still is a two stroke opposed piston engine.
They use spark plugs to make it run on various types of fuel. Probably it runs more smooth in a rather low compression gasoline mode than in a high compression diesel mode.
I think there is a fair chance that the roller design can be made reliable. Modern, turbocharged, downsizing gasoline engines aren't too reliable either. That's the competition the new design has to deal with.
The Mazda prototype isn't quiet, btw ....
Expecting a turbo to compensate for a 4 or 6 banger to get reliable power of a v8 is asking for trouble
@@shadowopsairman1583 It is.
I chose these small things for comparison because they are the most sold contender, not because they are a good idea.
If someone can get the same, mediocre results with an even smaller, cheaper design, he will get his market share. It still won't be a good idea, but at least it will be smaller and cheaper.
Turbos are great for diesels because their low exhaust temperature doesn't roast them. And they are good for race cars when you knowlingly chose to sacrifice engine lifetime and a lot of money for performance. For everything else, they are a really bad idea.
I would never buy a car with a turbo charged gasoline engine for everyday use. These things eat more money for repairs than they save you by their better gas mileage.
@@Itsjustme-Justme Turbochargers are perfectly reliable on gas engines provided you keep up with engine oil services and don't shut down the engine whilst they are red hot. Plenty of people don't bother with servicing and then moan when their engine finally dies.
Isn't it kind of a 2 stroke / 2 firing cycles per 2 pistons? So 2 pistons compress and an ignition happens in 1 stroke, then the 2 pistons move away for the other stroke. So 2/2 = 1. Kind of. It is something different.
@@v3rlonBy It's not different. Each cylinder requires two separate strokes to complete their cycle (intake/compression and power/exhaust) therefore it's a two stroke. Even the supposed "one stroke" design shown at around 5:13 is clearly still a two stroke design. You can't physically make a piston engine with one stroke.
For an engine that is smooth and quiet that works only as a range extender I'd be interested to see how a turbine of sorts stacks up tbh. Either a jet turbine using diesel or petrol, or even a steam-powered turbine with a furnace. Granted the efficiency would probably be a fair bit lower, but it would be cool to see ngl. Especially as its something that would be able to take its time warming up and not need to operate as soon as the cars switched on, assuming the battery can last a few minutes without it.
Turbines are notoriously thirsty beasts plus there’s the heat and exhaust to deal with as well. Trying to minimise dust from that airflow while trying not to cook pedestrians would be difficult to say the least.
@@trevorpom Suprisingly they did actually solve the dust and exhaust temperature issues in the 60's with the Chrysler Turbine. The exhaust on that was cooler than a convensional ICE car, at least at idle.
main problem with two stroke engines (apart from burning oil) is that they exhaust up to a 1/3 of unburned fuel. this might be also problem here. the rollers are another problem for efficiency
btw, the device in the testing car suspected to be a supercharger is an air pump with air filter (in back) driven by a belt (visible in front). really no supercharger
Excellent points. Some 2 strokes would get similar MPG as a 4 stroke of the same HP. By eliminating oil/gas mix, this engine might be as clean as current 4 strokes, maybe not. Still it'd be almost impossible to get it approved for automotive use (aka fighting EPA) but could be perfect for special applications. Drones and aircraft come to mind.
Think you confusing 2 stroke motorcycle engines that burn oil. An engine like this and many other big two stroke engines for example Detroits , Doxford marine Cummins military engines all lubricate without oil being mixed in there fuel for lubrication of the crank bearings
_"main problem with two stroke engines... "_
That is one of the big problems with a _conventional_ two stroke engines scavenged using crankcase pressure. The horizontally opposed uniflow two stroke design (of which this is an example) nailed that problem over 100 years ago.
@@BerlietGBC True. One of the reasons 2 stroke diesels were dropped for transportation was because they couldn't meet pollution standards. Then there's Achates Power. Their 3 cylinder/6 piston engine uses fuel injection. Their 2.7L engine claimed 37 MPG in a Ford F150, per the company's 2017/18 testing. Their 10.6L diesel engine began testing service with Walmart about 2 years ago in a Peterbuilt. They claim 7% CO2 and 96% NOX reductions. If true, they'll exceed 2025 and 2027 CAFE and EPA standards.
Physically valved two-strokes don't lose that much unburned fuel through the exhaust. (Rotary valves, etc) Check out the 50cc GP motorcycles of the 1970's and early 80's, which all used rotary valve case induction. They were making 20hp from a single piston water cooled 50cc engine, by the late 1970's, mostly, just by using rotary valve case induction, a big standard carb, and a decent chamber pipe.
8:29 the rollers must roll against the swashplates in order to minimize friction with them. But as seen in the video, there's a counter-swashplate on the opposite side that makes rolling impossible.
Maybe it's 2 roller for each piston, what a nightmare 😭
If someone remember, there was a REVETEC engine. using the idea of replacing crankshaft with radial cam. And these one still in development. In this design (if this video more or less accurately show geometrical proportions of the "wave plate", which is in reality an axial cam) most of the force, generated by burning fuel, will be spent for deformation of this "wave plate" in the point of contact to roller. This unavoidable lead to the excessive wear and destruction of the parts involved due to really huge contact stresses. In my view - it is not something to work as expected. BTW, I'm retired Mechanical Engineer with good knowledge of materials strength and capabilities.
In my post I mention the exact same flaw (only stated differently..you have an engineering background and could put into words what I was describing!!!!)
I know this isn't directly similar in any way, but as my first bike was a chopped and raked 1965 BSA 650CC Twin, my father who rode a 1956 Triumph Twin use to tell me about a member of his cycle club in Los Angeles who rode a BSA 500CC Single that had so much torque, you had to use the compression release upon kick-start or one of two things probably would happen, 1) you manage the kick but if no compression release, the recoil would send you flying over the handlebars, or 2) your foot would slip and the kicker would come back up and break your leg! My dad said his buddy had sent more than one smartypants over the handlebars when they'd start talking tough! LOL My dad said those ol' 500 BSA'ers were good circle track bikes.
This new engine is interesting but looks like it needs more testing and development and maybe some more "truth in advertising!"
Nice job and good catch with the supercharger. Seems there was another company with transparency issues and questionable marketing, bringing people to view the Titanic, too.
That’s not a super charger. Super charger has to be driven by the engine cam. I don’t see one
@@Mobeone supercharger is mainly the name of forced induction driven mechanically by the engine by belts and/or pulleys whether it be the cam(s) or crankshaft doesn't matter.
The one one in the video literally looks like a Rotrex beltdriven supercharger. It's usually driven by the same belt that powers the alternator, ac, waterpump etc and has planetary gears inside
They are not the first do it this way and not call it a turbo. Mazda uses something similar in their SkyActive-X.
@@Fury_BlackWolf I didn’t see how it was being driven. I did not see any belts or pulleys connecting to the air box.
@@Mobeone There's a belt visible in the shot.
That’s not a super charger, it’s an air filter. Possibly a cold air intake. That’s all.
Thank you for pointing that out! Makes the whole opinion part of this vid sus to me..
update: It does appear to be a belt driving an impeller to whcih the air filter is connected. So it makes sense to think that it is a supercharger. It's strange that the company would lie about it, unless it's needed because of how different this engine is i.e. Positive intake pressure may be a requirement for optimal operation or for meeting emissions standards.
I looked really closely at the "super charger" and entire plumbing system, and that is just a pod air filter not any sort of forced air induction system. Although the engine could easily be converted to turbo, or supercharged boosting it's power output. However I'm sure that it would reek absolute havoc on the internals of an engine of this design. As others have stated the roller bearings on the ends of the wave cams at each end of the block would be very unhappy about the added wear. If you look at the bearing race placement at the contact points on the wave cam this is very sub optimal as they are in a radial alignment.. This meens the one closest to the center of the rotational assembly have MUCH higher shock load. Instead they need to be one in front of the other as they make the trip around VS a side by side configuration to endure the stresses more evenly.
65# added just behind the rear wheel of my future Aptera would make it a hybrid with no limitations. With the advent of hydrogen fuel, and this engine able to accomodate it, this makes going 'mostly electric' highly practicle. It's going to take anothe ten years at least for renewables to dominate as energy sources so this could be good for the transition period. I hope the work out any 'bugs'.
my thoughts exactly!
Thats a belt driven air pump, not necessarily a supercharger. If its pushing 3lbs or so I could see why they dont market it as supercharged, as it wouldnt be "super" charging the air, just providing sufficient flow for operation.
In 1911 the Macomber Rotary Engine Company of Los Angeles marketed one of the first axial internal-combustion engines, manufactured by the Avis Engine Company of Allston, Massachusetts. More recently the Dynacam engine and a few others in between those. So these have been around for quite a long time.
I agree about questionable marketing. That said, when you say they clearly use a supercharger, the arrow points to an air filter. I would also question if it counts as a 'supercharger' depending on the amount of boost. At very low levels, it might be considered differently, especially in this application.
Why are the rollers more a point of failure than a similar motion with much more vibration and stress in conventional pistons? The piston has to connect, and there is that same rolling motion. The wavy plate/ axial cam would seem to be, properly manufactured, at least as reliable given fewer moving parts.
120HP from a 500CC engine is decent. It would depend on the overall power curve and fuel efficiency in a practical application, but that is not a bad starting point.
Of note. Cam shafts of 4 stroke engined be it a flat tappet or a roller bearing are traveling at 1/2 cranknshaft speed to ensure proper valve timing. They also do not see the kinds of pressures that being loaded by a combustion event will provide.
On top of that the bearing of the lifter is rotaring at a speed/ratio that is determined by cam shaft diameter and roller bearing diameter.
Consider how fast the bearing connected to the pistons must rotate during the travel of one revolution of this engine. It will be many more rotations of the bearing, rotational/angular velocity or linear speed. Whatever you want to call it, it does not win out over a coventional ICE engine. Torque production/mechanical advantage is likely much worse so this engine may inly be suitable for a generator type application.
Also, once wear does begin the tolerances of the cam surfaces are likely to wear in ways that will quickly start destroying parts be it the bearings or the surfaces they ride on.
I'd like to see a range extender that in addition to electricity also produced heat for the car and battery pack for EVs in cold climates.
Except the batteries also need heat while the vehicle is not being used.
Could maintain temperature by running by itself .
Screw ev. Stop being brainwashed
Well it is water cooled so that would be an inevitable side benefit of this exact engine.
@@filonin2 which is why engines are superior
Conical air filter is not a turbo charger
it is attached to a supercharger driven by a belt.
This type of engine is unable to start without an external air blower. You are right that this is not a supercharger, because it does not compress, it only provides air exchange in the cylinder.
We’re not allowed to talk about advanced and efficient IC anymore. Too many governments have drunk the cool-aid and are supporting vested renewable interests. I designed something like this in my head 20 years ago and it’s coming out in variations everywhere with sine plates. Pretty sure Napier had practical designs based on this concept.
Even Krazy Kalifornia is still allowing hybrids after 2035 so, no. You're wrong.
Thanks for your interesting thoughts. 1 stroke of 4 stroke, doesen‘t matter, as you mentioned it is marketing. It is a 4 times, double piston, 2 stroke, technically. Hybrid cars might be a good application, direct drive not so much.
Still it produces emissions (not only CO2 everybody is talking about) and it needs oil to produce fuel.. How much of it is available? Currently enough, but……
It can burn hydrogen which can be made from water and if you have cheap renewable energy you can make fuel.
Cheap? Hydrogen is a nightmare in terms of storage, and handling, and in top of that, it is very expensive
This engine will run circles around a traditional 4 or 2 cycle. In terms of performance and efficiency.
@@VictorDiaz-lo2muNot expensive in terms of cost per mile. I'm more concerned with danger.
Very interesting and I think the rollers can be made to be reasonably durable as the change of direction would not be as severe as that of a crank because of the geometry which might reduce the shock enough so that ceramic bearings could be used.
Do ceramic bearings suffer less wear (but are easier to break) then? :)
@@MrNicoJac yes that’s correct.
@@MrNicoJac that was the case back in the nineties but for all I know ceramic bearings may have improved and be less fragile now.
@@Cooliemasteroz
Thanks!
en effet, la grande difficulté, ce sont les forces de frottement, l'usure des pièces...
I meam, we do use rollers on rockers and lifters, and they tend to last well over 100k miles. So i dont see this being an issue.
My only question is, what how do you use both rotating ends?
True. But those parts don’t see the same amount of force as these do being directly responsible for the combustion force pushing on them.
I’d like to know the max RPM of this engine personally. That would determine a lot of its future use-ability.
Whoah they're smart guy . . . the thing that the red arrow is pointing to at 7:33 is a short ram air intake with an air filter which can easily be used in naturally aspirated engines as well as turbocharged ones. I looked at this photo in length and cannot see anything that would assist a turbocharger such as an intercooler leading me to believe that this car is not turbocharged and is indeed naturally aspirated.
New engine designs are coming quick and often. Many are quite promising (Omega, Liquid Piston, and OPOC), if as generator engines, AKA "range extenders", though not as much as propulsion engines. However, they do NO GOOD if no one will bring them production. This issue is compounded by various nations and, in the US at least, states opting to ban or outlaw new ICEs by a given year date, 2035 is the most common right now. This with automotive companies just "bending over and taking it" are throwing all their money at developing BEVs and little to nothing at new ICE designs.
They're never going to actually ban engines, the whole world would shut down. 6 billion people would starve to death in a month if there was no fuel.
Hybrids are allowed even in California after 2035 so this is not an issue.
Any of these innovations are just patch up jobs for something we need less and less of as BEV improves. There is little to no future in combustion now. We're moving away from the era of burning and wasting.
@@handsofdoubt31
I suppose, if you are happy with just 300-350 miles of range on a battery.
No, Tesla is not likely to ever deliver on 600 miles of range on a 100-120kw/h pack and that assumes you can have your charging infrastructure, because too few actually charge at home. Also hint: Tesla can hit you up for more money charging more often at their chargers and the ONLY company that delivers on 600miles range is Lucid. Albeit with their biggest 120kw/h pack. And Tesla's best, the Cybertruck, with its biggest pack and AWD using the additional motors for more power generation, still only ranges to 340miles.
No, the future for ICEs, as I SAID, is not propulsion but onboard power generation. Take advantage of the Fuel infrastructure and bountifulness (no, it is politicians being stupid - see Venezuela and California- creating scarcity by ordering a stop to drilling and NO it is not "to safe the environment").
Take the Karma Revero GS6 (Jay's Garage has a review on it right now), is exactly the GEV I'm talking about, except I don't like the generator engine, and it only has a 4-5 gal tank and tops out about 330-350 miles on a tank and it still does about 100 miles on the battery alone. Now imagine a 12.5 gal tank, about typical for a small car in the US... 1000+ miles on one tank. And no, I did not forget about the Nissan Ariya, same potentials just far less expensive.
BEVs have a problem in the future because the materials to make the batteries alone will hit a bottle neck and costs will become utterly unsustainable, even with credible reliable recycling, which has to cost NO MORE THAN new batteries to be worth it. That is only assured if new batteries become wildly more expensive due to "supply chain problems" either in the materials, or the final product. It gets even worse when you STOP and think about the fact that the US Power Grid is still so limited and shoty. BEVs will only put an insurmountable strain on the system. California wants everyone to drive BEVs, but suffers rolling black outs every Summer just from AC use, So that tell their residents to stop using AC, and they still want to add BEVs charging at all hours to that mess.
IC does not add to the strain on the energy grid and having millions of roving generators just adds to the available redundant power when called for. This being of HIGH value for areas with limit power supplies or that suffer regular or semi-regular power outages. I tell you what; when Texas froze over for 2 weeks (Feb 14-28 2021), no power, limited to no water, having a gas generator in your garage or driveway would have been a huge help. Also, it was hybrids (mostly hybrid trucks outfitted to power worksites, like the Ford F-150 Hybrid) that helped out more than BEVs, who ran out of power in a couple of days or less. You could at least go find more gas.
It also insures Freedom of Transportation (You can go where you want, when you want) in this country and most others because BEVs have a MUCH tighter set of controls of where and how much power you can have. The first RED FLAG to me was Hurricane Irma in 2017 when Tesla "magnanimously" issued an OTA to allow Model S/X P60 plus Dual motor users to user the ENTIRE battery pack they thought they paid for so they could go fair enough to evacuate the hurricane zone. If Tesla can just do this on lark, you bet the Govt can make Tesla or any other BEV maker with OTA's lop off a chunk of your Battery range or just switch off your BEV just because the Govt wants them to.
So, no thank you.
You can shove your knee jerk NPC BEV activism, when you really are not considering all the issues trying the make BEVs THE ONLY THING presents. "But it makes me feel good you 'fight the power'!" Get a decent job, pay your bills, and you will learn something I did when I did: "Once a thing becomes an option to you, a car, a house, and game station, you don't bemoan anyone NOT taking that option because you know how much it actually costs you and they may not want to pay that much or can NOT pay that much.)
If going BEV was a choice, and would always remains a choice that consumers choose and NOT Govt, directly or indirectly (Hey, Car makers! Make BEVs only OR ELSE), I would have no problem. But don't you dare pretend I'm wrong for pointing out the foibles in your Leftist Authoritarian plots and schemes.
I also have a problem with Govt using MY tax money to buy BEVs for people who, if they ACTUALLY wanted BEVs, could easily afford the BEVs entirely on their own dime. And NO, Gas subsidies would not add much per gallon to the cost of Gas or Diesel. It is just political suicide to try to reduce or end them. Can't fix hat I can't fix and neither can you.
@@DocWolph Wow that was a lot of words.....the vast majority of which are BS. If you take your head away from America and look at a world view for a change you'll see a different picture. Yes I am more than happy with a car which has less than 300 miles of range (Nissan Ariya). I've driven it hundreds of miles in a day by the way. In many countries the average miles per day are tiny and there is no need for huge range. I can drive for about 4 hours at motorway speeds which is more than most people will ever need. In fact it's not safe to keep driving after 3 hours. That's why the EU have rules for commercial drivers to force them to take breaks. Motoring organisations advise the same for private drivers.
America has American problems and is not a reflection of the rest of the world. You chose to build huge housing estates with no local shops and services.....forcing people to drive great distances to reach amenities. That's a problem for a range of reasons. All you need is better charging infrastructure and the range issue disappears.....as has been proven time and time again. Australia doesn't have the same issues as you because they didn't build these estates far away from anything else. In fact despite the size of the country they have very similar average journey distances to Europe. The fact is that electric cars already work for the vast percentage of use cases. As proven by the fact that EV sales continue to grow. If it wasn't working for people they wouldn't be buying them......let alone choosing to stick to EV and not go back.
Let's be clear on another topic.....no-one is going to kick your door in and take the keys to your truck and then force you at gun point into the cab of an EV instead. Yes the range is limited at the moment and that does not cover every use case. But here's the thing.....if it doesn't work for you yet then don't get an EV. Simple and nothing to get angry about.
I predict one big issue, most force which is produced will not act in the rotating direction but "through" the rotating wavy plates. Theerefor efficiency gains from the opposed piston design will most likely not be enough to make this an efficient engine. In other words, it will be very inefficient....
Lunch money? I wouldn’t risk the price of a cup of coffee. I think you have highlighted the problems with this concept. The two things that hit me from the title of a One Stroke Engine, was how do they purge the exhaust gases, and prevent pre-ignition of the fuel. How does the bearings running over the swash plate prevent seizure.
wow that was well researched.
yeah the only real 1 stroke engines are from external combustion, eg steam. its a shame about this motor though, both opposed pistons and swash plates should be rather efficient and should sell itself but maybe there is a design flaw causing issues somewhere.
I had to wonder what a one stroke engine was when I saw this. So it was an effective marketing gimmick to that end. Your clean examination of it makes me say, thanks for that. As you went though it I first wondered how they got the fuel/air mix in and the exhaust out. Then I saw the injectors, and was still wondering how they got the air/exhaust movement. Then the turbo was introduced. Nice progression. But it just looks like another way of feeding the carbon fuel industry with overly complicated mechanisms compared to an electric motor. Not really buying it. Nice work on your part. Appreciated.
Yeah it is a 2 stroke, but because there are 4 "power strokes" per revolution, someone called it a one stroke, and the company ran with it. It doesn't have the typical problems of a 2 stroke, such as running a fuel -air mixture through the crank case, which is not good for emissions. Also many less moving parts.
@@leeknivek LOL That's hilarious. That someone certainly either didn't understand the classification of ICE engines or was simply disingenuous. And you're right about the difference in conventional 2 strokes if you don't have to mix oil with the fuel to lube the bottom end. I don't know the details of the lube system for this one. But there are a lot of details in the physics for the way the parts will wear over time that need ironing out. Still overly complicated compared to an electric motor, though. And it will still have a relatively narrow operating efficiency RPM range compared to electric. Maybe nice to have something that gives you a margin of range in a pinch, but I think I'd prefer something tried and true like a good old 4 stroke cycle. At least till they can prove this one is better.
@@RichardRoy2 conventional opposed piston engines with two typical crankshafts were and are widely used, since the 1930s, and they are known for their power and reliability. They are used to power tanks, trucks, boats and planes. This design happens to make it more compact, by using another well established linkage - the swash plate - which has been used on everything from AC compressors to helicopter turbine pitch controllers. Less parts, less wear, less expensive. The exhaust scavenging 2 stroke is nothing new, and it’s always been more efficient than the four stroke engine, just by nature of design. In a four stroke, you’re losing at least 20% of the heat energy by moving the valve train and absorbing half of the power stroke into the cylinder head as heat, which then needs to be cooled - you have to move camshafts, push rods, rocker arms, timing belts, etc., not to mention the interference engines that self destruct.
An engine like this with so few moving parts and so much less complication can probably go a million miles, and mass production can probably manufacture them for less than $500. And they are made from common materials - iron, aluminum, some alloying elements, unlike the electric motor which requires copper, silver, rare earth magnets, rare earth lithium batteries, the materials for EVs are extremely scarce in comparison, there’s not enough to make enough cars for everyone in the world today, and they only last about 20 years or less, and you can’t recycle the batteries. They have plenty of their own problems, so I think it’s a little foolish to ignore that while claiming that an engine design used in all the most rugged vehicles ever made is somehow going to be unreliable. It only speaks to your lack of knowledge on the subject.
@@RichardRoy2 of course the ideal use for the motor anyway would be as a hybrid electric - using something like toyota’s E-CVT transmission, with two motor-generators. You get the benefits of full torque from rest in an electric motor, and the cheap and abundant fuel supply of gasoline or preferably diesel, and you can buffer that with something like a lead acid battery that is not only recyclable but also inexpensive compared to nicad, lithium ion, or any other batteries made with the use of slave labor. This engine would actually solve a good deal of problems, and it’s unfortunate that people aren’t seeing it, that’s why I’ve been taking the time to politely explain how good this is on every video I have seen of it. This would be the engine of the future, but people who are definitely not engineers have some obligation to point out marketing flaws while missing the big picture. This is the only way to go green, for about fifty different reasons - for one, you can make a car that is inexpensive and long lasting, people won’t have to buy a new car every five years, and that alone would cut down on emissions by 30% or more, if vehicles stayed on the road for 30 years instead of 10, scrapped, junked, destroyed, remanufactured, loaded with Chinese electronics, sold at an all time high.
I mean, in the next 20 years, the average person isn’t even going to have a car at the rate things are going. Mark my words, they won’t be able to afford them, and our way of life is going to change drastically. This engine is the solution.
@@leeknivek My lack of knowledge on the subject has me examining development of electric motors that don't use rare earths. But what kind of idiot would I be if I said development has reached its zenith?
It looks like an extremely high reving low torque setup to me.
The stroke is way less than the bores.
What BHP are they claiming with that 500cc prototype??
The air injection works by creating a vacuum. Pity you did not realise this in the video.
The outlet port is opened a few milliseconds before the inlet port. So the exhaust is forced out , creating a vacuum that sucks in the fresh air.
It’s very simple and I presume effective.
This engine may run on green hydrogen perhaps too but don’t know - just speculating because it’s likely to be a future fuel
Do you have that STL file for that Motor like we saw in the video?
If the weight of this engine is truly just 25% of a typical four stroke engine it would seem to be a great choice for a light aircraft engine. Maybe applications in motorcycles and scooters too.
Narrow power band even tighter than a two stroke.
@@peterweller8583 OK, so maybe not too great for road vehicles but light aircraft with constant speed props maybe. That weight advantage, if realistic is hard to ignore.
@@peterweller8583 most opposed piston engines actually have a wider power band, I think this would be the case as well, but without any Dyno graphs there's no real telling.
It is a 2 strokes, compression stroke and then a power stroke.This idea has been around for many of years. All they did is got rid of 2 crankshaft and added in 2 swashplates.
My computer has 8 cpu cores on 1 cpu,so can I say I have 8 single core computers and resell it for 8 time the amount of money I spent on it.
I think the American company Fairbanks Morse created a genuine 1 stroke engine many years ago. It worked, but had cooling problems, as you would expect.
Correction: The arrow isn't pointing at the forced-air-intake, it's pointing at the air intake filter. Yes, it is linked to what appears to be a belt-driven turbo-charger, which in essence is what a supercharger is, but either implies compression of air intake. Without knowing the pressure of the air going into the cylinders, it's impossible to outright claim it's a super-charger. The claim of not using a turbo-charger is likely to prevent the speculation that it's getting a power boost, and/or the visible presence of a modified turbo-charger. Sure, any forced-air-intake will be inducing _some_ pressure, but I doubt it's more than what is needed for proper natural aspiration flow.
if it doesnt double the efficiency of a normal ICE, there is no point. with 800V charging infrastructure rolling out globally, there is simply no need for a range extender.
If you live in a fun sized country like in Europe. In real countries we still do.
Tesla's charging network is also enough for me. 😁
You cant just call it a 1 stroke when it clearly isnt... That mad
I am really impressed by the quality of this video presentation. Well done sir! Subscribed!
I was thinking about the time factor in recharging electric vehicles. Could vehicles be constructed with large removable battery packs that can be quickly exchanged at a charging station? They could make an automatic mechanism to pull out and replace a battery pack after parking in a special jig similar to a car wash, and with the press of a button. This probably could be done in about a convenient 5 minutes. All cars would have to be designed with the same standard battery pack that easily slides in and out. The replaced battery packs would then be charged and ready for the next customer.
Someone may at some date bring a long lived opposed piston engine to market that works well. Not arguing that. I doubt it'll have a swashplate though, too much wear with followers etc. Personally I think we've seen about as much wrung out of diesel/gasoline as they're going to get on the combustion efficiency side. Maybe more to be gained optimizing transmissions, bearings, rolling resistance and the like. It's going to take about one really significant jump in battery composition, and I'm betting it comes with some nano structuring of materials into optimal lattice/layers for that to happen. That change will blow up the current battery market and jump range by a factor of 2-3 and it'll be game over. The net energy efficiency gain system wide will just pretty much end crude derived fuel burning engines. It'll be gone like horses in the early 1900's... manure scraping/collectors, engine mechanics and the like largely , *poof*. ONE big battery improvement. Solar cells, similarly - someone will get a multi junction cell with low production costs - they'll be everywhere, behind the meter and really impact traditional power companies...
Liquid Piston remaking the Rotary Engine to be more efficient, compact, and still make the same power as a diesel
Quick question that is bugging me, but…why not do away with the pistons altogether, reconfigure the swashplate(s) shape (maybe architecture in support and variable shape possibilities) and have them compress and fire off of each other somehow? I’m just looking at it and it seems the swashplates are the main things here and aside from the sealing benefit of a bore and piston, the pistons not an absolute necessity if the aforementioned issues are cleverly worked through maybe some more weight savings are possible (among other things). Just thinking….
Such an engine would get close to a rotary engine design. I'm thinking 2 rotary engines, with the part where the combustion takes place connected, to make use of the opposing stroke.
_"Just thinking"_
Not very clearly. How would you get the cam plates (they are not swash plates) to compress the air without a cylinder and piston?
I'm glad you got some sun this summer😊
I see many components that have been 'pick and placed' from other designs in the past: Axial placed pistons on a wash plate (Christianson Engine, U of Manitoba, 1980s), Opposed Pistons from the WW2 Royal Navy developed Deltic diesel engine used in MTB and later, railway locomotives. 'One stroke' as you intimated is just a marketing 'buzz word', similar to the 1990's 'One Bit' digital music promotion.
swash plate wont last,, it will fizzle out
This might have been useful 50 years ago. Now with EVs it’s utterly pointless.
Apparently you missed that this would be used in an EV to extend the range further than would be possible with batteries. It was what the video was about lol.
@@filonin2 Hybrids are nonsense, but congratulations on showing the world how clueless you are.
Interesting concept obviously needs work. Good points on status. Huge correction is needed by you! Fuel in a two or four stroke engine does not explode. It combusts, explosions will cause your engine to knock. It’s called “internal combustion” not “internal explosion”. The fuel burns very quickly.
first
photo-finish, but you lost
8:37 A star note was the first bill put down. Fairly crisp too. 👀
So do you mix the oil with the gas
I love the way you talk....so easy to listen to.......
Look at the Bricklin Rotary V engine design. Almost the same idea, without the small rollers and swash plate. It didn't make it either, but is probably a more realistic design concept, especially with today's machining and materials technologies.
intresting vid bro what was the mx5 test they had no piston power beside it to show diference
I understand the functionality of this, however, would this be more "part wearing" compared to a rotary for eg??
a boxer-style reverse - compression - should be better?
surely?
I still question gear boxes on an electric motor for better efficiency... for an after thought.... any takers??
Perhaps they mean they are only maintaining 1 atmosphere with their boost system? Basically just using it to push the gasses through, not increase the compression ratio, which would likely require a bigger/stronger engine.
Otherwise it's sketchy...
How many times has the axial piston engine been flogged as something new. FYI Almen A4 barrel (aero) engine 1920's passed all tests and was still shelved for the oil munching radial aircooled piston engine. Not really given another thought by major aero engine builders (despite its obvious merits).
Great film, informative and detailed and with the exception of how it operates I agree with your final assessment though it's captured my attention enough to have them on my radar.
Could you do a video in Aquarius engines? They are quite difficult in detail, but are intended for a very similar purpose.
Experimental or viable production engine?
What would export/import cost be ?
Is the design proven?
How many hours useful life is it?
How reliable is it?
Is sad to read comments about this engine. The men that designed and built this new engine deserve a huge admiration. The machine works, very light and simple to maintain. Can burn well, the turbo issue is not really an issue turbos raise efficiency, I do not see the inventors doing anything else tahn maquing ICE machines better... what is the matter with you all, can not see this engine is clearly a great design? Made in Spain made right? Can you build something better? Try, I dare you, these innovators deserve a lot of admiration and support. Best design I have seen in years.....please recognize talent...
Thanks! This is a much better project overview than the original creators managed to put together actually. I think this engine will make much more sense in planes and jetskis. Which is what they initially marketed it for. AFAIK they already use those in planes.
Interesting fuel combustor. If the present transfer of power sources wasn't already well understood and underway perhaps I'd not spell it with a P for pointless. I'd say it's more than a day late and far more than a dollar short of real usefulness going forward. IMHO, of course! Thank you for the video.
@user-nx7io1ns7p Thanks, but no. One voice ( my own ) in my head is enough noisy distraction. Two would exceed usefulness by a factor of two and be an annoying cacophony. Tried it when I was a kid and knew it to be a stupid idea for me. Some want or need it, others not. You range even further from the topical stamping grounds than I. Perhaps farther than actually needed.
Put on the rally circuit. That will iron out the problems
Which bit of ''FOSSIL FUELS ARE FINITE'' is so bloody difficult to comprehend.
Honestly a jet engine generator would do the range extending job a lot better with almost no vibration while also being a no stroke lmao. Not sure about the noise though.
My lawnmower, has a 4 stroke 150cc engine, is 45 years old and runs fine on E10.
This B&S engine would make a very good range extender.
Good old reliable tech doesn’t get enough love these days.
I am really hopeful this engine makes the grade ..I would really like to vet one to improve the lowering of friction
The moment I read One-Stroke I knew enough. Happy to see you share the same opinion.
That turbo you mention on the MX 5 looks like a large filter, whether there is a turbo there? I doubt it. quite an interesting engine concept. vibration will be very low, but the noise is rather unpleasant and raw. To call it a fraud lacks all foundation, you should be ashamed of yourself. They clearly do have a working engine. And the fact that they do not share some of the trade secrets, you'd like to know without paying for it, does make total sense to me
The engine is very interesting. It seems something like a boxer engine but in a different way. Why not make this engine with a very high compression ratio, something like 20:1 & remove the spark plug Thus trying to run it as a diesel engine while eliminating 2 stokes of the crankshaft as you have detailed in your video. I hope to see more video.s on this type of engine.
They need to experiment with compressed air through this engine. TATA was experimenting with compressed air cars. Maybe liquid piston can perfect the air motor and make it feasible.
We already have the onboard storage tanks whipped. Just use a CNG or H2 tank .
What you are calling a supercharger on this engine is called a scavenger pump on 2 stroke engines because it scavenges the exhaust gases.
Yes, the blower reminded me of that used on the engine of a diesel locomotive in the UK nicknamed the Deltic because of its valveless horizontally opposed two stroke Deltic powerplant manufactured by a company called Napier.
How many moving parts to wear or break? Can it be refuelled at home for around a 7th of the cost of using petrol or diesel? Can I get free fuel for it from my solar panels?
I saw an engine similar to this in popular mechanics over 40 years ago.
So at the end of the day much the same as Mazda has done with the rotary engine range extender for their new hybrids. The potential for small fixed speed and low torque engines with super high efficiency is not a new idea at all, but the problem is no car manufacturer wants to put money into new combustion engine technology. If Mazdas new range extender delivers everything they promise, then maybe this erex has potential as other manufacturers may buy the idea to make their own range extenders (though much more likely is they'll just take any innovations and put it into use themselves as being sued for patent infringement isnt a problem for the big car corps.)
I am very interested in E range extenders and I have reviewed this product, but there are way way too many red flags. The first being the claim that it is one stroke when it very obviously is not.
The "one stroke" its a marketing thing, admitted for the inventor or designer of these engine in one of her videos.
Really its two stroke.
These is a stationary engine, good for RC planes, paramotor, ultralight aviation, range extender, electricity generator,etc
It is design for work at fixed revolutions very much time, not good for continuous rpm changes.
Thats not a supercharger. Thats an air intake, the metal box next to it looks like either a throttle body or a mass airflow sensor. I think you need to do some research on aftermarket air intakes.
That's what I saw, too.
Sub 70Kg flying powered hang gliders like mine weigh 15Kg the one stroke is 10Kg lighter! This would allow many extras on my plane.
Powered Para gliders carry the engine on their backs, every kilo makes flying better and safer for them.
Rica etsem altyazı seçeneklerine Türkçe dil seçeneği ekleyebilir misiniz ? Sizi anlamak ve takip etmek istiyorum !!!
i am very skeptical about the use of rollers on the swash plate, as they implie a non hertzian contact thus a very probable plastification and important wear due to the curved path and the non-zero axial dimension of the rollers, I would have prefered seeing an hydrodynamic contact that is much more reliable and compact
I agree the hertzian contact is problematic for wear at TDC of cam. But they can go to one wide roller with a tapered OD to keep from skidding at the inner & outer edges.
Hydrodynamic would add friction and struggle with mixed contact friction since thrust bearings don’t have the hydrodynamic wedge effect to pull oil into the high load area like a plane bearing/crank shaft journal system
It can only run with forced induction due to a lack of connection to the swash plate. They also would need a ridge in the center of the cylinder to stop the pistons from interfering with one another. Honestly I don’t even think this would work properly as a two stroke engine but I’m not an engineer so
Random question, but where did the name ‘Ziroth’ come from?
So if they find out an clever way to get around the roller issue and make it frictionless(or nearso) we'd be in for a pretty reliable engine i assume?
A magnetic bearing would make this a realistic engine design!!
Look up the Orbital Engine an Aussie designed..... So much speculation of why it disappeared...
We as a consumer will never see anything this efficient in the market not unless some Engineers sits down and Designs away for it to break down and not be so efficient