Saw this at the Mount Gambier show and had to share.
Really appreciate the interest shown so far.
Some good views of rockers and scavenge blower and a look in the inlet showing the piston working as the valve plus the injector shooting into a glass jar.
As a kid I remember the sharp bark these engines made at full noise. Apologies to anoraks who want to know all the details but it was hard to hear the chap at the engine because of surrounding noise.
The chugging noise you can hear is the vintage Ronaldson Tippett engine which is turning this engine over slowly so you can see how it works.
Further notes: It is a 2 stroke cycle which fires every revolution and uses the piston on the inlet side to open and close the port and the piston on the Exhaust side to uncover the Exhaust at the appropriate time while the blower is not to supercharge but to "scavenge" the spent gases ( basically the air blows in the inlet and out the Exhaust at a slight pressure)
Extreme Engine Failure
This engine was donated to a school's automotive program, had outlived its usefulness, and was scheduled to be sent to the junkyard. By contractual law, it had to be destroyed or re-donated once we were done with it. It could not be sold or parted out. This video was part of a recruiting video hence the music. I'm working on posting the original clip without the music.
PAUT MOTOR-REVOLUTIONARY ENGINE.wmv
PAUT ENGINE -
Prototype 2 is performed as an engine with two-sided pistons, positioned at 90° to each other, in combination with PAUT two-stroke cycles (fig 1). Such construction provides an engine containing less assembling parts, having smaller mass to power and overall-dimensions to power ratios, which are the presumptions for a successful product to be accomplished and for low cost production/exploitation to be expected. Smaller mass, compared to the prior art engines, derives from the fact that PAUT engine contains considerably less assembling parts lacking elements such as: rods, camshafts, camshaft's driving parts, some valves, large heads.
The very construction of the two-sided piston (fig 3) has more advantages. Contact area between two-sided piston and cylinder is considerably larger compared to prior art pistons. Hence, specific pressures are lower and since the two-sided piston is lubricated under the pressure, the friction is considerably smaller, the more so as we know that normal force Fn in the engine center equals zero (fig 2a).
All these results with less wear of the piston and the cylinder. Such a two-sided piston has considerably smaller mass compared to the prior art assembly it replaces, consisting of two pistons with their prison-shafts and two belonging rods, resulting in lessening of linear motion inertial forces.
This construction has still more advantages as compared
to prior art engines such as:
- better controlled cooling of cylinders not being adjoined to each other
- smaller friction inside the engine due to less moving parts
- increasing the capacity of this engine, though considerably, results in overall dimensions to increase only slightly
- gravity center is posted lower (it is in the engine center)
- better forces configuration in the very engine, while negative forces and torques nullify each other completely (fig 2b)
- it is possible to dismount pistons and cylinders without entire dismounting of the engine
- no special tools nor machines were used to produce this engine
- there is less noise due to the design of the two-sided piston
- though the cycle is of two-strokes, the lubrication is performed as if it was four-strokes
The objections on this construction should be as follows:
- due to the compressed construction , the starter should be mounted on the gear box, but with some endeavour it is possible to mount it on the very engine
- the force on the output journal of the crankshaft (fig 2a) is twice compared to the one at prior art engines, but this problem becomes negligible with a proper design of the journal and of the operating shaft bearings
- there is no oil sump at this engine, hence an additional oil-pump is needed
- since it is a two-stroke cycle engine, the engine cylinders are submited to higher mechanical and thermical load comparing to four-strike cycle
Prototype 2 - characteristics (technical data):
• Two-stroke engine
• Engine-block measurments with heads mounted 500mm x 440mm x 440mm
• Engine two-sided piston diameter 100 mm
• Compressor two-sided piston diameter 120 mm
• Two-sided piston stroke 88 mm
• Capacity 7000 cm3
• Number of chambers 4(engine) + 4(compressor)
• Number of two-sided pistons 2(engine) + 2(compressor)
• Weight 135 kg
• Power, torque and specific consumption have not been measured as yet.
Stationary Engine: Junkers Freikolbenkompressor
Von diesen wunderschönen Treffen habe ich auch eine DVD erstellt.
Dieser Kompressor mit seinem angeschlossenen Presslufthammer war schon vom Weiten, auf dem Bulldog, Dampf und Diesel Treffen, zu hören. Man brach damit die Steine, die anschließend im Steinbrecher gebrochen wurden.
Das war sehr schön und anschaulich gemacht.
Russian Rotary Vane Engine
Rotary Vane Engine proposed to power Russian hybrid car 'ё мобиль' (Yo Mobile).
Build your own tuned pipe using a pressure washer.
R-3350 Airplane Engine Run
R3350-89 Engine Run. This is a TC-18 version of the powerful Wright 3350 series of radial engines built during the 1950's. This engine was started and run here in California on an authentic USAF engine test stand built specifically to test and qualify these types of engines. Full diameter Hamilton Standard propeller with full pitch control.
Follow us on Twitter for more updates and chatter @aero_telemetry
5-Stroke Engine - Concept
Further information at www.5-stroke-engine.com
Mario Illien, expert on racing engines expresses his opinions regarding the 5-stroke concept (inventor: Gerhard Schmitz, Belgium). The video has been released for publication by courtesy of NZZ.
World smallest V12 engine
Apparently the builder's name is Yesus Wilder and he only used three materials to build the engine. Stainless steel, aluminum, and bronze.
All credits to him.
1956 Commer C7 MkIII TS3 2-stroke
** Courtesy of http://www.commer.org.nz ** David Kent of South Australia restored this MkIII interim. The Commer is a CD 762 meaning it originally had a lwb 162" chassis.
The Rootes TS3 (Tillings-Stevens) engine was a unique design, loosely based on the Sultzer Bros concept. The TS3 was built by Commer and first used in 1953.
Courtesy of http://www.commer.org.nz