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13984
Check out the other vids to see how it works. This is awsome.
http://video.google.com/videoplay?docid=-7238800781365222249
http://video.google.com/videoplay?docid=-7238800781365222249
Titanium-99
Member
- :
- 2007 Diamond Graphite Infiniti G35 Coupe
Wow That thing is awesome and mind blowing. I would love to see a prototype vehicle to really see what kind of numbers it puts down. it would solve some issues with fule in this nation but I fear that it will never make it into a production vehicle be it a car or a tractor truck.
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13984
Yeah, oil companies will probably pay top dollar to keep it out of production.Titanium-99 said:
Titanium-99
Member
- :
- 2007 Diamond Graphite Infiniti G35 Coupe
that is what I am thinking but there is nothing that the guys couldnt start his own car company. Though that is highly unlikely! The oil companys would never let this thing see a prduction line and im sure are already paying the auto industry lots of cash as it is now to keep things like this out of their production vehicles.
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The only thing that gives me a little hope this will make it is the fact that car manufacturers are already looking into hydrogen vehicles, so why not a bio deisel.
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13984
You didn't pay any att. or watch the other vids did you? There were 11 engineers along with other people, and around 4 million spent in r&d.altspace said:
(poke)
I think he's got the right approach. Go for the truck makers first. They are already facing serious regulations on conventional diesel engines. If this little thing could really make the MPG he claims and offer all of the torque I think big diesel makers might go for it. They sell trucks based on power, dependability and fuel economy and aren't as plagued by the stigmas that are associated with diesel engines by car buyers.
(Remember he said the best thing to run it on is bio-diesel, he didn't say it can't be run on diesel. So, this engine isn't gonna have to wait for special fuel stations.)
(Remember he said the best thing to run it on is bio-diesel, he didn't say it can't be run on diesel. So, this engine isn't gonna have to wait for special fuel stations.)
Here's what I thought the first time the MYT engine showed itself around these parts:
So he's demonstrated that it works...I wonder why this engine type isn't used in cars by now? Maybe because there are insurmountable technical challenges that prevent the engine for oppoerating for more then a few minutes? I just don;t see how they will ever get a design that will provide sufficient sealing of the various cylinder parts. The other challenge of these no-valve engines is emmissions. If they could perfect the seal issue and improve emmissions then they would just take that technology and apply it to the Rensis which has similar although less severe technical challenges. Plus the Rensis is, IMO, a better engine design the the MYT anyway.
---AND---
I heard about this engine a while back and had to do a little thinking about it before I understood exactly how the engine works.
The first this to understand is the way these paddle-like things act as pistons and go through the same basic four strokes as a typical engine. The animation is difficult to grasp at first because you don't exactly know where to look when. Basically, there are two sets of four paddles. Each one of the four paddles is executing a different stage of the four strokes at any given time, either acting as the cylinder head or piston depending on the exact position at the time. The complex armature keeps the set of paddles going in one direction so during the 'bang' stroke, the front paddle (and the three other paddles its attached to) moves forward. This movement energizes the other three strokes at the same time, either compressing, sucking, or blowing depending on the position. The whole thing starts anew, this time with the other set of four paddles doing the work a split second later.
An interesting set of movements to be sure. Unfortunately, having the two paddle 'rings' sliding along each other creates some problems. Not least of which is sealing. In a normal cylinder, there are only two points of exit for gases besides the valves. The first is where the head meets the block and the second is around the piston. We use head gaskets and pistons rings to seal against leaks. These seals have relatively little linear distance to seal and are very effective. The MYT motor has three full-circumference joints to maintain (see diagram below). We can envision the joint between the paddle rings as being two flat surfaces moving against eat other. This is unlike either the piston ring (which seals perpendicular to the direction of movement) or the head gasket (which doesn't move and is wedged between to pieces of very carefully secured metal). A new type of very high durability material would need to be developed and even then would have a hard time dealing with combustion pressure.
Diagram 1
Further, you would have to find some way of lubricating this seal, as well as the seal around each paddle without burning off too much oil. There is no place for an oil squirter that I can see so a new way to lubricate these surfaces would need to be devised.
As I stated before I would love to see these technical challenges solved. Of course if you could solve them, then you could probably make a worl of difference on an engine like the Rensis Wankle which I think is a better design anyway.
---AND---
Simplicity, balance, durability
If thie MYT motor has 20 parts then the wankle only has 10. Fact is, the are only the 3 block castings, 2 rotors, 2 spark plugs, and the crank in the wankle. Very simple.
The wankle is also naturally balanced with no changing direction, or starting and stopping of large engine components.
Balance equals durability.
Finally, the wankle too is compact. If engineers could solve sealing problems of the rotor tips and also devise a way to lubricate the movement of the rotor without burning oil, then I believe larger (3+ rotor) turbo rotary engines would be a more well-rounded engine than the MYT motor.
The major design drawback to the MYT is the previously mentioned sealing issues and the large mass of the paddle wheels. From the picture each paddle is pretty substantial and starts and stops without any equal and opposite for acting on like a piston engine. I think this creates serious issues with in-car applications because of NVH created by such movements.
So he's demonstrated that it works...I wonder why this engine type isn't used in cars by now? Maybe because there are insurmountable technical challenges that prevent the engine for oppoerating for more then a few minutes? I just don;t see how they will ever get a design that will provide sufficient sealing of the various cylinder parts. The other challenge of these no-valve engines is emmissions. If they could perfect the seal issue and improve emmissions then they would just take that technology and apply it to the Rensis which has similar although less severe technical challenges. Plus the Rensis is, IMO, a better engine design the the MYT anyway.
---AND---
I heard about this engine a while back and had to do a little thinking about it before I understood exactly how the engine works.
The first this to understand is the way these paddle-like things act as pistons and go through the same basic four strokes as a typical engine. The animation is difficult to grasp at first because you don't exactly know where to look when. Basically, there are two sets of four paddles. Each one of the four paddles is executing a different stage of the four strokes at any given time, either acting as the cylinder head or piston depending on the exact position at the time. The complex armature keeps the set of paddles going in one direction so during the 'bang' stroke, the front paddle (and the three other paddles its attached to) moves forward. This movement energizes the other three strokes at the same time, either compressing, sucking, or blowing depending on the position. The whole thing starts anew, this time with the other set of four paddles doing the work a split second later.
An interesting set of movements to be sure. Unfortunately, having the two paddle 'rings' sliding along each other creates some problems. Not least of which is sealing. In a normal cylinder, there are only two points of exit for gases besides the valves. The first is where the head meets the block and the second is around the piston. We use head gaskets and pistons rings to seal against leaks. These seals have relatively little linear distance to seal and are very effective. The MYT motor has three full-circumference joints to maintain (see diagram below). We can envision the joint between the paddle rings as being two flat surfaces moving against eat other. This is unlike either the piston ring (which seals perpendicular to the direction of movement) or the head gasket (which doesn't move and is wedged between to pieces of very carefully secured metal). A new type of very high durability material would need to be developed and even then would have a hard time dealing with combustion pressure.
Diagram 1
Further, you would have to find some way of lubricating this seal, as well as the seal around each paddle without burning off too much oil. There is no place for an oil squirter that I can see so a new way to lubricate these surfaces would need to be devised.
As I stated before I would love to see these technical challenges solved. Of course if you could solve them, then you could probably make a worl of difference on an engine like the Rensis Wankle which I think is a better design anyway.
---AND---
Simplicity, balance, durability
If thie MYT motor has 20 parts then the wankle only has 10. Fact is, the are only the 3 block castings, 2 rotors, 2 spark plugs, and the crank in the wankle. Very simple.
The wankle is also naturally balanced with no changing direction, or starting and stopping of large engine components.
Balance equals durability.
Finally, the wankle too is compact. If engineers could solve sealing problems of the rotor tips and also devise a way to lubricate the movement of the rotor without burning oil, then I believe larger (3+ rotor) turbo rotary engines would be a more well-rounded engine than the MYT motor.
The major design drawback to the MYT is the previously mentioned sealing issues and the large mass of the paddle wheels. From the picture each paddle is pretty substantial and starts and stops without any equal and opposite for acting on like a piston engine. I think this creates serious issues with in-car applications because of NVH created by such movements.
- :
- 2001 Pro 2.0 LX
if this is legit, then it's just another engine that oil companies will try and keep out of the market.
vindication said:
Right, just like this crazy combination gasoline and electric engine that gets much better gas milage then just an IC engine alone. I heard Toyota or someone was going to make this engine but then ExxonMobil paid them and the guy with the 100MPG carburetor like $100,000 not to make it. Crazy, man!
Do you REALLY think there is more money to be made from the sale of oil then from the sale of alternate forms of power? Bringing cheap, renewable and/or more efficient forms of energy to the billions of people who who have never even sat in a car would provide nearly limitless profits for centeries. And to that and, ExxonMobil could buy the patent rights to nearly all alternate forms of producing energy with the amount of money it spends on R&D each year. Why wouldn't they just buy all the patents and shred them so no one can ever make another oil competitor?
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13984
You make alot of very good points. The only answer to any of those that I found was to the oil squiters or lubricating. The intention of this motor is to run off biodiesel, which would be the lubricant. Here is they're website, they have a forum also.http://www.angellabsllc.com/index.html
NVP5White said:Here's what I thought the first time the MYT engine showed itself around these parts:
So he's demonstrated that it works...I wonder why this engine type isn't used in cars by now? Maybe because there are insurmountable technical challenges that prevent the engine for oppoerating for more then a few minutes? I just don;t see how they will ever get a design that will provide sufficient sealing of the various cylinder parts. The other challenge of these no-valve engines is emmissions. If they could perfect the seal issue and improve emmissions then they would just take that technology and apply it to the Rensis which has similar although less severe technical challenges. Plus the Rensis is, IMO, a better engine design the the MYT anyway.
---AND---
I heard about this engine a while back and had to do a little thinking about it before I understood exactly how the engine works.
The first this to understand is the way these paddle-like things act as pistons and go through the same basic four strokes as a typical engine. The animation is difficult to grasp at first because you don't exactly know where to look when. Basically, there are two sets of four paddles. Each one of the four paddles is executing a different stage of the four strokes at any given time, either acting as the cylinder head or piston depending on the exact position at the time. The complex armature keeps the set of paddles going in one direction so during the 'bang' stroke, the front paddle (and the three other paddles its attached to) moves forward. This movement energizes the other three strokes at the same time, either compressing, sucking, or blowing depending on the position. The whole thing starts anew, this time with the other set of four paddles doing the work a split second later.
An interesting set of movements to be sure. Unfortunately, having the two paddle 'rings' sliding along each other creates some problems. Not least of which is sealing. In a normal cylinder, there are only two points of exit for gases besides the valves. The first is where the head meets the block and the second is around the piston. We use head gaskets and pistons rings to seal against leaks. These seals have relatively little linear distance to seal and are very effective. The MYT motor has three full-circumference joints to maintain (see diagram below). We can envision the joint between the paddle rings as being two flat surfaces moving against eat other. This is unlike either the piston ring (which seals perpendicular to the direction of movement) or the head gasket (which doesn't move and is wedged between to pieces of very carefully secured metal). A new type of very high durability material would need to be developed and even then would have a hard time dealing with combustion pressure.
Diagram 1
Further, you would have to find some way of lubricating this seal, as well as the seal around each paddle without burning off too much oil. There is no place for an oil squirter that I can see so a new way to lubricate these surfaces would need to be devised.
As I stated before I would love to see these technical challenges solved. Of course if you could solve them, then you could probably make a worl of difference on an engine like the Rensis Wankle which I think is a better design anyway.
---AND---
Simplicity, balance, durability
If thie MYT motor has 20 parts then the wankle only has 10. Fact is, the are only the 3 block castings, 2 rotors, 2 spark plugs, and the crank in the wankle. Very simple.
The wankle is also naturally balanced with no changing direction, or starting and stopping of large engine components.
Balance equals durability.
Finally, the wankle too is compact. If engineers could solve sealing problems of the rotor tips and also devise a way to lubricate the movement of the rotor without burning oil, then I believe larger (3+ rotor) turbo rotary engines would be a more well-rounded engine than the MYT motor.
The major design drawback to the MYT is the previously mentioned sealing issues and the large mass of the paddle wheels. From the picture each paddle is pretty substantial and starts and stops without any equal and opposite for acting on like a piston engine. I think this creates serious issues with in-car applications because of NVH created by such movements.
gimpo2 said:
I guess I just believe that investing billions of dollars in new technology will lead to a truly reveolutionary advance in energy production. Angel and a room full of engineers are not going to come up with the next big thing alone. Technology and materials science is too advanced for backyard engineers to get anywhere near a product ready for large-scale use in the world's energy economy. Eventually, fossil fuels will be relegated to special uses beyond the everyday. Cars will be plug-in hybrids with lithium-ion batteries charged by modular nuclear power plants and wind turbines.
The sooner ExxonMobil gets us there, the sooner they get those profits.
BTW: what kind of MPG does this thing get? I bet its horrible.
