New 4 stroke engine (in English)

Topics about this forum and the econology in english speaking for people who are not understandable french language.
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inventor
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by inventor » 10/04/06, 23:57

Bolt wrote:Good evening
Here they also eliminated the valves, don't they have other more difficult drawbacks to solve? To be continued
bolt

Good evening
Are see Aspin engine in my history.But this carbon ....
andrew :D
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vttdechaine
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by vttdechaine » 11/04/06, 10:49

Paldeolien wrote:
To understand the phenomenon of inertia one must do simulations on computer and see how a motor behaves by watching it work with slowed images.
Yes OK but these simulations start from a mechanical principle. This is what I would like to understand: what mechanical principle makes the inertia of an engine the biggest problem? A tractor engine has a big inertia but remains the best engine usable for agricultural work. My diesel engine has more inertia than other engines but is still very usable (especially given the low speeds generated).
Which simulator do you use?


I understood a lot by doing this and in any case, a parts like a rotating (heavy) crankshaft that is not perfectly balanced is a great big problem.
OK but between the dynamic balance of a rotating part and its inertia is not the same thing. A room can have a huge inertia (a car wheel for example) and stay perfectly balanced.

In addition it is hyperstatic when multiplying the number of pistons.
????? Hyperstatism is when the same degrees of freedom are blocked several times. What degrees of freedom "desirable" to the proper operation of the engine can one block by multiplying the cylinders and pistons?

And then anyway, it's not and it will never with a classic crankshaft that the engines will be powerful.
For the moment, the experiments that I have seen are essentially focused on this type of engine. The other methods are sometimes even theoretical (I think of engines without connecting rod for example).

What makes the power of an engine is the distance between the crankshaft and the connecting rod, and the greater the distance, the greater the output torque. The lever arm increases the force.
Yes but it also means a low rotational speed with possibilities of filling the cylinders not always optimum (speed of the gases). The same principle is found in cycling where, theoretically, the longer the cranks are, the greater the force to the rear wheel is. The condition is that the legs can be turned very quickly and the muscles do not develop at The infinite!
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by Other » 11/04/06, 15:13

Hello mountain bike

Long-stroke engines are almost all dedicated to the tractor or the boat or slow engine where torque is sought
except on slow engine planes we prefer super square engines
smaller connecting rod and narrower footprint for flat motors
Lycoming aircraft 95mm piston 132mm 2800 RPM maximum cruise engine 2400 RPM
We must not forget that there is a linear speed of the piston not to be exceeded on an engine on a stroke of 4 inches or 100mm
the rotation speed of 4500 rpm is a maximum for a piston
the other defect in the cylinder head in this small diameter it is more difficult to put large intake valves
the connecting rod must be very long so as not to rub into the cylinder, the hot gases are in contact with the cylinder for a longer time.
the advantage that allows a greater relaxation of the gases, therefore theoretically more efficiency, but because of the other disadvantages the overall efficiency is less good.

As far as the usable torque is concerned, all you have to do is adapt a good gearbox on a super-square motor and ultimately on the wheels we have the necessary torque.

The history of piston engines is full of contracitory limits, whether from the lifting of the valves from the crankshaft to the piston to the thickness of the segments ect.

For vibrations it is very complex it is not a simple balancing which solves the problem it takes damper dampers for (secondary vibrations)
When I reassemble my Lycoming engine I weigh everything and machine the parts on a laboratory balance piston piston rod segment, swing the crankshaft in the factory ect .. and despite that there remains a vibration that we have to live with It sells a kind of aluminum flywheel (Damper) with sprung mounts which are placed behind the propeller to absorb a certain frequency of these small vibrations, a vibration on an airplane destroys all the rivets and a cell on a plane (When it rains and you see a trace of aluminum under the rivet heads, the damage is done)

Andre
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paotop
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by paotop » 12/04/06, 09:05

Bolt wrote:Good evening
Here they also eliminated the valves, do they have no other disadvantages more difficult to solve? to be continued

http://www.rcvengines.com/pdf_files/pr/technologypack-feb06.pdf

bolt




In the same genre : http://www.rotonusa.com/
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by inventor » 02/05/06, 09:39

Computer design for best ecology, Computer manufacturing for best ecology, Computer steering work for best ecology, -effect see on picture (Nature know better :D :D)
Image

Regards Andrew
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by vvm » 02/05/06, 22:07

bolon wrote:
Good evening
Here they also eliminated the valves, do they have no other disadvantages more difficult to solve? to be continued

Hello everyone
It seems to me that the motors without valves have been exciting for quite some time (the 2-stroke make you what?) Certainly it does have terrible yields. But there are diesel systems which exist and put on the market from 1947 and without revolution (lack of means and study (no numerical simulation)) for more info see the site; www.tract-old -engines.com/map.htm
and all the others that I haven't listed.
a+
Hervé [/ b]
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by inventor » 07/05/06, 16:17

Nature knows better

Image
Image
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Regards Andrew :D

I hope, so people was right health next total block engine :|
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by Philippe Schutt » 08/05/06, 08:54

what about the large dead volume at the time of the passage from the end of the exhaust to the beginning of the intake?
In fact, the 2 small pistons are moved back more than half their stroke, which means that the cylinder does not empty completely. basically it must be within 30% of the displacement!

then, but not insoluble, lubrication and tightness of the high pistons, see position of the scraper segment on the animation. oil consumption?

And lastly wear on the lights, low engine life, like the 2T.

I like the photos of pistons, but has anyone seen such a short piston? : Shock:
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VOLUME




by inventor » 08/05/06, 14:22

http://www.new4stroke.com/volume.xls
NEW table position and volume 3 piston engine (160 KB)
Regards Andrew :D
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by neant » 08/05/06, 15:23

Philippe Schutt wrote:what about the large dead volume at the time of the passage from the end of the exhaust to the beginning of the intake?
In fact, the 2 small pistons are moved back more than half their stroke, which means that the cylinder does not empty completely. basically it must be within 30% of the displacement!

then, but not insoluble, lubrication and tightness of the high pistons, see position of the scraper segment on the animation. oil consumption?

And lastly wear on the lights, low engine life, like the 2T.

I like the photos of pistons, but has anyone seen such a short piston? : Shock:


Yes, on Formula 1 engines, they are even shorter.
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