Rotating Cylinder Engine - Opposed piston, diesel fuel, 2 stroke.
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- Опубликовано: 5 сен 2024
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the engine's site :
efraimcohenengi...
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~ New Revolutionary Engine 2014,
Rotating Cylinder Engine (patent pending Application No. 225111 (Israel)) invented by Efraim Cohen
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2d Blueprints Of The Rotating Cylinder Engine : • (Blueprints) Rotating ...
A magnificent principle and idea. There are other similar engines that use cam followers to decrease the diameter of the outer housing. What I like about this engine is that you can insert a profile sleeve into the elliptical housing that can alter the cycle to improve efficiency. Similar to the profile of the Russel Engine. I love the idea of eliminating the geometrical imperfect crank shaft. Your design is an opposed piston two stroke engine. You can improve gas flow by profiling the piston heads as well.
Congratulations! I wish you all the best and success with your engine.
Pieter van Niekerk+ Thank you very much, we're glad you liked the idea.
Would it be possible to make a flat lapped disk or ring to follow the path of the intake and exhaust to better seal them during the in between phase so that no leakage of fuel occurs into the casing?
Also, would a relatively large flywheel be needed to keep the momentum to reach compression?
Very clear thinking, thank you.
Mere pass bhi ek behtarin engin ka dissin hai sir .simpal 2 cyllender engin but rpm eqvailent to jet engin .it not fake its my idea .please help. india .bihar .
How clever! A small engine that takes the space of a much larger engine!
It doesn't use crank shaft and it's opposed piston so in theory its torque in this capacity class should be insanely huge and it doesn't burn oil like rotary engine.
On the minus side it's a 2 stroke engine so it may have bad emissions. But redesigning it for 4 strokes shouldn't be too much of a problem.
@@ripLunarBirdCLH If it don't burn oil the the emissions should not nearly be as bad like a conventional 2 Cycle Engine. However Diesel fuel can produce a lot of emissions, but it could be used with gas as far as I can see.
@@tulowscustoms "it could be used with gas as far as I can see."
I would imagine it a near impossible task to add a spark plug to this system....so, I don't see it being able to use gas.
@@TheWingnut58 well, when the cylinder is vertical is when it needs to fire, you could still use a glow plug with gas, the timing on this engine could be spot on, it really depends on placement
@@tulowscustoms "when the cylinder is vertical is when it needs to fire"
Cylinder position has nothing to do with it, it needs to fire at max compression with whichever fuel is used...
"you could still use a glow plug with gas"
No. a glow plug will not work with gas....a glow plug would ignite gas as soon as it enters the cylinder during intake before compression is reached...
And how is that you plan on wiring in a glow or spark plug to an internal rotating cylinder?
I'm betting that diesel was chosen as the fuel for this very reason, less complication since diesel is a compression fuel that doesn't require an ignition system...
The music is the actual sound of the motor running.
I’m glad he patented it, wouldn’t want someone to steal his idea.
No worries there, I'm sure. This is not the first of its kind, nor the last.
The Rotorfugal!
I read about it in Moto73 somewhere in 1975-76 and made a lecture about it for my English lessons. Got 10/10 and a very interested teacher and admiration from my classmates.
Doesn't address the major problems that other similar concepts all suffer from. Sealing the inlet and exhaust ports as effectively as a poppet valve will be virtually impossible, so the crankcase will be full of exhaust fumes and unburned fuel that leaks out.
Inlet and exhaust timing is compromised by the rotary port system, you can't control the opening and closing of the port to maximise duration as you can with a camshaft and poppet valve. Variable timing for emmisions/power control would be difficult at best.
Cooling is obviously going to be a problem, and having the cylinder spinning around inside the engine is going to create significant windage losses. How are the guide wheels lubricated?
There are good reasons that conventional four stroke engines have used the same basic design for the last ~150 years, and it's not because no one has tried to improve it.
SkyWizardless I agree with your critique, one thing I would add is oil control. The short pistons must be switched to much longer “trunk” style with an oil ring at the outer end that never crosses the ports. But let’s not get discouraged. Try turning the concept inside out. Let the case (cam ) spin around the power cylinder and plumbing, power take off via belt, gear or neck case down to a shaft outboard of internationals. Leave cam open on one end and make fuel, spark, intake & exhaust connectors from that side.
The OP 2-stroke is an architecture with great potential. Packaging & output (linear to rotary) motion conversions / consolidation are the architectures’ remaining conceptual challenges. Fairbanks-Morse & Achates have worked out most everything else.
So one crank in this concept, that’s handy. There are other concepts using cams to convert combustion piston motion to rotation which I cringe at. The advantage here is the concave cam surface everywhere but importantly in the peak cylinder pressure area. Instead of line contact and crazy high roller/cam contact pressures the elements have a patch contact several time the surface area. Durability of the interface will skyrocket.
As bad as the music ! Fuck off with your animation Build the stuff Prove it works in the real world not youtube !!!
The first 2-stroke engine was patented in 1881 by Dugald Clerk, the technology has been around just as long. I agree with cooling being an issue, but there have been seals of similar use since the days of steam engines. Poppet valves are very reliable up until a certain RPM is reached, then they float. There isn't a more cost-friendly piston engine than a conventional 2-stroke, ease of manufacture is far superior, and power-to-weight ratios cannot compare with any piston engine.
RUclips inventor with no background in mechanic ! They live in a fantasy world
@@davekauffman8727 There have been production poppet valve engines revving to almost 20,000 RPM and, and plenty of motorcycle engines today will rev to 14,000 RPM or more so it can be done. Such high RPM is needed for high specific powers in normally aspirated engine but if efficiency is the primary goal then high RPM operation would be avoided as losses are high.
Would love to see a prototype running, that's kind of cool
Won’t work, well it’ll be able to keep itself running without a load on it. An idea doesn’t have to be good to get a patent... it just has to be a new idea.
Going to need a veritable speed compressor or way to vent excess air (without fuel) while ports are closed off. The pets are closed far longer than they are open and maintaining fuel from pooling during this period will be another issue. Good luck
Yeah, I don’t understand why people want such useless patents.
@@NvTwist its a diesel, fuel is not mixed with the air on the intake.....
@@skippyguy3 how does the diesel injected into a spinning cylinder? Thru the crank shaft? Figured coolant would flow via crank but 🤷🏼♂️
@@ADITYASHARMAACADEMY appreciate the lick because I enjoy reading technical data but I fail to see how a dead weight accumulator can produce the pressures need for injection/ignition. That mass def wouldn’t be rotating with the reciprocating pistons. I’m interested in learning more and reduce my ignorance.
My only concern is the compression stroke, the shaft wants to go out but it needs to go around, I believe this to be the sticking point. Lateral movement is not easily converted to eliptypcal movement, if this is smoothed out I can see success
Very cool. Make the unit stackable and you can vary power output at will.
Also, please take a look at University of Wisconsin research into gasoline/diesel mixtures.
Too many moving parts and too many pieces that create failure points.
Rube Goldberg would be proud.
What do you think of this design for an Opposed Double Piston Engine? ruclips.net/video/qCE_lZfztZ0/видео.html
What would be better is to have one doubled ended piston in a cylinder with firing at both ends. In the middle of the piston have a rod at 90 degrees out of the piston. Then a rod welded onto the piston rod running in-line with the cylinder but outside of the cylinder. The ends of this rod act against the elliptical casing. This ensures the pistons cannot crash into the ends of the cylinders, returning the piston as a crankshaft does.
Put coils in the piston and around the cylinder then we have a linear generator for hybrids. Piston IC engines will be swamped by EVs and hybrid EVs soon enough.
The elliptical casing is a good idea for sure. What I suggested gives access to the ends of the cylinder outside of the elliptical casing - spark plugs, etc.
What keeps the pistons in contact with the outer walls during the intake stroke when a vac is present? And how long do all the bearings last, for e.g. the rolers for the piston rods? I can see alot that needs to be looked into for making this a reliable small engine. Its a bit too complicated for a small engine to be made practical.
This project has been proposed in 1985 on an italian magazine specialized in motorbikes.
The questions are still the same:
Do we really need to complicate so mutch the mechanic to avoid valves?
And what about cooling system? Will it be efficient?
Si prega di pubblicare un link o qualsiasi informazione su questo articolo. Nome della rivista così posso ricercarlo per me stesso. Mille Grazie!
Ditch the music please! Gives tech guys a head ache! Put a stamping press running in back ground instead! That's music
i hit the M key lol
I was working on this same thing... but you've already got a functioning animation... thumbs up...
I agree with those who mean the idea of the ease of converting the reciprocating movements of opposed pistons through the cams to the outer ellipse compared to a classic crankshaft where the applied force vector of the connecting rod is much easier to influence. Although the discussion is mental. It is worth noting that the vector of action in the ellipse is, of course, not at all a perpendicular angle (not taking into account the point that there are two of them, like the connecting rods, but having passed, the remaining places are no longer at 90 °. Simply put, it will be much easier to influence from outside than inside. Since sliding is the basis. When working, connecting rods tend to expand the areas that are outside and the angle is important.
same.
I foresee a difficult start for this still interesting engine layout, which will disappear when spinning up due to the centrifugal force during rotation, but in turn this same force will increase with increasing rotation and it will affect compression and will interfere with the increase in the entire chain of connections of parts when they are most removed from the center of the axis of rotation.
Thanks for reading.
I will be glad to receive any comments.
its doesn't matter how the design is,..its important to think about lubrication...its the main thing to consider
I built a 4 stroke petrol rotary similar to this 30 years ago, and it ran!
But think about the loads and speed of the 'big end' at high rpm.
I still have it in my workshop
I also have a rotary radial 2 stroke that I built. There's a video of it on RUclips.
ruclips.net/video/8QqAM-QbrzY/видео.html
I really like this design, very simple, however, could there be a loss in efficiency due to the centrifugal force acting on the cylinders pushing against the wall. The compression and exhaust strokes mean the piston is moving inward but there is a strong centrifugal force acting outward, could be a loss in efficiency, I don't know. still a very cool design and would be cool to see a real working model of it.
cooling problems maybe? seems also quite a big engine
it's now 10 YEARS later. Where is the working model of this idea for an engine? The fact there NOT one speaks for itself.
*Engine balance has entered the chat*
to much friction, to many moving parts, cooling strategy looks inefficent.
It will overheat
In addition to my previous comment... I did not see the fuel injectors for atomizing diesel fuel and the entire circuit, its supply to the combustion chamber at the end of compression. what we see is air circulation ! ... ???
All that wasted volume for such small displacement... cool factor +1, effectiveness -3.
Wow. The centrifugal force of the rotation of the cylinder would actually help in the compression phase. Seems like a lot of rotating mass at higher rpms. Maybe the amount of torque produced would compensate? The fly wheel looked small but I guess the cylinder and piston and connecting rod make up the difference anyway? Interesting take on the ICE. I’ll be skeptical 🤨 till it’s pushing something somewhere but I’d love to see it. BUILD ONE! Or what’s the point? Hours wasted hypothesising ? Build it. Make it happen 👌🏻🤙🏻👍🏻
People should stop letting their engines spin around (fix the cylinder on a fixed, sturdy place), and let this ellipse do the spinning instead (with a driving shaft bolted on the outer side of the ellipse´s back-plate). So, you avoid having 2 crankshafts, for an otherwise nice, simple and tried opposed-piston 2stroke-engine (just like the Achates-engine, but with an "ellipse" instead of 2 crankshafts/3gearwheels)...
Combustion engines have soul.
Wow! Very impressive sir. Good job!
Thank you.
www.adityasharmaacademy.com/2020/10/dead-weight-accumulator-construction.html
Accelerating would be really hard to time not under load... but with load, damn near impossible (it is impossible)... Whoever tunes this thing is going to hate their life and on top of that those bearings that roll around the outer shell are going to disintegrate very quickly. This is a start of a long list of problems.
I don't get it. Why? Does it have any expected advantages. Isn't it pretty bulky compared to a regular diesel engine?
Very nice concept... All the best 💯👍
very good picture. but for cooling the cylinder is less efficient
www.adityasharmaacademy.com/2020/10/dead-weight-accumulator-construction.html
Efraim....eres un genio!!!
Could it be easier to make the cylinders stationary and let the outside rotate?
Actually....as bad as the design is....it doesn´t vibrate. If the outer shell turns, it would vibrate badly!
People should stop letting their engines spin around (fix the cylinder on a fixed, sturdy place), and let this ellipse do the spinning instead (with a driving shaft bolted on the outer side of the ellipse´s back-plate). So, you avoid having 2 crankshafts, for an otherwise nice, simple and tried opposed-piston 2stroke-engine (just like the Achates-engine, but with an "ellipse" instead of 2 crankshafts/3gearwheels)...
@@lysosommike The ellipse has 2 dimensions: up-to-down, its "short" dimension, and left-to-right, its "long" dimension. Its curves left-and-right bear no load, and can be built much thiner than the upper/lower-ones, so to out-balance the ellipse´s asymmetry when spinning. Additionally, you misunderstood something: When the ellipse rotates, its back-plate rotates. And its back-plate wouldn´t be elliptic (as shown here), but a disc/circular instead, a disc with a diameter as big as the "long" ellipse-dimension. And the periphery of this disc is running on a rail, so, no movement or vibration (or whobling) possible. And a driving-shaft is bolted at the center of the disc, mounted on the engine´s frame via a bearing .
I like the design semi simple.
How lubrication system works on piston ?
What are advantages of this system over conventional engine ?
I love the concept, but 1 how does it draw fuel air in as the ports are almost at the bottom of the stroke. 2 would there be a vacuum/sticking point when the pistons are at TDC.
Would look like one side would be just for exhaust and the other for intake or maybe I'm just misunderstanding it
It doesn"t work. Strange exhaust and intake system. Badly thought out. The intake and exhaust system together, on the same pipes, this is not real.
Oh, please, stop letting your engines spin around (fix the cylinder on a fixed, sturdy place), and let this ellipse do the spinning instead (with a driving shaft bolted on the outer side of the ellipse´s back-plate). So, you avoid having 2 crankshafts, for an otherwise nice, simple and tried opposed-piston 2stroke-engine (just like the Achates-engine, but with an "ellipse" instead of 2crankshafts/3gearwheels)...
Wouldn't it need some type of a harmonic balancing flywheel not to shake itself apart? Also not so sure of intake/exhaust all in one, how do you do throttle control? Lubrication and cooling are provided by the fuel?
People should stop letting their engines spin around (fix the cylinder on a fixed, sturdy place), and let this ellipse do the spinning instead (with a driving shaft bolted on the outer side of the ellipse´s back-plate). So, you avoid having 2 crankshafts, for an otherwise nice, simple and tried opposed-piston 2stroke-engine (just like the Achates-engine, but with an "ellipse" instead of 2 crankshafts/3gearwheels)...
Please, do it in 4T, need more cylinders.
Are your exhaust and inlet ports offset in timing? In the animation it looks like it's exhausting and trying to suck in at the same time. That won't work effectively.
Such an engine could be very important to the development of self-charging hybrids. A small efficient diesel that can be made to run at a constant rpm would be an extremely good way to charge a battery pack on demand. A much better way to look at diesel power compared to the wasteful 0-60 obsessed car marketeers at present. I very much look forward to this engine’s development.
Unlike the small and efficient diesel engines that already exist.....?! 😅
@@skippyguy3 Agreed, I forgot about those. So let’s see more self charging hybrids, instead of the 1 or 2 on the market, and a little bit cheaper too!
Isnt it a lot more space efficient and efficient overall to have normal crank shafts
Considering the crank shaft would be part of the engine housing not really, not unless you have MASSIVE pistons
Can we patent it as an egg engine, because it has egg shaped elliptical crank case.
where the fuel supply is?
Yes, the engine could theoretically run.
It looks like a Junkers Jumo 205 opposed diesel engine expressed in a rotary form. (like WW1 engines) Or a Napier Deltic in rotary form.
The main problem is cooling.
If you apply a water jacket around the turning barrel, the cooling fluid must pass a rotating seal somewhere.. besides that centrifugal hydrostatic pressure (!) can cause vapor lock in the center, where the coolant is hotly wanted.
High manifold pressures cause very high temperatures and the lubrication (oil) does not like that, transvers to coal. Coal is very abrasive.
Cool engine... BUT is there a volume lower than mute?
I would like to buy this engine, will you ever make a real model?
How ist the Diesel being injected?
Is there Any prototype for this engine???
Before any one is going to invest your going to need to make a running prototype
Hi,
I would like to ask a couple of questions :
1 - What are the advantages of such design ?
2 - The intake and exhaust process seem obscure here, how do they actually occur ? It seems the pistons need to be in the exact same position for each exhaust and intake, no ?
Thx.
1 - The design of the engine was the result of its needs to be small in size and lightweight.
as far as its general advantages goes, It has : no crankshaft, no valves, no camshaft, relatively small amount of parts, relatively small size, it is lightweight and so on.
2 - When both pistons reach their maximum (when they're horizontal in this case) they expose/reveal the intake/outlet ports, then the turbocharged air gets in the cylinder and clears out the burned gas out of the cylinder and engine through the exhaust pipe.
Thanks for the answer, but about (2) it seems there is air that goes inside the elliptic body of the engine, isn't that a drawback, although minor, the air pump seems to be constantly operating, also when the rotation becomes faster is there an appropriate intake and exhaustion as the cylinder is rapidly rotating ?
Actually the supercharged intake forces the exhaust gases out while bringing fresh air simultaneously
Robin Carril wouldnt that cause some exhaust gasses to be left in the cylinder or put burnable gas and air out to.
look like the intake and exhust port are opposit angle, when the cylinder spin it move the angle,that why it no need valves
Heatsink won't be of much use on their own within the confines of the main housing
What are the benefits of this engine? It's concept oc, although I gotta know.
Theirs no way that would ever work...anyone else see injectors?? I bet that thing would get really hot too
Injector is in the center of the rear of the engine
High wearness on shell cover inner surface.
"Wearness"? Really? Lol
One problem I have with it is that at higher revs the engine will run rich do to lack of air
I've run opposed piston diesels. As an engine, they're simpler than a valve engine, but I don't see them meeting emission rules.
You've spent some time around Fairbanks-Morse...
Longevity will be just about nil with that sliding valve design, plus it will be almost impossible to lubricate and/or cool properly. Too much complexity and too many potential failure points to be economically feasible. In addition, with a round design as such, applications would probably be limited to small aircraft, etc. that would have been fitted with a radial engine. Just the noise created by the rollers that move the pistons inside that shell would be deafening! (not to mention the knock of the diesel power strokes).😜
www.adityasharmaacademy.com/2020/10/dead-weight-accumulator-construction.html
Oh, please, stop letting your engines spin around (fix the cylinder on a fixed, sturdy place), and let this ellipse do the spinning instead (with a driving shaft bolted on the outer side of the ellipse´s rail mounted, circular back-plate). So, you avoid having 2 crankshafts, for an otherwise nice, simple and tried opposed-piston 2stroke-engine (just like the Achates-engine, but with an "ellipse" instead of 2crankshafts/3gearwheels)...
It looks like a Detroit Diesel combined with a rotary engine but with opposed Pistons.
this design looks to have the particular features of three different types of engines combined in one engine. But does not appear to be as useful or practical as any of those three designs but it is very interesting conceptually.
www.adityasharmaacademy.com/2020/10/dead-weight-accumulator-construction.html
People should stop letting their engines spin around (fix the cylinder on a fixed, sturdy place), and let this ellipse do the spinning instead (with a driving shaft bolted on the outer side of the ellipse´s back-plate). So, you avoid having 2 crankshafts, for an otherwise nice, simple and tried opposed-piston 2stroke-engine (just like the Achates-engine, but with an "ellipse" instead of 2 crankshafts/3gearwheels)...
直接的な回転力につなげるにはカウンターウエイト（重量のあるフライホイール）が必要になるんじゃないかな？
Small bearings on outside need to be much bigger suspect make lot of noise
How do you cool it?
If it gets too much load it will probably start running backwards.
One misfire and that whole thing shreds to peices
piston. is next generation
Just looks like a normal ice but with extra steps
I'd like to write CG for my engine. Anyway it's okay.Good
Very cool!
Redesign it to operate off liquid atmosphere with the piston heads emitting hertz frequency to cause liquid air to intantly return to a gases state forcing the pistons apart with the only byproduct being fresh air. Get away from using toxic causing modes of transportation. 😕😒
What about cooling?
No cooling and any lubricating oil will be immediately drawn into and lost in combustion. And that's just for starters.
www.adityasharmaacademy.com/2020/10/dead-weight-accumulator-construction.html
Seems like a lot of parts to wear out
the exhaust should not be blue
I wanna hear it run
But it only has two pistons
Gas flow through the crankshaft has been tried before and is too inefficient. Interesting idea but impractical, sorry.
Very bad due to high friction in the outer bearing ,losin in the piston force and complexity of manufacturing
I'm just gonna say that's a cool design and not bash it with my _extensive_ engineering knowledge 😐
I love our modern tech and wouldn't trade it for the World but, when someone calls me because they are hung up trying to get something that should be in a museum going again, I drop what I'm doing and grab my manuals...
Still, I think, people shouldstop letting their engines spin around (fix the cylinder on a fixed, sturdy place), and let this ellipse do the spinning instead (with a driving shaft bolted on the outer side of the ellipse´s rail-mounted, circular back-plate). So, you avoid having 2 crankshafts, for an otherwise nice, simple and tried opposed-piston 2stroke-engine (just like the Achates-engine, but with an "ellipse" instead of 2crankshafts/3gearwheels)...
Не эффективный и без охлаждения совсем
Lubrication and sealing /wear.. interesting but not really practical.
The main problem is that this new engine adds complication while offering no fundamental improvement upon the status quo.
the opposed pistons should theoretically boost efficiency
I don't see how you are going to get rid of the waste heat energy .
Not sure but it's naturally air cooled since it's spinning.
The waste heat energy is no issue since the cool turbocharged air is reaching the internal body space of the engine, then the waste heat energy is exiting the engine in the exhaust phase through the exhaust pipe.
El tiempo que perdio alguen diseñando esta porqueria x dios
design kind of seems like a rotary engine
I am searching for the smallest and lightest engine suitable for a velomobile.
go for electric
www.adityasharmaacademy.com/2020/10/dead-weight-accumulator-construction.html
A new idea for an old paradigm! Just when we are in the process of dumping internal combustion engines!
Rotary piston hybrid
Too many small parts looks like it fail easy
WAY too much friction in that design. Couldn’t possibly be very efficient and it won’t have good longevity.
Never pass emissions will leek oil everywhere
Genial!!!
Music used?
Power Within by Chris Blackwell, Darren Leigh Purkiss
And what about lubricated pistons, rollers and any bearings? The oil will be mixed with compressed air and will go to the combustion chamber. Then toxic fumes will be created like in a classic 2-stroke engine without valves. The idea of this engine is maybe good, but now there is an irreversible fashion , a need, indeed a necessity for living in an ecological environment, sorry.
Where did you go to school?
www.adityasharmaacademy.com/2020/10/dead-weight-accumulator-construction.html
so, you haven't built a protype but you're expecting investors on the strength of a very irritating video? well, here's the entire history of 99.99% of amateur engine designs over many decades, in a nutsack: someone has an elegant core idea, but in drawing up the plans he finds out he has to add a ton of fiddly parts whose requirements (machining, cooling, lubrication, friction, maintenance, efficiency, thermodynamic impossibility) detract from the fundamental elegance of the basic idea. so he spends the rest of his life lobbying ford to spend a billion dollars ironing out the problems, because he cannot let go of the notion that such a brilliant elegant core is fixable. the end ... apart from the fact other people have ideas of this quality on a daily basis. of course the truly committed inventor spends several years making a prototype ... mind you, no more investment than someone who decides to rebuild a '55 chev in his garage. said prototype invariably makes barely enough power to run without a load. said investor lobbies ford to spend a billion dollars ironing out the problems, unaware that the mundane engineers who iron out these mundane problems have no difficulty thinking of radical new internal combustion designs over lunch. finds out that nobody wants to sort out a complex new engine, since we're in the final days before electric engines become ubiquitous, and the only sensible investment in ic r&d is incremental improvement of the already staggering investment placed in current designs. wishes he'd rebuilt a '55 chev instead. discovers parson's epicyclic engine on the internet and realises that he'll never think of anything as elegant as this 19th century design