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Old 11-17-2009, 04:19 PM   #1 (permalink)
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Future developments for better efficiency

I found this interesting article on what some car makers think is the way to develop to better engine efficiency.



Variable Compression Ratio Engine

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Old 11-17-2009, 04:38 PM   #2 (permalink)
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Hi,

If engines used a cam instead of a crankshaft (like the Revetec engine) then the efficiency would be DOUBLED. (See posts #6 and #8 and others...)
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Old 11-17-2009, 06:57 PM   #3 (permalink)
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The complication looks overpowering. Why do the words "Maintenance nightmare" come to mind?

Kelly Johnson must be spinning at high RPM in his grave.
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Old 11-17-2009, 07:10 PM   #4 (permalink)
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Here is a small non functional model of my engine concept.

Notice the adjustable journal.

No connecting rods.

Pistons connected to outer rotating portion where power is applied (only the outer 1/2 inch rotates, the rest is stationary).

Cylinders highlighted in red.

No valve train.

One intake and exhaust port.

One injector and spark plug.

Capable of complete stroke elimination and energy storage as a free spinning flywheel.

Potential compression ratios as high as 50 to 1.

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Old 11-18-2009, 02:38 AM   #5 (permalink)
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There is reason for optimism on engine efficiency improvement when you look at all the threads on possible new engine designs.
opposed piston, MCE-5, revetec , VCR etc. All have potential for big steps forward on the effciency. It looks like that the new engine solution will more complex than we see today in our engines. Allthough looking for instance at a Toyota prius , you cannot call that real simple, but it works nice due to good electronics.
Maintenance and DIY on more complex new designs will not be good, but ofcourse efficiency prevails.
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Old 11-18-2009, 08:40 AM   #6 (permalink)
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Argonne Labs is currently working on IC engine development with a goal of 60% efficiency.

To get to that level operational parameters will be very limited. The present control technique of controlling air intake to control engine output is going the way of the Passenger Pigeon.

Operational tactics with high energy density short term power storage, are an essential component of future advances in engine efficiency.

Mechanical directly coupled power trains are also on the way out.

Complexity will be reserved for the electronics controls and feedback systems that will dramatically reduce emissions to levels considered impossible today.

Throttle controls will disappear as engines become power conversion units and power trains assume the prime energy transmission and recovery responsibilities.

Cooling systems will become integral with lubrication systems as wasted heat energy becomes a thing of the past. Additional heat conversion units will utilize any residual heat energy for driving accessories and passenger comfort.

The design pictured in my prior post takes all of these parameters into consideration. The engine of the future will be unrecognizable. Competition with battery electric systems will advance considerably and hopefully funding will not proceed with any bias toward a certain technology. If we continue to make that mistake we will be rendered obsolete by other nations with a better perspective of the real objective.

The future repair tech will be in clean clothes with a hand held analyzer for diagnosing the many electrical systems, primarily for accessory operation. This transformation is already taking place to a certain degree, but in the future power train repairs will become a very small percentage of total shop repair business.

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Mech

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