Rotating Liner Engine

[Frank Lee]

I saw nothing in the materials about the "how" of this reducing ring drag. Did I miss it?

[EdKiefer]

Originally Posted by Frank Lee

I saw nothing in the materials about the "how" of this reducing ring drag. Did I miss it?

no it was pretty vague . My interpretation is the problem is when piston speed reduces speed near TDC , where pressure is the most . When piston speed is fast like at 90deg mark the ring can "glide" over the oil film but near TDC piston is so slow it can't do that and wear kicks in .

I still have hard time thinking this is useful in small auto engines as they already last past rest of car .

On valvetrain I think something along F1 engines with either solenoid or air operated valves . This way you could electronically time them and have greater control .

[user removed]

http://www.youtube.com/user/Ride122609

No reciprocation.

Can de stroke itself an be a flywheel storing energy in its own mass.

No Valves.

No Connecting rods to create side loads (therefore rendering rotating liners irrelevant).

Can be configured as a two stroke, 4 stroke, or a compressor, or IVT in wheel drive.
This is running at close to 2000 RPM on 120 PSI compressed air and weighs over 10 pounds (linked u tube video)

Dry sump pressure lubrication with centrifugal return, that stops providing pressure lubrication when in flywheel mode.

Energy storage in the same mass that is the engine block.

Variable displacement.

Variable compression, as high as 50 to 1 eliminating the need for any supercharging.

Automatic timing advance in compression ignition mode that allows timing to be advanced and compression increased when loads are low, eliminating low BSFC altogether.

Throttleless, excess power is stored in the accelerated mass of the engine block, to be transferred to the powertrain, even in flywheel mode with no fuel consumption.

Atomatic pulse a glide operation when combined with an IVT in wheel drive and a hydraulic accumulator. Constant vehicle speed even when cycling engine on and off with no additional driver imput necessary.

Regeneration efficiencies exceeding 80% wheel to wheel. At least twice as efficient as electric regeneration due to minimal number of necessary steps to accomplish regeneration.

Wheel to accumulator, back to wheel.

Light weight and eliminates all conventional powertrain components from the engine flywheel to the brake calipers and rotors, everything between those two components.

You asked .

regards
Mech

[Frank Lee]

Hmm. They'd have to pin the rings to the piston or the rings might still end up not sliding "rotationally" against the cylinder. Then with pinned rings gook could build up in the ring grooves.

[ShadeTreeMech]

Originally Posted by Frank Lee

The only 2 stroker diesel I'm familiar with (GMC) had valves AND ports and was supercharged.

Ah, but you forgot the venerable Detroit, which had exhaust valves and had forced induction like the GMC variant, which I'm unfamiliar with.

http://en.wikipedia.org/wiki/Detroit_Diesel_Series_71

I suspect emmisions had a bit to do with their lack of popularity in more modern vehicles.

[Frank Lee]

Dat would be da same ting.

[5speed5]

Originally Posted by Old Mechanic

http://www.youtube.com/user/Ride122609

No reciprocation.

Can de stroke itself an be a flywheel storing energy in its own mass.

No Valves.

No Connecting rods to create side loads (therefore rendering rotating liners irrelevant).

...

Light weight and eliminates all conventional powertrain components from the engine flywheel to the brake calipers and rotors, everything between those two components.

You asked .

regards
Mech

Very cool! So what are its disadvantages. With all those advantages, if the disadvantages aren't significant, you owe it to society to find a producer for these things.

[dcb]

He owes it to society to put a big disclaimer that none of his % claims have been verified.