A "new" kind of lightweight/low multi-fuel recip engine.
A "new" kind of lightweight/low multi-fuel recip engine.
(OP)
Guys...
Fascinating new recip engine design/arrangement from a company in New Zealand: http://www.dukeengines.com/
Note. I can't help compare this engine to the wankel.
Your comments?
Fascinating new recip engine design/arrangement from a company in New Zealand: http://www.dukeengines.com/
Note. I can't help compare this engine to the wankel.
Your comments?
Regards, Wil Taylor
Trust - But Verify!
We believe to be true what we prefer to be true.
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RE: A "new" kind of lightweight/low multi-fuel recip engine.
Regards, Wil Taylor
Trust - But Verify!
We believe to be true what we prefer to be true.
For those who believe, no proof is required; for those who cannot believe, no proof is possible.
RE: A "new" kind of lightweight/low multi-fuel recip engine.
What is Engineering anyway: FAQ1088-1484: In layman terms, what is "engineering"?
RE: A "new" kind of lightweight/low multi-fuel recip engine.
The Duke engine is actually new, mostly, comprising a five cylinder barrel engine running against a fixed cylinder head with three plugs and sets of valves, with the usual barrel cam replaced by a swashplate and a single crank. I see the 'head gasket' function as critical, and probably the Achilles heel, because of the sliding motion involved. Also, the necessity of pocketing the valves limits the compression ratio, and makes me wonder about meeting emission regs.
Mike Halloran
Pembroke Pines, FL, USA
RE: A "new" kind of lightweight/low multi-fuel recip engine.
RE: A "new" kind of lightweight/low multi-fuel recip engine.
I wish I had their money!
Here's my axial engine garage project: http://www.aerodrive-inc.com/content/dieselengine
Terry
RE: A "new" kind of lightweight/low multi-fuel recip engine.
Swash plate engines attract a lot of interest, they look sexy. But there is an inherent ugliness, providing a swashplate bearing surface that can handle a lot of acceleration and combustion force, in both tension and compression.
Cheers
Greg Locock
New here? Try reading these, they might help FAQ731-376: Eng-Tips.com Forum Policies http://eng-tips.com/market.cfm?
RE: A "new" kind of lightweight/low multi-fuel recip engine.
Your point about the tribological and heat transfer issues involved with the bore face seal in rotary block (cam or swash plate) axial piston engines is well made. The leading edges of the seal ring and exhaust port get the combined worst case conditions of high gas velocity and high gas temperature, right at EXOP. And since the exhaust port in the head is common for all of the cylinders, that port is subjected to a high number/frequency of exhaust cycles.
In order to get acceptable face seal wear/life and low friction, the face seal to head contact must operate with at least boundary lubrication conditions, similar to piston compression rings. Getting the oil film control right on the head sealing surface is a challenge, as is the local heat transfer between the seal ring/head/block. With the engine design I linked in my previous post, I spent a lot of effort on these issues. I would love to discuss the solution I developed further, but unfortunately I cannot at this time since it is the subject of several provisional patents.
Regards,
Terry
RE: A "new" kind of lightweight/low multi-fuel recip engine.
Regards, Wil Taylor
Trust - But Verify!
We believe to be true what we prefer to be true.
For those who believe, no proof is required; for those who cannot believe, no proof is possible.
RE: A "new" kind of lightweight/low multi-fuel recip engine.
Comments?
http:/
Regards, Wil Taylor
Trust - But Verify!
We believe to be true what we prefer to be true.
For those who believe, no proof is required; for those who cannot believe, no proof is possible.
RE: A "new" kind of lightweight/low multi-fuel recip engine.
Nice models. ... but they are _concept_ models, and don't run.
The two-liter '300 HP' model has parts sized for maybe 20HP.
Lots of 'hopeful engineering' going on there.
I sure hope they can meet their goal of assembling them real fast, because running them is going to disassemble them faster.
Mike Halloran
Pembroke Pines, FL, USA
RE: A "new" kind of lightweight/low multi-fuel recip engine.
Looks pretty much the same inside.
Steven Fahey, CET
RE: A "new" kind of lightweight/low multi-fuel recip engine.
Just because it runs it doesn't mean it will last long.
What are the main cases to be made from?
RE: A "new" kind of lightweight/low multi-fuel recip engine.
BUT
Its working fluid is cold and non oxidising , and has a lot of oil dissolved in it.
Undoubtedly one can build an IC swash plate engine, they are powerful, smooth, and clever. But they are designed with a life of the order of hours.
Cheers
Greg Locock
New here? Try reading these, they might help FAQ731-376: Eng-Tips.com Forum Policies http://eng-tips.com/market.cfm?
RE: A "new" kind of lightweight/low multi-fuel recip engine.
And for you environmentalists, the exhaust emissions from the APU are carbon-free!
RE: A "new" kind of lightweight/low multi-fuel recip engine.
http://www
(along with others on that site)
I looked into the analysis on that as I was interested. It's pretty much identical to that of a Hooke's joint. (minus the thermo-heat transfer regime) Thus, the engine would have repeated-reversed angular acceleration fluctuations.
Fe
RE: A "new" kind of lightweight/low multi-fuel recip engine.
"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."
"Pioneer aviator Charles Francis Walsh flew an aircraft powered by a Macomber engine in May 1911, the "Walsh Silver Dart"."
Extracted from http://en.wikipedia.org/wiki/Swashplate_engine
1911 !!!....amazing!
Cheers
RE: A "new" kind of lightweight/low multi-fuel recip engine.
h
Except in this case the BLOCK spins. Neat animation.
Steven Fahey, CET
RE: A "new" kind of lightweight/low multi-fuel recip engine.
http
RE: A "new" kind of lightweight/low multi-fuel recip engine.
I agree. Very neat. Although, at first glance it appears that the inertial forces under operation may cause problems for that particular idea (along with others on that site)
Fe