Well, it's been 2 years. Where is it now? I have seen dozens of the "latest and greatest best tech in the world" inventions never see fruition. Seems like gimicks to increase stock value. This video was the last we seen of those tech sadly.
It’ll be here right after the blue sky and unicorns start producing cheap, clean, zero emission fairy dust as an alternative to what the world was built on, Fossil Fuels!
Electric vehicles were first used when? Over a hundred years ago... And they are just now becoming a practical alternative vs some ICEVs.. By the way the free piston generator concept was developed in 1934, so 2 years is nothing... Check out AQUARIUS ENGINES, They have at least started to commercialize Free Piston Electric Power Generator Technology.... After the concept was developed over 90 years ago... It takes decades to develop most Technologies.... Most love the hype and then love to call it a gimmick when it doesn't come to fruition in 10 seconds... Thanks for exemplifying that shortsightedness....
Electric vehicles were first used when? Over a hundred years ago... And they are just now becoming a practical alternative vs some ICEVs.. By the way the free piston generator concept was developed in 1934, so 2 years is nothing... Check out AQUARIUS ENGINES, They have at least started to commercialize Free Piston Electric Power Generator Technology.... After the concept was developed over 90 years ago... It takes decades to develop most Technologies.... Most love the hype and then love to call it a gimmick when it doesn't come to fruition in 10 seconds...
Electric vehicles were first used when? Over a hundred years ago... And they are just now becoming a practical alternative vs some ICEVs.. By the way the free piston generator concept was developed in 1934, so 2 years is nothing... Check out AQUARIUS ENGINES, They have at least started to commercialize Free Piston Electric Power Generator Technology.... After the concept was developed over 90 years ago...
Cool idea, however, it looks like from the animation that the engine is a 2-stroke. 2-strokes have been plagued with poor emissions in the past. This is an entirely new engine design, however, so I’m not ruling the out the possibility of an engineering solution to solve this problem. I was surprised that in the animation they were using 4-stroke valve setup for their 2-stroke engine.
Etec 2stroke engines has less emissions on cold startup than 4stroke. They barely burn any oil compared with other 2 stroke engines. The exhaust cleaning system is the biggest factor. Outboard boat engines, and snowmobiles don't have much space for a large exhaust cleaning system.
🔴 What Is Islam? ⚠️ 🔴 Islam is not just another religion. 🔵 It is the same message preached by Moses, Jesus and Abraham. 🔴 Islam literally means ‘submission to God’ and it teaches us to have a direct relationship with God. 🔵 It reminds us that since God created us, no one should be worshipped except God alone. 🔴 It also teaches that God is nothing like a human being or like anything that we can imagine. 🌍 The concept of God is summarized in the Quran as: 📖 { “Say, He is God, the One. God, the Absolute. He does not give birth, nor was He born, and there is nothing like Him.”} (Quran 112:1-4)[4] 📚 🔴 Becoming a Muslim is not turning your back to Jesus. 🔵 Rather it’s going back to the original teachings of Jesus and obeying him.
pagan ideology made by someone who wanted to justify his own evil behavior. Mohammed was never a good man. No prophet of God is this evil. The people who got burned as witches in the middle ages was far less satanic than Mohammed.
This engine is know as a “Comma knocker”, from a 1950’s Comma delivery van. They are not used to day because they engine shook itself to pieces. That is why we will never see this totally flawed engine in production. It beggars belief how these universities can get research dollars for such ridiculous research.
I rather like the idea of a common combustion chamber with pistons moving symmetrically. I expect this design has quite a bit of vibration to deal with.
That's it's main draw back but with the right kind of mounting like some elastic mounting idk I'm no engineer but that's what I heard is the main problem is the vibration. But it doesn't need any linkage to a generator. It is the generator
Place a pair side by side running in anti-phase as they shown in the presentation.. then there's little difference to the magnitude of the issue in a conventional engine.
Know what would be very cool? If it had a modified turbocharger connected to a micro turbocharged heat pump and eletric motor. In eletric mode the heat pump would be powered by the battery to provide active heat exchange between components, in hybrid however it would be powered by the engine exhaust, taking the load of the battery as well as providing extra power regen and improving efficiency and emissions.
I prefer the two pistons facing each other design, where combustion takes place between the pistons driving them outwards. Single combustion point, simpler design and less vibration.
@@firstnamelastname-oy7es There are two method's I'm aware of. One is mechanical springs and the other uses air shocks ua-cam.com/video/_pBPw33ceoQ/v-deo.html
Hallo, ich sehe da große potenzial in Wohnmobile die mann im Altag als Elektro Altagsauto mit 60km reichweite nutzen könnte und die 2 mal in Jahr Urlaub (Spanien/Italien) mit dem Rangeextender fahren könnte um dort wieder elektrisch zu fahren. Auch 4x4 Expeditonfahrzeuge für die Weltreise sehe ich grosses potential mit stärken Allrad Nabenmotoren und einem kleinem Rangeextender, allerdings finde ich Diesel oder Biodiesel als bessere Treibstoff. So eine VW LT 4x4 aus Jahren 1975-1995 als Elektroauto mit Rangeextender würde perfekte Weltreisefahrzeug. Ich sehe nicht als ökonomisch 400kWh Akku mit 2000kg in Fahrzeugen einzubauen um 1000km zu fahren. Mit wie viel Lieter Kraftstoff lasst sich mit euer Technik 1kWh strom produzieren?
The two-unit (four cylinder) configuration at 3:14 still has an enormous twisting couple, so it is still not balanced. Place another two units on top of them, in a square arrangement with diagonally opposite units in phase, and you finally have a balanced engine... but that's eight working cylinders!
So, they have two decades experience designing these engines that no one sells? A good application for engines that are 60% smaller and 25% lighter is the small generators people use for power outages. There's nothing like a product on the market that people actually use to hilight the success of your design.
Newcastle uni has been experimenting with this tech as an electric vehicle range extender since the mid noughties. Problem is the lateral movement of a vehicle when cornering knocks the cylinder arrangement off balance.
This is great but you need a second one to offset the shaking. Hurry up and make a vehicle powered by this engine, it doesn't mean Sh*t until people can see it on the road and in person publicly! Get on it!
I think the biggest challenge with this engine is the control of the stroke length. If this can be mastered, it has potential. I think the electrical part can be used to start the engine.
I am a mechanical engineer. Last week, I was thinking about why we still convert the power obtained from internal combustion engines into rotational motion using primitive and inefficient crank systems, and then transmit this to the wheels through primitive mechanical systems with significant losses. Then, I discovered a system that does exactly this. It seems I was too late; apparently, I wasn't the first to think of it.😅 It's hard to understand why this system hasn't been implemented yet. Nissan Qashqai has come close to this system, but they still use a conventional engine to power a generator and feed a small battery group.
Especially since it's over a 90 year old concept. "The first free piston generator was patented in 1934", (there's almost no such thing as a new idea). And there is an Israeli company AQUARIUS ENGINES that's actually producing them. Which goes to show it tends to be very costly and complex to overcome existing technology. Plus new technology tends to have reliability issues, initially. I've been a fan of this concept for decades, but it's difficult to know if and or when it will become a commercial widespread success?
I don't think this engine is autoworker Union compatible. If Musk was going to make a hybrid vehicle, this device would definitely fit in his design philosophy.
What’s the hydrogen volume to electricity kWh produced? With adding intercooler with thermoelectric you could generate more power from exhaust while cooling intake air producing even more power. Instead of waste heat.
Great. Get the funds, troubleshoot the design, and start the production&selling. That has to be among the people ASAP. Optimaly for electric cars instead of batery, a tank of hydrogen, or methanol.
Hopefully we'll see a variation of this engine soon. I think it's very likely to work at high efficiency. To achieve high compression ratios, the linear electric motor will draw a lot of current at first. For this reason, it needs to be supported by lithium-ion batteries.
There is no important event that draws attention. your work is a kind of renewal to escape the bitterness of routine or to evade fools and ignorant people.
@@sherifnabil50 If you move a magnet perpendicular to a wire or coil of wire, it will make electricity. It doesn't matter whether it's spinning or oscillating. Their configuration is called a solenoid. Magnets are attached to the piston, and move through the center of the coils. The coils will output electricity similar to a sinusoid because the magnets are constantly slowing and speeding up. You can convert that to a whatever frequency or voltage you need with custom power electronics.
One thing rarely mentioned is that it can also emulate different engine designs and create far more power/weight than equivalent engines because they can run at far higher MPM (Motion Per Minute equivalent to RPM I had to make up because that's another term they leave out) because that single moving part can survive far higher G forces than normal engines limited by crankshafts etc, nevermind the huge space/weight/complexity savings of leaving all that out. Cynicism makes me think that this awesome old idea going back to the 50s, hell, I came up with it myself 20 years ago, like the gas turbine generator, is only now even being prototyped because it would have majorly impacted sales of conventional engines and non-hybrid cars while massively boosting hybrids, and led to lower fuel consumption; that last one actually being confirmed by recent reporting on the Koch money spent on right-wing anti-lockdown propaganda used to prevent them to drive oil prices back up after said effective measures caused a major price drop in oil, at the expense of us all.
You don't need to invent a new term. You're discussing the operating frequency, in cycles per unit time like any other frequency. This can be per minute or per second or any other time unit, but per second makes the most sense -that's "hertz", the base frequency unit of the SI system. For an example, the Karno linear engine designed by GE and now being developed and promoted by Hyliion runs at 20 hertz (20 Hz, 20 cycles per second).
@@brianb-p6586 do you know where generic requirements for these generators are discussed? for example reactive vs active energy which would suggest a mechanical vs electromagnetic interaction of the two pistons? An a priori discussion of the principles rather than actual design
I note that many designs, including this are poorly balanced against vibration. The best balanced designs use a central combustion chamber and pairs of coaxial double pistons operating in opposition in the same 2 stroke cylinder. I understand the biggest problem with this concept is synchronising the pistons. Early designs used con-rods with a rocking coupler. In think I have a solution which uses hydraulic coupling.
You can balance this system easily by using four of these twin cylinders parallel to each other. The outer two must be connected so that they move together and the internal ones must be bonded together too. Now as the outer ones move to the left, the internal ones move to the right and you have a perfectly balanced flat 8 engine.
@@ΓιώργοςΤσακίρογλου-ι2η Yes, but that throws away the concept of simplicity and size. I have devised a way of synchronising the opposed pistons using a hydraulic coupling, which also circulates the lubrication oil, so that 2-stroke mix is not needed.
@@DavidSmith-vb6wv Well, your idea sounds like it should work just fine. One clarification though, does your idea preserve the design where the two cylinders are connected together? What I mean is that you have two of these twin cylinders co-axial and when the one pair moves to the right, the other one moves to the opposite direction so that the system is balanced.
@@ΓιώργοςΤσακίρογλου-ι2η The basis of my design is Libertine's opposed piston design. Here is a uTube of an opposed piston 3 cylinder 6 piston design. Vide: ua-cam.com/video/UF5j1DvC954/v-deo.html Whereas Libertine uses closed bounce cylinders, and linear electric motor/generators to start a synchronise the pistons, I use, in my idea, ported bounce cylinders, where the 1st 50% of the stroke, the bounce cylinder is ported to either the purge ports, or controlled by reed valves, to the air intake. Past 50%, the port is closed, and the air remaining in the bounce cylinder is used as an air bounce spring. This accounts for one pair of the following 7 cylinder/piston sets. There are actually 7 cylinders in the design, shared by 8 pistons. The power pistons share the odd cylinder, and the bounce cylinders are used by the bounce pistons, which are about 3 x the diameter of the power pistons, That leaves 4 piston cylinder sets. One pair of sets is 5 units diameter, giving a cylinder area of 25 square units. This cylinder pair engages with a fitting piston pair, which each pass though the Bounce cylinder head centre. Then there is a pair of annular piston and cylinder sets, the inner diameter being 12 units, and the outer, 13, giving an area each of 169 - 144 = 25 square units. This piston i formed by a step in the diameter of the power pistons, which then are 12 units diameter, and this of course engages with a step in the bore of the power cylinder liner, so that on the power stroke, the 5 unit piston has the 5 unit diameter cylinder driven onto it, and that is connected to the annular piston/cylinder set in the opposite piston unit. thus the two pistons are synchronised by hydraulic lubricating fluid. The details of the design are complex, but the principle is simple. If a small, but controlled leak is permitted between the two hydraulic loops, the resulting imbalance of the bounce pressure will equalise the volumes in each loop, so that be balance of the piston motion is self adjusting. Controlled leakage of the hydraulic oil will lubricate all the cylinders without the need for 2-stroke mix.
This concept, though interesting on paper, has been doing its rounds for more than 6 years without maturing to production. ua-cam.com/video/u4b0_6byuFU/v-deo.html I don't know if the developers are pattern peddling or if there are limitations in the technology. Afterall, why are traditional generators still designed around the flywheel?
The problem is not the technology. The technology is good. If adopted, free piston linear generators like shown in this video really would increase fuel efficiency, especially in portable electric generators, by a meaningful and net beneficial amount. The problem is not technological. The problem is a lack of motivation and interest by the corporations that manufacture internal combustion engine products, most importantly, the established automakers and the portable generator manufacturers. The output of free piston linear generator engine designs is electricity, rather than mechanical motion. If you start from a non-hybrid gasoline engine automobile, swapping out the gas engine with a free piston linear generator engine like shown in this video, means that you would also need to add a large electric motor, a large amount of power electronics, and a small battery or capacitor bank, in order to achieve mechanical propulsion at the wheels. Adding the electric motor, power electronics, and the battery bank makes the vehicle's initial purchase price substantially more expensive, compared to the basic unmodified conventional gasoline engine design. Additionally, developing such a powertrain requires substantial additional research and development expenses, which legacy automakers do not like doing. The primary benefit to implementing a free piston linear generator, is to increase fuel efficiency, but automakers do not pay their customer's annual fuel bills. Consequently, the automaker is not incentivized to make more fuel efficient designs, unless they are being forced to do so by market forces and/or government regulations. If a pioneering automaker decided to build a more fuel efficient car, and it sold really well, this would create market forces indicating that people like more fuel efficient vehicles, and are willing to pay more for them. However, most people in US society currently do not appear to care very much about fuel efficiency, and it does not appear to be their primary deciding factor, when picking a model of vehicle to purchase. Consequently, there are little in the way of market forces that encourage investing research and development money in making more fuel efficient vehicles, especially when the changes are quite substantially different (and relatively expensive), like in the case of designing and deploying a free piston linear generator engine with associated electric powertrain. The free piston linear generator concept is however solid, and it really does enable engine designs that can produce meaningfully higher fuel efficiency. The thermodynamic efficiency of an internal combustion engine is strongly related to the expansion ratio during the combustion stroke. Conventional crankshaft based internal combustion engines are restricted by the crankshaft, both in the expansion ratio that is readily implemented, and in applying down force on the crankshaft at the wrong time during the combustion cycle. To achieve highest thermodynamic efficiency, one would want to burn all of the fuel instantaneously at "top dead center", and then allow the hot combustion gases to expand a very large amount, until the gas pressure inside the cylinder is no longer higher than the surrounding atmospheric pressure. This is however not realizable with conventional internal combustion engine designs with a crankshaft, as burning all the fuel at top dead center would create an excessively strong downforce on the crankshaft that would squish the oil out between the bearing surfaces and produce engine knock (with associated bearing damage), rather than a smooth conversion of combustion chamber pressure into mechanical rotational energy. To avoid this problem, conventional internal combustion engines are instead designed to burn the fuel somewhat later and slower, at lower peak temperatures, which lowers the theoretical "Carnot" efficiency of the engine (which favors high peak combustion temperatures and substantially low exhaust temperatures, associated with high expansion ratios following combustion). Free piston linear generators are different, in that they do not have a crankshaft and bearings to worry about. One can make designs with much higher expansion ratios and much high peak combustion chamber temperatures. This directly improves the "Carnot" efficiency of the engine. However, the output of the free piston linear generator is electricity, which is a disadvantage if interested in simply replacing a gasoline automobile engine with a drop in engine of higher efficiency. However, the electricity output is actually quite advantageous, if you are trying to augment an electric vehicle, with a range extending engine, or, if you are making a portable or stationary electric generator. Currently available portable generators are notoriously inefficient, and are far below the potential efficiency achievable and what is commonly implemented by commercial electric utilities operating thermal power plants. However, free piston linear generators have the potential of being highly scalable, whereby they can offer an individual at their own residence, with a generator with similar thermodynamic efficiency as what commercial electric utility operators can achieve. If you wanted to live "off grid", where your residence is primarily powered by solar panels, but is backed up with a fuel based combustion generator for use on foul weather days, then a free piston linear generator has the potential to be an excellent choice. Unfortunately, no portable generator manufacturers currently care, in part because there are no standards for even comparing portable generator fuel efficiency between models. Consequently, consumers are almost totally in the dark as to the efficiency of the available generator models, which makes it impossible to preferentially select a model with high fuel efficiency. To fix this, consumers must have access to uniform generator efficiency data, like as what is supplied for automobiles, in the form of "Monroney fuel efficiency labels" for vehicles sold in the US.
@@Fritz_Schlunder thanks for sharing your vast knowledge. Free piston linear generators are probably 2 stroke. Ceramic coated piston rings would be required to keep oil premix at a bare minimum and help with emissions. Fixed RPM will minimise the short circuit release of un-burnt fuel air mix. It's construction without a flywheel, crankshaft or valve-train means it is inexpensive. Then why on earth are generator manufacturers staying away? I understand using free piston linear generators in a car involves considerable electrical components but should be viable for generators? I'm from India. We have a generator manufacturer called Kirloskar. Wonderful organisation. They actually partner with Toyota here ( only for automobiles) . But even they don't have a free piston linear generator. Only flywheel based ones. There have been diesel free piston linear generators in the past. I think Rolls Royce made them once. Even series hybrid cars like the Nissan note don't use free piston linear generator. They employ the conventional ICE. I don't know if it avoids a flywheel though.
@@Fritz_SchlunderThank you Fritz for that very comprehensive explanation of the principles and problems/challenges involved with this motor design; LOL, I think I understood most of it...... It seems to me that this motor, being a direct generator of electric power, should be well placed to power small, private, ICE-electric, commuter or emergency VTOL aircraft.
Well, it's been 2 years. Where is it now? I have seen dozens of the "latest and greatest best tech in the world" inventions never see fruition. Seems like gimicks to increase stock value. This video was the last we seen of those tech sadly.
It’ll be here right after the blue sky and unicorns start producing cheap, clean, zero emission fairy dust as an alternative to what the world was built on, Fossil Fuels!
Wow, great engine, great DURHAM ENERGY UNIVERSITY, I am going to contact you..... Tq
Electric vehicles were first used when? Over a hundred years ago... And they are just now becoming a practical alternative vs some ICEVs..
By the way the free piston generator concept was developed in 1934, so 2 years is nothing...
Check out AQUARIUS ENGINES, They have at least started to commercialize Free Piston Electric Power Generator Technology.... After the concept was developed over 90 years ago...
It takes decades to develop most Technologies.... Most love the hype and then love to call it a gimmick when it doesn't come to fruition in 10 seconds... Thanks for exemplifying that shortsightedness....
Electric vehicles were first used when? Over a hundred years ago... And they are just now becoming a practical alternative vs some ICEVs..
By the way the free piston generator concept was developed in 1934, so 2 years is nothing...
Check out AQUARIUS ENGINES, They have at least started to commercialize Free Piston Electric Power Generator Technology.... After the concept was developed over 90 years ago...
It takes decades to develop most Technologies.... Most love the hype and then love to call it a gimmick when it doesn't come to fruition in 10 seconds...
Electric vehicles were first used when? Over a hundred years ago... And they are just now becoming a practical alternative vs some ICEVs..
By the way the free piston generator concept was developed in 1934, so 2 years is nothing...
Check out AQUARIUS ENGINES, They have at least started to commercialize Free Piston Electric Power Generator Technology.... After the concept was developed over 90 years ago...
Cool idea, however, it looks like from the animation that the engine is a 2-stroke. 2-strokes have been plagued with poor emissions in the past. This is an entirely new engine design, however, so I’m not ruling the out the possibility of an engineering solution to solve this problem. I was surprised that in the animation they were using 4-stroke valve setup for their 2-stroke engine.
Freevalve could solve the problem
ua-cam.com/video/orgtRCLOTFM/v-deo.html
Etec 2stroke engines has less emissions on cold startup than 4stroke. They barely burn any oil compared with other 2 stroke engines. The exhaust cleaning system is the biggest factor. Outboard boat engines, and snowmobiles don't have much space for a large exhaust cleaning system.
🔴 What Is Islam? ⚠️
🔴 Islam is not just another religion.
🔵 It is the same message preached by Moses, Jesus and Abraham.
🔴 Islam literally means ‘submission to God’ and it teaches us to have a direct relationship with God.
🔵 It reminds us that since God created us, no one should be worshipped except God alone.
🔴 It also teaches that God is nothing like a human being or like anything that we can imagine.
🌍 The concept of God is summarized in the Quran as:
📖 { “Say, He is God, the One. God, the Absolute. He does not give birth, nor was He born, and there is nothing like Him.”} (Quran 112:1-4)[4] 📚
🔴 Becoming a Muslim is not turning your back to Jesus.
🔵 Rather it’s going back to the original teachings of Jesus and obeying him.
pagan ideology made by someone who wanted to justify his own evil behavior. Mohammed was never a good man. No prophet of God is this evil. The people who got burned as witches in the middle ages was far less satanic than Mohammed.
This engine is know as a “Comma knocker”, from a 1950’s Comma delivery van. They are not used to day because they engine shook itself to pieces. That is why we will never see this totally flawed engine in production. It beggars belief how these universities can get research dollars for such ridiculous research.
I rather like the idea of a common combustion chamber with pistons moving symmetrically. I expect this design has quite a bit of vibration to deal with.
That's it's main draw back but with the right kind of mounting like some elastic mounting idk I'm no engineer but that's what I heard is the main problem is the vibration. But it doesn't need any linkage to a generator. It is the generator
Place a pair side by side running in anti-phase as they shown in the presentation.. then there's little difference to the magnitude of the issue in a conventional engine.
Know what would be very cool? If it had a modified turbocharger connected to a micro turbocharged heat pump and eletric motor. In eletric mode the heat pump would be powered by the battery to provide active heat exchange between components, in hybrid however it would be powered by the engine exhaust, taking the load of the battery as well as providing extra power regen and improving efficiency and emissions.
ua-cam.com/video/orgtRCLOTFM/v-deo.html
I have a better idea.
@@Salador1777 Well, let's hear it then!
muito interessante o desenvolvimento deste motor para a geraçao energetica.
I prefer the two pistons facing each other design, where combustion takes place between the pistons driving them outwards. Single combustion point, simpler design and less vibration.
Check out Achates Power
ua-cam.com/video/orgtRCLOTFM/v-deo.html
What brings the pistons back into the centre point in that configuration?
@@firstnamelastname-oy7es There are two method's I'm aware of. One is mechanical springs and the other uses air shocks
ua-cam.com/video/_pBPw33ceoQ/v-deo.html
@@firstnamelastname-oy7es explosion and expansion
I'll be happy for you to provide us with more videos like this. This technology is great and interesting and I enjoy it.
Hallo, ich sehe da große potenzial in Wohnmobile die mann im Altag als Elektro Altagsauto mit 60km reichweite nutzen könnte und die 2 mal in Jahr Urlaub (Spanien/Italien) mit dem Rangeextender fahren könnte um dort wieder elektrisch zu fahren.
Auch 4x4 Expeditonfahrzeuge für die Weltreise sehe ich grosses potential mit stärken Allrad Nabenmotoren und einem kleinem Rangeextender, allerdings finde ich Diesel oder Biodiesel als bessere Treibstoff. So eine VW LT 4x4 aus Jahren 1975-1995 als Elektroauto mit Rangeextender würde perfekte Weltreisefahrzeug.
Ich sehe nicht als ökonomisch 400kWh Akku mit 2000kg in Fahrzeugen einzubauen um 1000km zu fahren.
Mit wie viel Lieter Kraftstoff lasst sich mit euer Technik 1kWh strom produzieren?
The two-unit (four cylinder) configuration at 3:14 still has an enormous twisting couple, so it is still not balanced. Place another two units on top of them, in a square arrangement with diagonally opposite units in phase, and you finally have a balanced engine... but that's eight working cylinders!
So, they have two decades experience designing these engines that no one sells? A good application for engines that are 60% smaller and 25% lighter is the small generators people use for power outages. There's nothing like a product on the market that people actually use to hilight the success of your design.
I know the patent term has long since expired, however it would be polite to acknowledge the prior art. Tesla patented this in 1893.
Newcastle uni has been experimenting with this tech as an electric vehicle range extender since the mid noughties. Problem is the lateral movement of a vehicle when cornering knocks the cylinder arrangement off balance.
This looks like the fuel agnostic Karno generator from Hyliion
Sceptical engineer, how is it lubricated? Looks like a dirty total loss system to me.
This is great but you need a second one to offset the shaking. Hurry up and make a vehicle powered by this engine, it doesn't mean Sh*t until people can see it on the road and in person publicly! Get on it!
Exhausts looks like Subaru…..
For layout, 2 cylinders could be positioned tandem end-to-end, and be placed in the central tunnel of a vehicle.
That's a good point, but those 2 cylinders should not be made as a single part. The automobile bends and twists, so that may break part that long.
I think the biggest challenge with this engine is the control of the stroke length. If this can be mastered, it has potential. I think the electrical part can be used to start the engine.
ua-cam.com/video/orgtRCLOTFM/v-deo.html
I am a mechanical engineer. Last week, I was thinking about why we still convert the power obtained from internal combustion engines into rotational motion using primitive and inefficient crank systems, and then transmit this to the wheels through primitive mechanical systems with significant losses. Then, I discovered a system that does exactly this. It seems I was too late; apparently, I wasn't the first to think of it.😅
It's hard to understand why this system hasn't been implemented yet. Nissan Qashqai has come close to this system, but they still use a conventional engine to power a generator and feed a small battery group.
Especially since it's over a 90 year old concept. "The first free piston generator was patented in 1934", (there's almost no such thing as a new idea). And there is an Israeli company AQUARIUS ENGINES that's actually producing them.
Which goes to show it tends to be very costly and complex to overcome existing technology. Plus new technology tends to have reliability issues, initially.
I've been a fan of this concept for decades, but it's difficult to know if and or when it will become a commercial widespread success?
I'm no engineer but have had the same thoughts my entire life.
Interestingly that resembles a lot the dynamic of Tesla's reciprocating electric generator: ua-cam.com/video/0W-EUVhqv98/v-deo.html
Like a shaker weight.
This thing will shake like nothing.
how about vibrition
yo battery is here found
ANOTHER ONE!?
its a shake weight
Is the heat produced in the combustion would reach the permanent magnet and demagnetised?
ua-cam.com/video/orgtRCLOTFM/v-deo.html
Если впрыскивать воду на 6 такте , вместо топлива то нет магнит не перегреешь
Talk about moving backwards. This will never compete with today's battery powered regenerating vehicles.
I don't think this engine is autoworker Union compatible.
If Musk was going to make a hybrid vehicle, this device would definitely fit in his design philosophy.
Who else is here because if Hyliion’s Karno generator?
That (Karno) is the most recent highly promoted linear engine, although it is very different from this internal combustion engine.
Isn't this the Israeli Company Aquarius Engine Co Design? They claim to have numerous patents on this technology... Just sayin' 🤨
연소실 폭발열이 피스톤 샤프터를 통해 자석까지 전달됩니다.
자석은 열에 아주 취악합니다.
자석은 냉각할 수있는 기술이 없으면 안됩니다.
What does the word "free" mean in your title? Free movement?
"Free piston" means that the piston is not constrained by a mechanism such as a connecting rod and crankshaft. It is standard terminology.
What’s the hydrogen volume to electricity kWh produced? With adding intercooler with thermoelectric you could generate more power from exhaust while cooling intake air producing even more power. Instead of waste heat.
Great. Get the funds, troubleshoot the design, and start the production&selling. That has to be among the people ASAP. Optimaly for electric cars instead of batery, a tank of hydrogen, or methanol.
What about two strong magnets at each end with a magnetic shield that rotates at the ends during each push.just thinking out loud
Hopefully we'll see a variation of this engine soon. I think it's very likely to work at high efficiency. To achieve high compression ratios, the linear electric motor will draw a lot of current at first. For this reason, it needs to be supported by lithium-ion batteries.
Hyliion / Karno generator
@@stevetk8174 Inventions like this need to be made. I guess it's not a very well known company right now. Thanks.
could we just buy the generator and not the whole engine?
There is no important event that draws attention. your work is a kind of renewal to escape the bitterness of routine or to evade fools and ignorant people.
Can this be converted to a refrigeration system.. DC or AC?
Where/how does it connect to a transmission/generator?
it doesnot , it makes electricity that then powers a motor or charges a battery pack .
It's in the middle. The generator doesn't need to rotate. It's like one of those shake flashlights.
@@joshmnky how does this horizontal movement convert to electricity?
@@sherifnabil50 If you move a magnet perpendicular to a wire or coil of wire, it will make electricity. It doesn't matter whether it's spinning or oscillating.
Their configuration is called a solenoid. Magnets are attached to the piston, and move through the center of the coils.
The coils will output electricity similar to a sinusoid because the magnets are constantly slowing and speeding up. You can convert that to a whatever frequency or voltage you need with custom power electronics.
@@joshmnky WOW... that's incredible!
This makes electric vehicles practical. Bravo!
An electric vehicle powered fossil fuel generated electricity.
No, it makes them hybrid vehicles.
One thing rarely mentioned is that it can also emulate different engine designs and create far more power/weight than equivalent engines because they can run at far higher MPM (Motion Per Minute equivalent to RPM I had to make up because that's another term they leave out) because that single moving part can survive far higher G forces than normal engines limited by crankshafts etc, nevermind the huge space/weight/complexity savings of leaving all that out. Cynicism makes me think that this awesome old idea going back to the 50s, hell, I came up with it myself 20 years ago, like the gas turbine generator, is only now even being prototyped because it would have majorly impacted sales of conventional engines and non-hybrid cars while massively boosting hybrids, and led to lower fuel consumption; that last one actually being confirmed by recent reporting on the Koch money spent on right-wing anti-lockdown propaganda used to prevent them to drive oil prices back up after said effective measures caused a major price drop in oil, at the expense of us all.
You don't need to invent a new term. You're discussing the operating frequency, in cycles per unit time like any other frequency. This can be per minute or per second or any other time unit, but per second makes the most sense -that's "hertz", the base frequency unit of the SI system. For an example, the Karno linear engine designed by GE and now being developed and promoted by Hyliion runs at 20 hertz (20 Hz, 20 cycles per second).
why not two in phase pistons to eliminate vibrations? the phasing provided by the two electrical generators.
That's a commonly proposed design.
@@brianb-p6586 do you know where generic requirements for these generators are discussed? for example reactive vs active energy which would suggest a mechanical vs electromagnetic interaction of the two pistons? An a priori discussion of the principles rather than actual design
I note that many designs, including this are poorly balanced against vibration. The best balanced designs use a central combustion chamber and pairs of coaxial double pistons operating in opposition in the same 2 stroke cylinder. I understand the biggest problem with this concept is synchronising the pistons. Early designs used con-rods with a rocking coupler. In think I have a solution which uses hydraulic coupling.
You can balance this system easily by using four of these twin cylinders parallel to each other. The outer two must be connected so that they move together and the internal ones must be bonded together too. Now as the outer ones move to the left, the internal ones move to the right and you have a perfectly balanced flat 8 engine.
@@ΓιώργοςΤσακίρογλου-ι2η Yes, but that throws away the concept of simplicity and size. I have devised a way of synchronising the opposed pistons using a hydraulic coupling, which also circulates the lubrication oil, so that 2-stroke mix is not needed.
@@DavidSmith-vb6wv Well, your idea sounds like it should work just fine. One clarification though, does your idea preserve the design where the two cylinders are connected together? What I mean is that you have two of these twin cylinders co-axial and when the one pair moves to the right, the other one moves to the opposite direction so that the system is balanced.
@@ΓιώργοςΤσακίρογλου-ι2η The basis of my design is Libertine's opposed piston design. Here is a uTube of an opposed piston 3 cylinder 6 piston design. Vide: ua-cam.com/video/UF5j1DvC954/v-deo.html
Whereas Libertine uses closed bounce cylinders, and linear electric motor/generators to start a synchronise the pistons, I use, in my idea, ported bounce cylinders, where the 1st 50% of the stroke, the bounce cylinder is ported to either the purge ports, or controlled by reed valves, to the air intake. Past 50%, the port is closed, and the air remaining in the bounce cylinder is used as an air bounce spring. This accounts for one pair of the following 7 cylinder/piston sets.
There are actually 7 cylinders in the design, shared by 8 pistons. The power pistons share the odd cylinder, and the bounce cylinders are used by the bounce pistons, which are about 3 x the diameter of the power pistons, That leaves 4 piston cylinder sets. One pair of sets is 5 units diameter, giving a cylinder area of 25 square units. This cylinder pair engages with a fitting piston pair, which each pass though the Bounce cylinder head centre.
Then there is a pair of annular piston and cylinder sets, the inner diameter being 12 units, and the outer, 13, giving an area each of 169 - 144 = 25 square units. This piston i formed by a step in the diameter of the power pistons, which then are 12 units diameter, and this of course engages with a step in the bore of the power cylinder liner, so that on the power stroke, the 5 unit piston has the 5 unit diameter cylinder driven onto it, and that is connected to the annular piston/cylinder set in the opposite piston unit. thus the two pistons are synchronised by hydraulic lubricating fluid.
The details of the design are complex, but the principle is simple. If a small, but controlled leak is permitted between the two hydraulic loops, the resulting imbalance of the bounce pressure will equalise the volumes in each loop, so that be balance of the piston motion is self adjusting. Controlled leakage of the hydraulic oil will lubricate all the cylinders without the need for 2-stroke mix.
If you are driving linear electric machines (generators) you don't need hydraulics to synchronize the opposed pistons.
This concept, though interesting on paper, has been doing its rounds for more than 6 years without maturing to production.
ua-cam.com/video/u4b0_6byuFU/v-deo.html
I don't know if the developers are pattern peddling or if there are limitations in the technology. Afterall, why are traditional generators still designed around the flywheel?
The problem is not the technology. The technology is good. If adopted, free piston linear generators like shown in this video really would increase fuel efficiency, especially in portable electric generators, by a meaningful and net beneficial amount.
The problem is not technological. The problem is a lack of motivation and interest by the corporations that manufacture internal combustion engine products, most importantly, the established automakers and the portable generator manufacturers. The output of free piston linear generator engine designs is electricity, rather than mechanical motion. If you start from a non-hybrid gasoline engine automobile, swapping out the gas engine with a free piston linear generator engine like shown in this video, means that you would also need to add a large electric motor, a large amount of power electronics, and a small battery or capacitor bank, in order to achieve mechanical propulsion at the wheels. Adding the electric motor, power electronics, and the battery bank makes the vehicle's initial purchase price substantially more expensive, compared to the basic unmodified conventional gasoline engine design. Additionally, developing such a powertrain requires substantial additional research and development expenses, which legacy automakers do not like doing.
The primary benefit to implementing a free piston linear generator, is to increase fuel efficiency, but automakers do not pay their customer's annual fuel bills. Consequently, the automaker is not incentivized to make more fuel efficient designs, unless they are being forced to do so by market forces and/or government regulations. If a pioneering automaker decided to build a more fuel efficient car, and it sold really well, this would create market forces indicating that people like more fuel efficient vehicles, and are willing to pay more for them.
However, most people in US society currently do not appear to care very much about fuel efficiency, and it does not appear to be their primary deciding factor, when picking a model of vehicle to purchase. Consequently, there are little in the way of market forces that encourage investing research and development money in making more fuel efficient vehicles, especially when the changes are quite substantially different (and relatively expensive), like in the case of designing and deploying a free piston linear generator engine with associated electric powertrain.
The free piston linear generator concept is however solid, and it really does enable engine designs that can produce meaningfully higher fuel efficiency. The thermodynamic efficiency of an internal combustion engine is strongly related to the expansion ratio during the combustion stroke. Conventional crankshaft based internal combustion engines are restricted by the crankshaft, both in the expansion ratio that is readily implemented, and in applying down force on the crankshaft at the wrong time during the combustion cycle.
To achieve highest thermodynamic efficiency, one would want to burn all of the fuel instantaneously at "top dead center", and then allow the hot combustion gases to expand a very large amount, until the gas pressure inside the cylinder is no longer higher than the surrounding atmospheric pressure. This is however not realizable with conventional internal combustion engine designs with a crankshaft, as burning all the fuel at top dead center would create an excessively strong downforce on the crankshaft that would squish the oil out between the bearing surfaces and produce engine knock (with associated bearing damage), rather than a smooth conversion of combustion chamber pressure into mechanical rotational energy. To avoid this problem, conventional internal combustion engines are instead designed to burn the fuel somewhat later and slower, at lower peak temperatures, which lowers the theoretical "Carnot" efficiency of the engine (which favors high peak combustion temperatures and substantially low exhaust temperatures, associated with high expansion ratios following combustion).
Free piston linear generators are different, in that they do not have a crankshaft and bearings to worry about. One can make designs with much higher expansion ratios and much high peak combustion chamber temperatures. This directly improves the "Carnot" efficiency of the engine.
However, the output of the free piston linear generator is electricity, which is a disadvantage if interested in simply replacing a gasoline automobile engine with a drop in engine of higher efficiency. However, the electricity output is actually quite advantageous, if you are trying to augment an electric vehicle, with a range extending engine, or, if you are making a portable or stationary electric generator.
Currently available portable generators are notoriously inefficient, and are far below the potential efficiency achievable and what is commonly implemented by commercial electric utilities operating thermal power plants. However, free piston linear generators have the potential of being highly scalable, whereby they can offer an individual at their own residence, with a generator with similar thermodynamic efficiency as what commercial electric utility operators can achieve. If you wanted to live "off grid", where your residence is primarily powered by solar panels, but is backed up with a fuel based combustion generator for use on foul weather days, then a free piston linear generator has the potential to be an excellent choice. Unfortunately, no portable generator manufacturers currently care, in part because there are no standards for even comparing portable generator fuel efficiency between models. Consequently, consumers are almost totally in the dark as to the efficiency of the available generator models, which makes it impossible to preferentially select a model with high fuel efficiency.
To fix this, consumers must have access to uniform generator efficiency data, like as what is supplied for automobiles, in the form of "Monroney fuel efficiency labels" for vehicles sold in the US.
@@Fritz_Schlunder thanks for sharing your vast knowledge. Free piston linear generators are probably 2 stroke. Ceramic coated piston rings would be required to keep oil premix at a bare minimum and help with emissions. Fixed RPM will minimise the short circuit release of un-burnt fuel air mix. It's construction without a flywheel, crankshaft or valve-train means it is inexpensive.
Then why on earth are generator manufacturers staying away? I understand using free piston linear generators in a car involves considerable electrical components but should be viable for generators? I'm from India. We have a generator manufacturer called Kirloskar. Wonderful organisation. They actually partner with Toyota here ( only for automobiles) . But even they don't have a free piston linear generator. Only flywheel based ones. There have been diesel free piston linear generators in the past. I think Rolls Royce made them once.
Even series hybrid cars like the Nissan note don't use free piston linear generator. They employ the conventional ICE. I don't know if it avoids a flywheel though.
@@Fritz_SchlunderThank you Fritz for that very comprehensive explanation of the principles and problems/challenges involved with this motor design; LOL, I think I understood most of it......
It seems to me that this motor, being a direct generator of electric power, should be well placed to power small, private, ICE-electric, commuter or emergency VTOL aircraft.
Six years is nothing for an engine design. This design is actually much older than that, and many people and companies have tried it.
So what powers it? An air compressor?
looks like one misfire from multi cylinder one would shake itself to bits.
This would be much better using compressed air as the fuel......................................
Compressed air is not fuel.
This model is very inefficient because it loose energy in the form of friction and unheaven heat
no round go round is best
I seen heli coil actuators.