My rear wheel should be arriving at the Machine Shop Monday. It's 17 inches in diameter and a solid disc type rear wheel for a Harley.
HARLEY BOBBER REAR WHEEL SOLID 17" 200 tire | eBay
This wheel is perfect to become the outer drum housing for my functional 3 wheeled tadpole trike, that will use my patented drive in a usable road vehicle. The bearings are NSK and have an inner race diameter of 120 MM so there is room for the offset adjustable journal to allow for variable reversible displacement changes based on my Patent US# 7677208. Two bearings will support the axle on the hub, each is rated for 6000 pounds capacity. A single seal will be placed between the hub and axle stub.
Radial rotary engine with energy storage - Greenwell, Gary A.
The plan right now is to build a tubular exoskeleton, probably with aluminum sheet shaped and bonded to the tubing with the same adhesive that is currently used to glue windshields in cars, which is a structural adhesive. I have not decided on the final configuration of the front suspension but I am leaning towards the old VW tubular torsion bar setup, with side by side two seating capacity. I am leaning towards the same shape of fuselage as the German ME 262 of WW2, a triangular design that would keep frontal area as low as possible. Both front wheels would be fully enclosed in the bodywork.
For the engine my plan is to use either a motorcycle engine or a commercial pressure washer engine, possibly diesel for better efficiency, but the engine will only need to be about 20 HP for my purposes, possible less if Diesel. Engine changes would be fairly simple since they only need hydraulic lines to connect to the accumulator and tabs or a frame welded to the tubular exoskeleton.
Since the accumulator will provide the primary energy source for acceleration with the engine as the source of accumulator pressure regeneration, both would be available for acceleration, which would be prodigious, but only for one cycle as that is all that is really necessary. Accumulator size will be sufficient for a single 70-0 stop recharge regardless of the charge capacity existing at the time when the 70-0 stop cycle begins. That may require tow accumulators of possibly 20 gallons total capacity.
Low pressure storage of fluid after it moves through the drive will be in the tubular frame to save weight and make use of otherwise wasted capacity for storage. The reserve fluid will be stored in a central tube located where the transmission tunnel would be in a normal car. Low pressure circuit would be around 60 PSI MAX. Depending on the availability of salvage or used accumulators the max operating pressure would be between 3-5000 PSI. with the higher pressure desirable for lower overall weight.
High pressure fluid would be capable of providing the sole means of propulsion for about 1-1.5 miles. With the infinitely variable capacity of the Patented drive wheel, pulse and glide strategies will be possible with the engine cycling on and off at most constant speeds, while the variable displacement feature would allow consistant application of power to the wheel, even as the reserve of pressure drops in the accumulators, due to the variable displacement feature of the drive.
This means you can go at a constant speed, say 45 MPH while the combination of components allows the engine to only run at maximum efficiency or be stopped, even though the vehicle continues on at the same speed regardless of engine cycle. The engine is a slave to the accumulator providing pressure regeneration, while the infinitely variable feature of the drive provides constant power even as the pressure is dropping in the accumulator while the engine is off. Eventually that feature will be automated.
Eventually it should become a practical vehicle for use in most normal conditions. I don't think I will try it in ice or snow as it will be much to valuable to risk destruction.
Maybe in a few months things will gel into something that I can show here on this site.
regards
Mech