History and Genesis of POGDC / MPRBC machines (after)
Episode 5: The engine associations and compliance with the specifications
End of March / beginning of April 2004, I finished my competition writings and I wonder about the interconnection of several deformable octagon astroid motors.
In longitudinal, this is correct.
On the other hand in radial, it goes badly: hollows strongly degrade the compactness.
The housing is convex, of substantially circular shape. I want to enhance these hollows, by sweeping the volume with another type of engine. It would be necessary to add "cylinder engines", concave, substantially circular.
There are dozens of variants of this kind of engine, most often with coaxial pistons, which have never been successful. In my previous research, I have not come across non-coaxial rotary piston engines, and this is a path I intuitively want to go to.
I choose 2 pairs of counter-rotating reciprocating pistons for these cylinder engines. It is a new architecture which also meets the specifications, in particular in that it is balanced and draws volumes proportional to the square of the radial dimensions of the engine. 4-stroke cycles are easily achievable.
In May 2004, I resumed and improved my Maple program: I had 4 cylinder engines (the future MPRBC) designed around my astroid engine (the future POGDC in the "peripheral slide housing" version). The first images are still a bit hasty: motors not well centered, wired pistons.
Then the drawing is refined, I symmetrize
and I give thicknesses to the pistons
To activate the cylinder engines, I add a 4-bar mechanism with 4 counter-rotating cranks in the center of the motor.
The symmetry with 4 quadrants naturally balances the machine, but that does not completely satisfy me : it's still an archaic link and I will have to focus on finding better than that. However, I superimpose the drawings in different positions
Without 4-bar mechanism
With 4-bar mechanism
I briefly assess "on Paint" the movement envelope of the 4-bar mechanism
And I draw the different positions juxtaposed
See the sequence of 4-stroke cycles
It's not there !!
June 2004: we are on the verge of the oral of the CAPES and the Aggreg and I have a perfectly balanced engine, about 4 times more compact than the piston / connecting rod / crankshaft engines.
In this version,
it is the equivalent of a 22 cylinders, 6L of displacement for less than 50 cm side and 10 cm deep.
I know that the volume is different from one room to another and that it is the key to variable displacement (by combinatorial analysis of the possibilities of activated and deactivated chambers providing very fine power steps, with a completely new and original approach).
At this stage, I therefore answer in the specifications:
* At function n ° 1: compactness multiplied by at least 4
* At function n ° 2: minimum power 70 Ch.
* At function n ° 3: sufficiently small partial power steps
* Not very good at function n ° 4: I have 4-stroke cycles, but they are not "super-optimized" because the kinematics of my sinus or 4-bar mechanisms is hyperconstrained. Through these choices of mechanisms, I reproduce errors which I nevertheless wish to combat.
* I left aside functions n ° 5 to 7: variable valve timing, existing know-how and VCR.
* And function 8: perfect and intrinsic balancing of the motor, is respected.
It is already beyond my expectations of spring 2003. For 1 year of research, carried out in parallel with various professional experiences and training, it is not so bad.
see the animation here
In addition, I have not said my last word: for variable timing and compression ratio, I have ideas. In the meantime, you have to go to Paris to take the oral exams of CAPES and the Agrégation de Sciences Physiques.
Piston Octagonal in Deformable Controlled Geometry (POGDC)
History and Genesis of the POGDC / MPRBC concepts (after)
Episode 6: summer 2004 or 2 decisive months in every way
At the end of June 2004, I left for the Capital, more precisely in Joinville – le-Pont… Paris Sud-Est becomes my ephemeral headquarters: close to Saint Maur des Fossés, and also to the RER / Metro, it allows me to confront the oral exams of CAPES at the Lycées Charlemagne and Saint Louis, and those of the Agrégation in the immense Lycée Marcellin Berthelot.
My tests (5 in total) span a long week. I reread for the n-th time my oral lessons (56 in physics, 42 in chemistry, with compulsory course experience), in addition to my 40 TP plans (…). I leave nothing to chance.
However, this bachottage begins to tire me because only 2 lessons and 1 TP will be selected on D-Day in this colossal mass of work; I'm lounging a bit in my hotel room. To pass the time, I hunt mosquitoes ... between 2 CAD drawings of my octagonal piston.
The tests are linked, and I finally return; I am not unhappy to have finished it because as a good mountain dweller, I fear the heat and the foul air in big cities in summer.
At the beginning of July, I just have to wait for the results of CAPES and Agrég; I have 2 good months in front of me to put the package on the engines. I start fairly schematically, copying the images from my Maple program in Paint. The engine architecture must accommodate valves and injectors.
I take again an old idea of February 2004 of lubrication to oil and seal the octagonal piston, with a network of pipes in the connecting rods, pins and piston heads.
In the meantime, I receive the results of CAPES. I am 23rd nationally (that year, there were to be 800 admitted). This suggests some favorable prospects regarding the Aggregation…
The results will be published in late July in Paris. You have to be there because the best-ranked “neo-aggregates” can claim replacement positions in preparatory classes for grandes écoles (CPGE): given my curriculum and my desires, this kind of position suits me like a glove, but they are very expensive…
Again, I am going to Paris at the end of July. I discover that I am classified in the coveted "1st third" of neo-aggregates. The few rare posts still vacant (less than 10) are allocated to laureates (often Normaliens) better classified than me. I get a very short interview with the Dean of the General Inspection and tell him about my background and my strongest motivation for an internship in a CPGE situation from September. He cannot give me an immediate answer; according to vacancies, it will be completely unpredictable at the start of the school year.
So that's it. I'm a disaggregated engineer, sorry, Agrégé des Ingénieurs. A possible post in CPGE. The horizon clears up! Back in Auvergne where the month of August reaches out to me to work quietly on the engine, pending further events.
There is "everything to do" on this engine which has passed the white sheet stage, but has not been the subject of any study in mechanical strength. I got down to it with mechanical constraints set at 100 Bar of pressure in the rooms.
The material chosen is a usual structural steel, at 250 MPa elastic limit… The idea is to limit the stresses below 250 MPa everywhere under 100 Bar of pressure, so as to avoid any rupture in fatigue.
Due to the choice of material and the high demands, the engine takes on a chunky appearance
I identify in parallel all the sliding zones,
so as to provide segments where lubrication to guarantee sealing and limit wear.
For the octagonal piston engine, a row of scraper segments is programmed on the asteroid portions.
Sizing goes well on the octagonal piston engine. On the other hand, on the "engine-cylinder", I planned to transmit the power by the cogwheels.
But when I size the teeth, they cannot hold because the shearing is much too intense.
The torques to be transmitted are too large: these gears must be limited to kinematic (synchronization) or sealing functions: in all cases, the power must be passed through complementary connecting rods.
It is at this moment that I invent the following system, "the double sine".
I am satisfied with it (temporarily) because it is perfectly balanced, eliminates the "old" 4-bar systems (of the crank / balance type, therefore quite unbalanced).
By connecting the motor shafts by belts or chains, it even makes it possible to phase one motor with respect to the other, which makes it possible to smooth the torque delivered by the motor.
In the second half of August, I take care of the valves. My idea is to have very flat rotary shutter systems. I choose a planetary gear to control the rotary shutter (2 inputs, one output).
Regarding the variable compression ratio (VCR), I am pistons of adjustment of the compression ratio as well for the octagonal piston engine.
Only for the cylinder engine(ancestor of the MPRBC)
(CAD views not yet made at the time and given here for clarity)
My geometrical dimensioning makes it possible to regulate the rate between 5 and 25 for all the rooms. I choose to mount the injector and / or the spark plug on this adjustment piston, so as to guarantee a good concavity for the combustion chamber at TDC without ever generating a collision.
I do some compactness calculations based on the new robust sizing at 100 Bar, having a motor thickness 3 times greater than that of the chambers (to integrate valves and the VCR.
I reach 0.18 for the octagonal piston engine, 0.16 for the cylinder engine, and 0.177 for the 1 POGD + 4 MPRBC engine. (i.e. on 2 turns of the crankshaft, we suck and burn a volume of air worth 18% of the engine volume)
That's roughly 4 times more than standard engines. And yet, I force myself here to take into account the volume of the VCR option. The account is there.
Above, an illustration of the phenomenal compactness: the engine next to the front wheel of the motorcycle is 6.25L of displacement and more than 400 Ch based on 65 Ch./L. The typical dimensions of the engine are 50 x 50 x 25 cm, (i.e. that of a large motorcycle wheel, which would contain 400 hp ...).
Thus, the month of August 2004 scrolls at full speed. No news from the General Inspection, which makes me think that I will go on an IUFM internship in my academy of origin…
At the last moment, a position becomes available at Lycée Aux Lazaristes in Lyon. I am replacing the teacher who took her maternity leave for one year. It is an excellent level MPSI / PCSI class.
We are on August 28, 2004: Fighting, back to school is in 4 days and I don't have any loan courses specific to prepas, nor even accommodation on site!
A lot of educational work in perspective, but it's the best!
The design of the engine has really advanced and will wait a few months… CAD should be done. No time. Young Lyonnais and Lyonnaises are waiting for me.
Episode 6: summer 2004 or 2 decisive months in every way
At the end of June 2004, I left for the Capital, more precisely in Joinville – le-Pont… Paris Sud-Est becomes my ephemeral headquarters: close to Saint Maur des Fossés, and also to the RER / Metro, it allows me to confront the oral exams of CAPES at the Lycées Charlemagne and Saint Louis, and those of the Agrégation in the immense Lycée Marcellin Berthelot.
My tests (5 in total) span a long week. I reread for the n-th time my oral lessons (56 in physics, 42 in chemistry, with compulsory course experience), in addition to my 40 TP plans (…). I leave nothing to chance.
However, this bachottage begins to tire me because only 2 lessons and 1 TP will be selected on D-Day in this colossal mass of work; I'm lounging a bit in my hotel room. To pass the time, I hunt mosquitoes ... between 2 CAD drawings of my octagonal piston.
The tests are linked, and I finally return; I am not unhappy to have finished it because as a good mountain dweller, I fear the heat and the foul air in big cities in summer.
At the beginning of July, I just have to wait for the results of CAPES and Agrég; I have 2 good months in front of me to put the package on the engines. I start fairly schematically, copying the images from my Maple program in Paint. The engine architecture must accommodate valves and injectors.
I take again an old idea of February 2004 of lubrication to oil and seal the octagonal piston, with a network of pipes in the connecting rods, pins and piston heads.
In the meantime, I receive the results of CAPES. I am 23rd nationally (that year, there were to be 800 admitted). This suggests some favorable prospects regarding the Aggregation…
The results will be published in late July in Paris. You have to be there because the best-ranked “neo-aggregates” can claim replacement positions in preparatory classes for grandes écoles (CPGE): given my curriculum and my desires, this kind of position suits me like a glove, but they are very expensive…
Again, I am going to Paris at the end of July. I discover that I am classified in the coveted "1st third" of neo-aggregates. The few rare posts still vacant (less than 10) are allocated to laureates (often Normaliens) better classified than me. I get a very short interview with the Dean of the General Inspection and tell him about my background and my strongest motivation for an internship in a CPGE situation from September. He cannot give me an immediate answer; according to vacancies, it will be completely unpredictable at the start of the school year.
So that's it. I'm a disaggregated engineer, sorry, Agrégé des Ingénieurs. A possible post in CPGE. The horizon clears up! Back in Auvergne where the month of August reaches out to me to work quietly on the engine, pending further events.
There is "everything to do" on this engine which has passed the white sheet stage, but has not been the subject of any study in mechanical strength. I got down to it with mechanical constraints set at 100 Bar of pressure in the rooms.
The material chosen is a usual structural steel, at 250 MPa elastic limit… The idea is to limit the stresses below 250 MPa everywhere under 100 Bar of pressure, so as to avoid any rupture in fatigue.
Due to the choice of material and the high demands, the engine takes on a chunky appearance
I identify in parallel all the sliding zones,
so as to provide segments where lubrication to guarantee sealing and limit wear.
For the octagonal piston engine, a row of scraper segments is programmed on the asteroid portions.
Sizing goes well on the octagonal piston engine. On the other hand, on the "engine-cylinder", I planned to transmit the power by the cogwheels.
But when I size the teeth, they cannot hold because the shearing is much too intense.
The torques to be transmitted are too large: these gears must be limited to kinematic (synchronization) or sealing functions: in all cases, the power must be passed through complementary connecting rods.
It is at this moment that I invent the following system, "the double sine".
I am satisfied with it (temporarily) because it is perfectly balanced, eliminates the "old" 4-bar systems (of the crank / balance type, therefore quite unbalanced).
By connecting the motor shafts by belts or chains, it even makes it possible to phase one motor with respect to the other, which makes it possible to smooth the torque delivered by the motor.
In the second half of August, I take care of the valves. My idea is to have very flat rotary shutter systems. I choose a planetary gear to control the rotary shutter (2 inputs, one output).
Regarding the variable compression ratio (VCR), I am pistons of adjustment of the compression ratio as well for the octagonal piston engine.
Only for the cylinder engine(ancestor of the MPRBC)
(CAD views not yet made at the time and given here for clarity)
My geometrical dimensioning makes it possible to regulate the rate between 5 and 25 for all the rooms. I choose to mount the injector and / or the spark plug on this adjustment piston, so as to guarantee a good concavity for the combustion chamber at TDC without ever generating a collision.
I do some compactness calculations based on the new robust sizing at 100 Bar, having a motor thickness 3 times greater than that of the chambers (to integrate valves and the VCR.
I reach 0.18 for the octagonal piston engine, 0.16 for the cylinder engine, and 0.177 for the 1 POGD + 4 MPRBC engine. (i.e. on 2 turns of the crankshaft, we suck and burn a volume of air worth 18% of the engine volume)
That's roughly 4 times more than standard engines. And yet, I force myself here to take into account the volume of the VCR option. The account is there.
Above, an illustration of the phenomenal compactness: the engine next to the front wheel of the motorcycle is 6.25L of displacement and more than 400 Ch based on 65 Ch./L. The typical dimensions of the engine are 50 x 50 x 25 cm, (i.e. that of a large motorcycle wheel, which would contain 400 hp ...).
Thus, the month of August 2004 scrolls at full speed. No news from the General Inspection, which makes me think that I will go on an IUFM internship in my academy of origin…
At the last moment, a position becomes available at Lycée Aux Lazaristes in Lyon. I am replacing the teacher who took her maternity leave for one year. It is an excellent level MPSI / PCSI class.
We are on August 28, 2004: Fighting, back to school is in 4 days and I don't have any loan courses specific to prepas, nor even accommodation on site!
A lot of educational work in perspective, but it's the best!
The design of the engine has really advanced and will wait a few months… CAD should be done. No time. Young Lyonnais and Lyonnaises are waiting for me.
Last edited by Remundo the 09 / 04 / 09, 09: 31, 4 edited once.
0 x
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- Moderator
- posts: 79295
- Registration: 10/02/03, 14:06
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Hey Raymond, I have a headache, is that normal?
I can't wait to read the episode about Oct 15, 2007
I can't wait to read the episode about Oct 15, 2007
0 x
Do a image search or an text search - Netiquette of forum
History and Genesis of the POGDC / MPRBC concepts (after)
Episode 7: the busy year for the Lazarists
So I started my career in a private Catholic high school of very good level, especially in CPGE. The students are very selected and motivated , rather from higher socio-professional categories. The class is busy: 45 students, or almost as many copies per week.
My appointment was late and put me on a tightrope during the first trimester… If some think that "just in time" and "just in time" are purely industrial concepts, I can guarantee you that they apply very well in the public service for a neo-aggregated projected five days before the return to CPGE ...
Above, I identify the strategic areas to modify the compression ratio, while taking up some equations and diagrams from Maple, during my rare moments of respite.
Central VCR area for the astroid motor
Peripheral VCR zone for the diamond motor (astroid)
VCR zone for the cylinder engine (ancestor of the MPRBC)
And I simulate the evolution of the compression ratio of the chambers of the astroid motor-diamond (ancestor of the non-rotating POGDC).
I also have some thoughts on recovery of kinetic energy during braking en particularly the means of storage and destocking.
This is for fun ', so as to see the best way to use the space offered by the compactness of the new engines, which promise to be 4 times more compact, or 4 times smaller at equal power compared to piston / connecting rod / crankshaft engines
In January 2005, I start to be able to lift very slightly the handlebar nose.
And I launch out, during long evenings, in the CAD of my engines. Lots of beautiful pictures
I hasten to collect all the ideas developed in August 2004 and the CAD views "all hot" in one big report.
In spring 2005, the concepts "diamond-shaped (astroids)" and "cylinder-motors" were sufficiently advanced to respond almost completely to the specifications:
* At function n ° 1: compactness multiplied by 4
* At function n ° 2: minimum power 70 Ch.
* At function n ° 3: sufficiently small partial power steps
* Not very good at function # 4: I have 4-stroke cycles, but the kinematics do not optimize them
* to function n ° 5: variable valve timing fully controllable
* in function n ° 6: existing know-how
* to function n ° 7: variable compression ratio (VCR)
* And function 8: perfect and intrinsic balancing of the motor, is respected.
Function # 4 always gets stuck: the kinematics of my sine or double-sine mechanisms remains hyperconstrained. But I have no better to offer at the time.
In April 2005, comes to me the intuition that the astroid housing is not the only way to actuate and guide the octagonal piston. I imagine that there must be geometries of casing with hollow forms, which while turning around the octagonal piston, ensures at the same time the guidance and the deformation of the octagonal piston.
The difficulty being to find an equation verifying intuition… in May 2005, it was done,
animation (rotating casing)
Quickly, I think that a very interesting configuration is to block the housing and turn the octagonal piston in the housing.
The peripheral rotation housing (CPR) version of the octagonal piston was born: .
unfortunately, the family of equations that I found generates an angular casing which is not technically viable because its sealing is almost impossible.
However, it already makes it possible to envisage a completely new and original motor principle, since it exploits peripheral AND central chambers within the framework of a rotary motor with an articulated octagonal piston.
Thus, there is a huge road traveled since the beginnings of December 2002…
However, I have 2 areas for improvement, as difficult as necessary:
* find a way to check the geometry of astroid motors and cylinder motors
* even more difficult, find a general mathematical formulation for obtaining a configurable casing, hollow and not angular as part of rotary motors with an articulated octagonal piston.
It is on this balance sheet and these prospects for improvement that the year 2004/2005 ends at the Lazarists. I gave satisfaction and people trust me; I learn that I am a tenured in CPGE at Lycée Paul Eluard, establishment classified ZEP "sensitive prevention violence" in Saint Denis… 9-3 in force.
In the meantime, I retire to 6-3 quiet. I am quite tired intellectually. Some masonry work, the installation of internet at home and rest briskly fill the summer break. And September 2005 promises to be "hot".
Episode 7: the busy year for the Lazarists
So I started my career in a private Catholic high school of very good level, especially in CPGE. The students are very selected and motivated , rather from higher socio-professional categories. The class is busy: 45 students, or almost as many copies per week.
My appointment was late and put me on a tightrope during the first trimester… If some think that "just in time" and "just in time" are purely industrial concepts, I can guarantee you that they apply very well in the public service for a neo-aggregated projected five days before the return to CPGE ...
Above, I identify the strategic areas to modify the compression ratio, while taking up some equations and diagrams from Maple, during my rare moments of respite.
Central VCR area for the astroid motor
Peripheral VCR zone for the diamond motor (astroid)
VCR zone for the cylinder engine (ancestor of the MPRBC)
And I simulate the evolution of the compression ratio of the chambers of the astroid motor-diamond (ancestor of the non-rotating POGDC).
I also have some thoughts on recovery of kinetic energy during braking en particularly the means of storage and destocking.
This is for fun ', so as to see the best way to use the space offered by the compactness of the new engines, which promise to be 4 times more compact, or 4 times smaller at equal power compared to piston / connecting rod / crankshaft engines
In January 2005, I start to be able to lift very slightly the handlebar nose.
And I launch out, during long evenings, in the CAD of my engines. Lots of beautiful pictures
I hasten to collect all the ideas developed in August 2004 and the CAD views "all hot" in one big report.
In spring 2005, the concepts "diamond-shaped (astroids)" and "cylinder-motors" were sufficiently advanced to respond almost completely to the specifications:
* At function n ° 1: compactness multiplied by 4
* At function n ° 2: minimum power 70 Ch.
* At function n ° 3: sufficiently small partial power steps
* Not very good at function # 4: I have 4-stroke cycles, but the kinematics do not optimize them
* to function n ° 5: variable valve timing fully controllable
* in function n ° 6: existing know-how
* to function n ° 7: variable compression ratio (VCR)
* And function 8: perfect and intrinsic balancing of the motor, is respected.
Function # 4 always gets stuck: the kinematics of my sine or double-sine mechanisms remains hyperconstrained. But I have no better to offer at the time.
In April 2005, comes to me the intuition that the astroid housing is not the only way to actuate and guide the octagonal piston. I imagine that there must be geometries of casing with hollow forms, which while turning around the octagonal piston, ensures at the same time the guidance and the deformation of the octagonal piston.
The difficulty being to find an equation verifying intuition… in May 2005, it was done,
animation (rotating casing)
Quickly, I think that a very interesting configuration is to block the housing and turn the octagonal piston in the housing.
The peripheral rotation housing (CPR) version of the octagonal piston was born: .
unfortunately, the family of equations that I found generates an angular casing which is not technically viable because its sealing is almost impossible.
However, it already makes it possible to envisage a completely new and original motor principle, since it exploits peripheral AND central chambers within the framework of a rotary motor with an articulated octagonal piston.
Thus, there is a huge road traveled since the beginnings of December 2002…
However, I have 2 areas for improvement, as difficult as necessary:
* find a way to check the geometry of astroid motors and cylinder motors
* even more difficult, find a general mathematical formulation for obtaining a configurable casing, hollow and not angular as part of rotary motors with an articulated octagonal piston.
It is on this balance sheet and these prospects for improvement that the year 2004/2005 ends at the Lazarists. I gave satisfaction and people trust me; I learn that I am a tenured in CPGE at Lycée Paul Eluard, establishment classified ZEP "sensitive prevention violence" in Saint Denis… 9-3 in force.
In the meantime, I retire to 6-3 quiet. I am quite tired intellectually. Some masonry work, the installation of internet at home and rest briskly fill the summer break. And September 2005 promises to be "hot".
0 x
Hello Remundo
Your crobar is maybe just an overloaded hair which slightly affects the understanding / vision of what is underneath
A+
Your crobar is maybe just an overloaded hair which slightly affects the understanding / vision of what is underneath
A+
0 x
Reason is the madness of the strongest. The reason for the less strong it is madness.
[Eugène Ionesco]
http://www.editions-harmattan.fr/index. ... te&no=4132
[Eugène Ionesco]
http://www.editions-harmattan.fr/index. ... te&no=4132
Hello Flytox
Surely overloaded, but it is a necessary evil.
Indeed, the adjustment of the compression ratio is done by small additional pistons, sometimes penetrating into the heart of the combustion chambers.
Also, to avoid any collision, it is necessary to detect the spaces which are never swept by the moving parts. To be sure you can see everything, nothing better than superimposing all positions.
And it is also very preferable to have the spark plugs / injectors carried by the adjustment pistons.
PS: I have never consumed a single pill of aspirin to create my engines
Surely overloaded, but it is a necessary evil.
Indeed, the adjustment of the compression ratio is done by small additional pistons, sometimes penetrating into the heart of the combustion chambers.
Also, to avoid any collision, it is necessary to detect the spaces which are never swept by the moving parts. To be sure you can see everything, nothing better than superimposing all positions.
And it is also very preferable to have the spark plugs / injectors carried by the adjustment pistons.
PS: I have never consumed a single pill of aspirin to create my engines
0 x
History and Genesis of the POGDC / MPRBC concepts (after)
Episode 8: The ZEP 'sensitive prevention of violence' and the emergence of the rotary concept
September 2005: here is the Auvergnat, steeped in provincial tranquility and green landscapes, immersed in the heart of the restless and concrete suburbs of the Capital. The extent of the pretty park planted with the Lycée consoles me a little.
The first thing that strikes me when I arrive is the “bunker” aspect of the entrance, with a very small automatic door in solid iron that opens from time to time. This gives an idea of the measures to be taken punctually to repress what is kindly called "intruders".
Compared to Lyon, it is day and night. I had excellent students from fairly well-off categories, in a high school offering very good working conditions. I now have fairly average students, from disadvantaged cities, in a high school to say the least agitated.
Prep classes have been created in this ZEP so as not to abandon the best elements and give them a chance. This is called republican equality and it exists for those who want to bother, let it be said. Here are our premises.
Although very different, the Job is no less interesting: it is a matter of meeting the challenge of bringing these deserving young people to the level of the engineering competition. Only their talents, their work and the investment of the teaching team can overcome the obstacle. And it works: almost all the students (> 90%) enter an engineering school of the correct level, the best sometimes obtain a very good level (ENSAM, Centrale, etc.), and a minority switch to alternative training, such as BTS or faculties.
During the first school term, the “Motor Project” did not progress very much. Everything is complicated and expensive in Paris, and it is not easy to organize there. I am also forced to make frequent trips to Clermont Ferrand.
In addition, during the summer, we headed with my Father, to find a geometry for the confinement of direct solar radiation…
These are the beginnings of what will later become the PHRSD, and that changes me well the ideas which lit up by the Sun, have finally some slim chances to become brilliant...
To pass the time in the "téci dyonisienne", I surf the web and I continue my "technological watch engine". In February 2006, on the forum moteurstirling.com, I come across something catchy… A trilobic ring piston motor, by a certain Pascal HA PHAM…
We get to know each other through a few emails. We exchange technical and philosophical points of view on Renewable Energy and Intellectual Property. The current flows quickly.
In spring 2006, I decided to visit an Industrial Property Attorney (IPC) for the drafting of the MPRBC patent, alias the "cylinder engine" which then takes yet another designation in the provisional title of the patent: "Piston device with alternating rotation movement".
I choose one of the most important firms of the Parisian place. It costs me a lot, but I have to go through it, because at the time, I was completely new to patent writing…
Despite a good big check cashed immediately, my CPI is overwhelmed with work and puts me "in the queue", especially since I am not a "big client" and that the machine is a little less easy to explain than a corkscrew or a removable table leg.
It will take a year to complete, but it was worth it, because this delay allowed my CPI to embroider a text 'with the patent sauce', not always digestible, and especially for my part, to develop the ideal mechanism of movement control . I will come back to this, because in the meantime, there has been real progress on the rotary octagonal piston concept.
Indeed, while waiting for the cylinder engine to advance at my CPI, I take again the theory of the rotary engine with octagonal piston. In March 2006, I still grope on forms which remain angular.
Then in April 2006, click, I manage to find the general equations to calculate adequate forms of casing, notably non-angular, from analytical formulas.
Very variable forms are possible, both in speed and in the setting of the pinch in the center of the motor.
It remains to reprogram all this with an octagonal piston inside, and avoid collisions. I start by simplifying by drawing only a rhombus lengthened by radial bars.
Then I build around the piston heads and the connecting rods, which will give the functional geometry of the machine. Below, the pinching of the profile is too intense.
Finally, I calculate the envelopes of the profile so as to insert a piston head with a non-zero radius. I adjust the pinch so as to obtain parallelism when the octagonal piston is closed.
We are in front of the first Octagonal Piston with Controlled Deformable Geometry (POGDC) in rotary version.
Ironically, the non-rotating POGD does not yet have its controlled version when it is much earlier.
In June 2006, I learn that I will do a replacement in special math PSI, still at the Lycée Paul Eluard. I am happy because this time, I was warned 2 months in advance and I greatly appreciate the PSI (physics and engineering) course, and I will recover the students I had in the first year. So i know exactly what they saw in 1st grade
During the summer of 2006, I prepare my lessons, my TDs… The year of Spé is very intense for the students and the teachers because the competition papers arrive in April / May. Thus, I find myself in a flash in spring 2007… And without knowing it, I am on the eve of finding the way to control movements at will.
Episode 8: The ZEP 'sensitive prevention of violence' and the emergence of the rotary concept
September 2005: here is the Auvergnat, steeped in provincial tranquility and green landscapes, immersed in the heart of the restless and concrete suburbs of the Capital. The extent of the pretty park planted with the Lycée consoles me a little.
The first thing that strikes me when I arrive is the “bunker” aspect of the entrance, with a very small automatic door in solid iron that opens from time to time. This gives an idea of the measures to be taken punctually to repress what is kindly called "intruders".
Compared to Lyon, it is day and night. I had excellent students from fairly well-off categories, in a high school offering very good working conditions. I now have fairly average students, from disadvantaged cities, in a high school to say the least agitated.
Prep classes have been created in this ZEP so as not to abandon the best elements and give them a chance. This is called republican equality and it exists for those who want to bother, let it be said. Here are our premises.
Although very different, the Job is no less interesting: it is a matter of meeting the challenge of bringing these deserving young people to the level of the engineering competition. Only their talents, their work and the investment of the teaching team can overcome the obstacle. And it works: almost all the students (> 90%) enter an engineering school of the correct level, the best sometimes obtain a very good level (ENSAM, Centrale, etc.), and a minority switch to alternative training, such as BTS or faculties.
During the first school term, the “Motor Project” did not progress very much. Everything is complicated and expensive in Paris, and it is not easy to organize there. I am also forced to make frequent trips to Clermont Ferrand.
In addition, during the summer, we headed with my Father, to find a geometry for the confinement of direct solar radiation…
These are the beginnings of what will later become the PHRSD, and that changes me well the ideas which lit up by the Sun, have finally some slim chances to become brilliant...
To pass the time in the "téci dyonisienne", I surf the web and I continue my "technological watch engine". In February 2006, on the forum moteurstirling.com, I come across something catchy… A trilobic ring piston motor, by a certain Pascal HA PHAM…
We get to know each other through a few emails. We exchange technical and philosophical points of view on Renewable Energy and Intellectual Property. The current flows quickly.
In spring 2006, I decided to visit an Industrial Property Attorney (IPC) for the drafting of the MPRBC patent, alias the "cylinder engine" which then takes yet another designation in the provisional title of the patent: "Piston device with alternating rotation movement".
I choose one of the most important firms of the Parisian place. It costs me a lot, but I have to go through it, because at the time, I was completely new to patent writing…
Despite a good big check cashed immediately, my CPI is overwhelmed with work and puts me "in the queue", especially since I am not a "big client" and that the machine is a little less easy to explain than a corkscrew or a removable table leg.
It will take a year to complete, but it was worth it, because this delay allowed my CPI to embroider a text 'with the patent sauce', not always digestible, and especially for my part, to develop the ideal mechanism of movement control . I will come back to this, because in the meantime, there has been real progress on the rotary octagonal piston concept.
Indeed, while waiting for the cylinder engine to advance at my CPI, I take again the theory of the rotary engine with octagonal piston. In March 2006, I still grope on forms which remain angular.
Then in April 2006, click, I manage to find the general equations to calculate adequate forms of casing, notably non-angular, from analytical formulas.
Very variable forms are possible, both in speed and in the setting of the pinch in the center of the motor.
It remains to reprogram all this with an octagonal piston inside, and avoid collisions. I start by simplifying by drawing only a rhombus lengthened by radial bars.
Then I build around the piston heads and the connecting rods, which will give the functional geometry of the machine. Below, the pinching of the profile is too intense.
Finally, I calculate the envelopes of the profile so as to insert a piston head with a non-zero radius. I adjust the pinch so as to obtain parallelism when the octagonal piston is closed.
We are in front of the first Octagonal Piston with Controlled Deformable Geometry (POGDC) in rotary version.
Ironically, the non-rotating POGD does not yet have its controlled version when it is much earlier.
In June 2006, I learn that I will do a replacement in special math PSI, still at the Lycée Paul Eluard. I am happy because this time, I was warned 2 months in advance and I greatly appreciate the PSI (physics and engineering) course, and I will recover the students I had in the first year. So i know exactly what they saw in 1st grade
During the summer of 2006, I prepare my lessons, my TDs… The year of Spé is very intense for the students and the teachers because the competition papers arrive in April / May. Thus, I find myself in a flash in spring 2007… And without knowing it, I am on the eve of finding the way to control movements at will.
0 x
- Pascal HA PHAM
- Grand Econologue
- posts: 1461
- Registration: 30/01/06, 14:56
- Location: sun
- x 25
POGDC / MPRBC
Hello everyone,
Hello Raymond and hat for the retrospective which weaves with the POGDC and other MPRBC the canvas of your voluminous story ....
it is a very nice lesson that you post there:
imagine, cogitate, deposit, calculate, realize, explain .... and above all hang on with determination in the purest style of the passionate researcher ...
yes and that's just the start
damn!
my most sincere encouragements so that this beautiful adventure makes you reach the crest ... not to say the summit ....
Tryphon Sunflower
Hello Raymond and hat for the retrospective which weaves with the POGDC and other MPRBC the canvas of your voluminous story ....
it is a very nice lesson that you post there:
imagine, cogitate, deposit, calculate, realize, explain .... and above all hang on with determination in the purest style of the passionate researcher ...
yes and that's just the start
damn!
my most sincere encouragements so that this beautiful adventure makes you reach the crest ... not to say the summit ....
Tryphon Sunflower
0 x
All around my work, full videos on the web:
https://www.google.fr/webhp?source=sear ... 80&bih=672
https://www.google.fr/webhp?source=sear ... 80&bih=672
- Pascal HA PHAM
- Grand Econologue
- posts: 1461
- Registration: 30/01/06, 14:56
- Location: sun
- x 25
Create no names!
Hey Raymond ....
when you baptize your beautiful machines with enchanting names?
code names are one thing,
but for example, at car manufacturers:
there are beautiful baptismal names:
XARA
XANTIA
MEGANE
SCENIC
(for example)
closer to our concerns there is the TURBICONE of yves and my creature of TRILOBIQUE:
come on Raymond!
names...
names....!
to you the microphone for at least 2 baptisms ....
and we want to share
and we want sugared almonds
and good wine ....!
"code names are too esoteric"
signed: Tire fond Tourne drunk
when you baptize your beautiful machines with enchanting names?
code names are one thing,
but for example, at car manufacturers:
there are beautiful baptismal names:
XARA
XANTIA
MEGANE
SCENIC
(for example)
closer to our concerns there is the TURBICONE of yves and my creature of TRILOBIQUE:
come on Raymond!
names...
names....!
to you the microphone for at least 2 baptisms ....
and we want to share
and we want sugared almonds
and good wine ....!
"code names are too esoteric"
signed: Tire fond Tourne drunk
0 x
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