With a 5-axis CNC machine, a rotating cutter, significantly smaller than the bore, enters the end of the cylinder and traces around the bore while spiraling in along the bore radius. Since the stroke isn't that deep, the drive machinery remains outside the bore.
I came here for a video about cute kittens. Ended up learning about the Miller cycle and Delayed Intake Valve Closing. But - here's my take - Pros Efficiency Gains: Innovative energy transfer mechanism could reduce frictional losses. Compact Design: Circumferential piston arrangement reduces engine footprint. Unique Motion Conversion: Non-circular gears optimize oscillatory-to-rotational motion. Modularity: Potential for easier integration into certain compact systems. Innovation: Departure from conventional ICE designs opens possibilities for specialized applications. Cons Manufacturing Complexity: Expensive and challenging to produce components like non-circular gears. Durability Concerns: Increased wear on unconventional moving parts, including gears and shafts. Thermal Management Issues: Cooling combustion chambers in a circular layout could be difficult. Friction Losses: Oscillatory piston motion may introduce additional friction on chamber walls. Valve Timing Limitation: Rotating cam plates restrict flexibility compared to modern variable valve timing. Lower Power Density: Likely less power output compared to conventional turbocharged ICEs. Maintenance Challenges: Specialized design could complicate repairs and servicing. Limited Ecosystem Support: Requires unique tooling and expertise, reducing adoption potential. One last Con - no cute kittens. Other than that - good video.
Thanks so much for your thoughtful response! I love it when I get detailed critiques, as that's how this design has progressed through the years. I had a dozen or more experts that I leaned on when I was teaching at the polytechnic college during its development, and they were an invaluable source. Some responses to your comments, particularly the "cons": Manufacturability is an issue; I have a handful of machinists who have provided input into how to do what's required, and I think they've shown that modern CNC machines can do the work required without much difficulty. The idea is to have most of the parts cast, with final touch-ups done with 5-axis CNC machines. The gears can only be made using a CNC-controlled gear shaper, as grinding wouldn't produce the same pressure angle for each tooth. However, I have worked with the manufacturers of gear shapers, and they concur that the task can be easily programmed into a CNC-controlled gear shaper with a software-controlled variable centre distance. My design software specifies the optimal number of teeth for the cutter wheel. It's true, though, that generating gears this way would take longer than casting and machining the piston connecting rods in a conventional piston engine. Abouts gears and shaft wear: the engineers I worked with at the polytechnic college showed me how to predict and prevent wear using pressure-velocity calculations, so that's a part of the design process, as well. One of my main concerns was for the outward revolutionary force on the planet shafts and bearings, and I'm pleased to say that I have a new design that moves those planets inside non-circular ring gears, reducing the distance from the rotational axis to just over a quarter of what's shown in the engine in this video. That greatly reduces the outward pressure on the bearings, and the rotational velocity is also reduced. Thermal Management is achieved by circulating coolant through channels in the pistons, since that's what's stationary in this design. I haven't had the chance to get a thermal analysis for the most recent design from the thermal engineer expert at the polytechnic, but she provided one for earlier designs and was satisfied that cooling shouldn't be an issue. Cylinder wall friction: The FEA analysis indicates that the maximum outward displacement of the cylinders is less than 50 nm, so the orientation of the cylinders with respect to the pistons will fall well within the tolerance allowed. The rings themselves will experience a slight outward force, particularly at mid-stroke where the velocity is greatest. This needs to be evaluated in more detail, but the outward force is certainly much lower than that experienced by similar parts in rotary engines -- for example, the apical seal in the Wankel engine. I should look more into the way that variable valve trains work, like Toyota's VVTi system. However, I think that being able to adjust the open time from 40 degrees to 80 degrees (that's 80 degrees to 160 degrees in a conventional engine) is a considerable range. Thanks for getting me thinking, though! In terms of power density, by being two-stroke instead of four-stroke, it's already almost double the power density of a conventional clean four-stroke engine. The one in this video is predicted to max at about 80 hp @6500 RPM; its diameter is 320 mm (12.5") and its height is similar. Maintenance is an issue, particularly since I've chosen to include all the things that are normally "external" -- or at least easily accessible -- inside this engine: oil pumps, fuel pumps, supercharger, etc. If I find a manufacturing partner, it may be their choice to revert to having those as addons instead for easier repairs. Ecosystem support: You can't imagine how many times I've put this design on the shelf because of my environmental concerns and the likelihood that IC engines will be phased out. People keep telling me that I should keep working on it, particularly if it can be used to support environmental causes -- for combined heat and power (CHP) or cogeneration, or as a simple hybrid (charging the batteries of an EV on long-haul trips); and of course, using renewable fuel sources instead of fossil fuels. Sorry about the cats ;-) Thanks again! -Ross
Double-take: I talked about outward force on the rings -- one of the main reasons I had for switching to moving cylinders instead of moving pistons was to put the rings in the stationary pistons, so that's not an issue. However, there is still the issue of the intake valves and the supercharger valves experiencing an outward force as the cylinders oscillate. Your comments have me thinking of ways to reduce that outward force, or at least the effect of that outward force, including using something like conventional reed valves for the supercharger, and for the input to the combustion chamber, an assembly of linked poppet-style valves (for example, four small valves per cylinder, since that provides much greater venting than a single large valve with greater resilience per valve under pressure) all on something like a hinged arm, instead of individual valve guide bearing surfaces. Again, thanks for stirring the creative juices!
How can an unaffiliated inventor get funding for patents? Is an US patent enough for an engine like this or a patent on multiple countries would be better? Something tells me that, even in the transport sector, there will be a surge in the need for compact and highly efficient engines that will no longer be coupled to primary traction, essentially as the last generation of combustion engines.
You ask hard questions. I had a short window of opportunity in which the college I worked for was willing to support my research and began the process of filing the patent. Without that, I would not have been able to cover the lawyer's fees for completing the process -- even the cost of the final steps was a bit daunting! My patent lawyer suggested staying with just the US patent. My daughter, who has a number of patents in the chemical/medical/agricultural world, always goes for multiple countries. I think my patent lawyer felt that the US was the most likely market for an engine design; however, it seems that there are a lot of European and Asian countries that are making significant advances as well. For size, efficiency, and simplicity of control, it makes sense to have an engine running at a constant "sweet spot" speed generating electricity rather than mechanically driving systems with widely varying requirements and desired response times. Thanks for your thoughtful response!
People have suggested "go fund me" campaigns and things like Dragons' Den. There may be other possible avenues for getting funding and support like these.
My respect. Very nice and exhaustive work! But in my opinion it's too complex and probably prone to be too expensive for the intended application. I hope you can work further to improve the concept. Send to you the best luck!
Thanks for your thoughtful response. It really is quite a complex and exacting design, and I continue to see if there are ways to achieve the same goals more simply.
Had me until the parastalstic pumps . When they fail, which they do/will , no lube . A small trocho or gear pump will last , and it will push oil through a filter.
Thanks for taking the time to provide this critique! You'll notice that these aren't actually peristaltic pumps, which force liquid through a flexible pipe. They're more like rotary compression pumps, with vanes following an eccentric surface. I'm definitely not tied to this minor feature of the design as shown -- the main thing is what's happening with the combustion chambers. Thanks again!
@ much better. The only thing is that it needs a filter for both lubricants, magnets for the drain plugs and enough pressure to run it. Rollers require less pressure, and they can be replaced if not worn excessively. I really like the idea of high compression and the ability to run long expansions to the compression and power. I have been fascinated by this when Volvo was experimenting with the decentralized design for heat and power. I think it was using the 2.3 red block. I’m betting that it would be cheaper to use than the grid, and with a Telsa battery it would work better, as it would work harder, heat from the battery and electronics is free heat . I’m lucky as a son of Dixie that I have never had to heat in the northern states or Canada, Russia etc. I’m sure there are some cobbler setups there that beat the grid .
Yeah, it's pretty complex. However, it actually has fewer parts and definitely fewer moving assemblies than the V-8 it would compete with. Thanks for you input!
Right again. In commercial production, the bulk of the CNC work would be replaced with standard metal casting. On one of my earlier designs, I actually spent the time to design it for casting -- a very interesting set of skills to learn! Five-axis machining would probably be needed only for sleeve inserts. Thanks for your interest and input!
Sorry, I'm still looking for a commercial partner or research facility interested in building a working prototype. The closest I have is the $40,000 plastic compressed-air prototype of a much earlier design that's featured in this mini-documentary: ua-cam.com/video/S9bmfAhIFjg/v-deo.html or accessible from my channel. Thanks again!
Funny! As a retired computer engineering technology instructor, I have, oddly, never even accessed an AI site -- I'm still old-school enough to want to say exactly what I mean instead of letting something or someone else do it for me!
@@prosstaylor computer enginering, that explains the core around shape in your design from a mechanic view it look like a lil nightmare to "patch" but at the end it could lead to an improvement if you get the math right but the thing that get my atention in these are the gears, its hard to beat the simplicity and thoughness of the clasic oil bearings
I did some serious conversing with both KissSoft and Liebherr, and we determined that it would be surprisingly easy to generate the non-circular gears to my specifications using a conventional CNC-controlled gear shaper. Liebherr would have written the software and supplied me with a set of gears if I had been willing to cover the costs.
@@prosstaylor i mean it is like the rotary engine the change on force due to the change in direction of the pistons are held by certain theets that would wear those ones more, at the end is less contact area than a classic journal on a crankshaft, if they work for keeping the pistons in track like i think or im wrong? Thats what in mean by math if theyre going to be the aquiles tendon
John 3:16 "For God so loved the world, that He gave his only Son (Jesus) and whosoever believeth in Him shall not die, but have everlasting life" Repent of your wrongdoings and believe in Jesus now.
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
How do you bore the curved cylinders?
With a 5-axis CNC machine, a rotating cutter, significantly smaller than the bore, enters the end of the cylinder and traces around the bore while spiraling in along the bore radius. Since the stroke isn't that deep, the drive machinery remains outside the bore.
I came here for a video about cute kittens. Ended up learning about the Miller cycle and Delayed Intake Valve Closing. But - here's my take - Pros
Efficiency Gains: Innovative energy transfer mechanism could reduce frictional losses.
Compact Design: Circumferential piston arrangement reduces engine footprint.
Unique Motion Conversion: Non-circular gears optimize oscillatory-to-rotational motion.
Modularity: Potential for easier integration into certain compact systems.
Innovation: Departure from conventional ICE designs opens possibilities for specialized applications.
Cons
Manufacturing Complexity: Expensive and challenging to produce components like non-circular gears.
Durability Concerns: Increased wear on unconventional moving parts, including gears and shafts.
Thermal Management Issues: Cooling combustion chambers in a circular layout could be difficult.
Friction Losses: Oscillatory piston motion may introduce additional friction on chamber walls.
Valve Timing Limitation: Rotating cam plates restrict flexibility compared to modern variable valve timing.
Lower Power Density: Likely less power output compared to conventional turbocharged ICEs.
Maintenance Challenges: Specialized design could complicate repairs and servicing.
Limited Ecosystem Support: Requires unique tooling and expertise, reducing adoption potential. One last Con - no cute kittens. Other than that - good video.
Thanks so much for your thoughtful response! I love it when I get detailed critiques, as that's how this design has progressed through the years. I had a dozen or more experts that I leaned on when I was teaching at the polytechnic college during its development, and they were an invaluable source.
Some responses to your comments, particularly the "cons":
Manufacturability is an issue; I have a handful of machinists who have provided input into how to do what's required, and I think they've shown that modern CNC machines can do the work required without much difficulty. The idea is to have most of the parts cast, with final touch-ups done with 5-axis CNC machines.
The gears can only be made using a CNC-controlled gear shaper, as grinding wouldn't produce the same pressure angle for each tooth. However, I have worked with the manufacturers of gear shapers, and they concur that the task can be easily programmed into a CNC-controlled gear shaper with a software-controlled variable centre distance. My design software specifies the optimal number of teeth for the cutter wheel. It's true, though, that generating gears this way would take longer than casting and machining the piston connecting rods in a conventional piston engine.
Abouts gears and shaft wear: the engineers I worked with at the polytechnic college showed me how to predict and prevent wear using pressure-velocity calculations, so that's a part of the design process, as well. One of my main concerns was for the outward revolutionary force on the planet shafts and bearings, and I'm pleased to say that I have a new design that moves those planets inside non-circular ring gears, reducing the distance from the rotational axis to just over a quarter of what's shown in the engine in this video. That greatly reduces the outward pressure on the bearings, and the rotational velocity is also reduced.
Thermal Management is achieved by circulating coolant through channels in the pistons, since that's what's stationary in this design. I haven't had the chance to get a thermal analysis for the most recent design from the thermal engineer expert at the polytechnic, but she provided one for earlier designs and was satisfied that cooling shouldn't be an issue.
Cylinder wall friction: The FEA analysis indicates that the maximum outward displacement of the cylinders is less than 50 nm, so the orientation of the cylinders with respect to the pistons will fall well within the tolerance allowed. The rings themselves will experience a slight outward force, particularly at mid-stroke where the velocity is greatest. This needs to be evaluated in more detail, but the outward force is certainly much lower than that experienced by similar parts in rotary engines -- for example, the apical seal in the Wankel engine.
I should look more into the way that variable valve trains work, like Toyota's VVTi system. However, I think that being able to adjust the open time from 40 degrees to 80 degrees (that's 80 degrees to 160 degrees in a conventional engine) is a considerable range. Thanks for getting me thinking, though!
In terms of power density, by being two-stroke instead of four-stroke, it's already almost double the power density of a conventional clean four-stroke engine. The one in this video is predicted to max at about 80 hp @6500 RPM; its diameter is 320 mm (12.5") and its height is similar.
Maintenance is an issue, particularly since I've chosen to include all the things that are normally "external" -- or at least easily accessible -- inside this engine: oil pumps, fuel pumps, supercharger, etc. If I find a manufacturing partner, it may be their choice to revert to having those as addons instead for easier repairs.
Ecosystem support: You can't imagine how many times I've put this design on the shelf because of my environmental concerns and the likelihood that IC engines will be phased out. People keep telling me that I should keep working on it, particularly if it can be used to support environmental causes -- for combined heat and power (CHP) or cogeneration, or as a simple hybrid (charging the batteries of an EV on long-haul trips); and of course, using renewable fuel sources instead of fossil fuels.
Sorry about the cats ;-)
Thanks again!
-Ross
Double-take: I talked about outward force on the rings -- one of the main reasons I had for switching to moving cylinders instead of moving pistons was to put the rings in the stationary pistons, so that's not an issue. However, there is still the issue of the intake valves and the supercharger valves experiencing an outward force as the cylinders oscillate. Your comments have me thinking of ways to reduce that outward force, or at least the effect of that outward force, including using something like conventional reed valves for the supercharger, and for the input to the combustion chamber, an assembly of linked poppet-style valves (for example, four small valves per cylinder, since that provides much greater venting than a single large valve with greater resilience per valve under pressure) all on something like a hinged arm, instead of individual valve guide bearing surfaces. Again, thanks for stirring the creative juices!
Excellent. I have lots of things I would do with those motors.
Thanks for your interest!
Great video!❤
Thanks!
Wow, good luck. This is cool.
Thanks!
What was that second part?
I'm not sure what you're specifically referring to -- please provide a bit more detail. Thanks!
How can an unaffiliated inventor get funding for patents? Is an US patent enough for an engine like this or a patent on multiple countries would be better? Something tells me that, even in the transport sector, there will be a surge in the need for compact and highly efficient engines that will no longer be coupled to primary traction, essentially as the last generation of combustion engines.
You ask hard questions. I had a short window of opportunity in which the college I worked for was willing to support my research and began the process of filing the patent. Without that, I would not have been able to cover the lawyer's fees for completing the process -- even the cost of the final steps was a bit daunting! My patent lawyer suggested staying with just the US patent. My daughter, who has a number of patents in the chemical/medical/agricultural world, always goes for multiple countries. I think my patent lawyer felt that the US was the most likely market for an engine design; however, it seems that there are a lot of European and Asian countries that are making significant advances as well.
For size, efficiency, and simplicity of control, it makes sense to have an engine running at a constant "sweet spot" speed generating electricity rather than mechanically driving systems with widely varying requirements and desired response times.
Thanks for your thoughtful response!
People have suggested "go fund me" campaigns and things like Dragons' Den. There may be other possible avenues for getting funding and support like these.
Incredable. I want one.
Thanks! So do I! Now, if someone would supply about $250k, we could build a prototype ;-)
Very cool 😎
Thanks!
My respect. Very nice and exhaustive work! But in my opinion it's too complex and probably prone to be too expensive for the intended application. I hope you can work further to improve the concept. Send to you the best luck!
Thanks for your thoughtful response. It really is quite a complex and exacting design, and I continue to see if there are ways to achieve the same goals more simply.
Had me until the parastalstic pumps . When they fail, which they do/will , no lube . A small trocho or gear pump will last , and it will push oil through a filter.
Thanks for taking the time to provide this critique! You'll notice that these aren't actually peristaltic pumps, which force liquid through a flexible pipe. They're more like rotary compression pumps, with vanes following an eccentric surface. I'm definitely not tied to this minor feature of the design as shown -- the main thing is what's happening with the combustion chambers. Thanks again!
@ much better. The only thing is that it needs a filter for both lubricants, magnets for the drain plugs and enough pressure to run it. Rollers require less pressure, and they can be replaced if not worn excessively. I really like the idea of high compression and the ability to run long expansions to the compression and power. I have been fascinated by this when Volvo was experimenting with the decentralized design for heat and power. I think it was using the 2.3 red block. I’m betting that it would be cheaper to use than the grid, and with a Telsa battery it would work better, as it would work harder, heat from the battery and electronics is free heat . I’m lucky as a son of Dixie that I have never had to heat in the northern states or Canada, Russia etc. I’m sure there are some cobbler setups there that beat the grid .
Thanks again for your insight and suggestions! Much appreciated!
Cool idea, but FAR too complex and expensive to produce compared to other options.
Yeah, it's pretty complex. However, it actually has fewer parts and definitely fewer moving assemblies than the V-8 it would compete with. Thanks for you input!
@@prosstaylor Not so much the number, as the complexity. I see a lot of complex machining required. 5 axis isn't cheap.
Right again. In commercial production, the bulk of the CNC work would be replaced with standard metal casting. On one of my earlier designs, I actually spent the time to design it for casting -- a very interesting set of skills to learn! Five-axis machining would probably be needed only for sleeve inserts. Thanks for your interest and input!
@@prosstaylor If that works for some of the really oddball parts, then you might be onto something. Do you have any videos of it running?
Sorry, I'm still looking for a commercial partner or research facility interested in building a working prototype. The closest I have is the $40,000 plastic compressed-air prototype of a much earlier design that's featured in this mini-documentary: ua-cam.com/video/S9bmfAhIFjg/v-deo.html or accessible from my channel. Thanks again!
Not bad for AI 👍
Al Bundy? Does sound like him.
Funny! As a retired computer engineering technology instructor, I have, oddly, never even accessed an AI site -- I'm still old-school enough to want to say exactly what I mean instead of letting something or someone else do it for me!
@@prosstaylor computer enginering, that explains the core around shape in your design from a mechanic view it look like a lil nightmare to "patch" but at the end it could lead to an improvement if you get the math right but the thing that get my atention in these are the gears, its hard to beat the simplicity and thoughness of the clasic oil bearings
I did some serious conversing with both KissSoft and Liebherr, and we determined that it would be surprisingly easy to generate the non-circular gears to my specifications using a conventional CNC-controlled gear shaper. Liebherr would have written the software and supplied me with a set of gears if I had been willing to cover the costs.
@@prosstaylor i mean it is like the rotary engine the change on force due to the change in direction of the pistons are held by certain theets that would wear those ones more, at the end is less contact area than a classic journal on a crankshaft, if they work for keeping the pistons in track like i think or im wrong? Thats what in mean by math if theyre going to be the aquiles tendon
That is a great engine, but no one will make it. Too labour intensive.
Thanks for your response! I have a couple of machinists who are intrigued by the challenge!
Probably a good engine engineering idea, and pretty good graphics, but appallingly bad and unenthusiastic narration. Zero stars.
Sorry about that. I hope my target audience is more interested in the design than in my thespian performance ;-)
Too much too complicated...
It still has fewer parts and fewer moving assemblies than the conventional V-8 it would compete with. Thanks for your insight!
John 3:16 "For God so loved the world, that He gave his only Son (Jesus) and whosoever believeth in Him shall not die, but have everlasting life" Repent of your wrongdoings and believe in Jesus now.
As a long-time believer and volunteer pastor, I thank you for getting the message out!