The Kinematics of the Swashplate Engine with Two Rotating Pairs the Kinematics of the Swashplate Engine with Two Rotating Pairs Yu
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Conseil International
Prof. Günter Elsbett: Controlled shift-liners for optimized scavenging, improved thermal efficiency and multi- stroke capability for opposed piston engines and conventional engines Page 2 Prof. Günter Elsbett: Controlled shift-liners for optimized scavenging, improved thermal efficiency and multi- stroke capability for opposed piston engines and conventional engines INTRODUCTION they are guided and supported by the surrounding cylinder material, leading to Opposed Piston Engines (OPEs) are low oscillating liner masses during shifting. looking back to 120 years of history and have been produced as Otto and Diesel engines, offering a promising challenge in specific output and thermal efficiency. Diesel-OPEs have been used regularly for commercial aircraft due to excellent power/weight ratio, but powering also merchant ships with big engines of several thousands of kW. Already 75 years ago a brake efficiency of more than 40% could be achieved. In recent decades these Fig.1 Cross-section of the 4SOPE engines seem to be forgotten while the research and development engineers put The presented experimental-OPE was just their main focus on emission improvement. created demonstrating the functions of the Conventional OPE-technology is known for hydraulically shifted liners in a fired engine. emission problems, especially caused by The parts are machined from full pieces of scraping lubrication oil into in- and outlet material. This OPE is applied with a simple ports, as common OPEs scavenging is mechanical fuel injection system, single- limited for use in 2-stroke engines only. hole pintle-nozzles and electric governor. Any emission treatment is not applied. Now some new developments in OPE- Data: Single-cylinder, 4-stroke, natural technology show their relevance to future aspirated, 108mm bore, 2x118mm stroke, power-train challenges. -
The “Michell” Crankless Engine – Why Was It Not a Commercial Success?
The Piston Engine Revolution The “Michell” Crankless Engine – Why was it not a commercial success? John A. Anning At the beginning of the twentieth century, when the internal combustion engine was being developed for automobiles and aircraft, some designers arranged for the cylinders to be parallel to the output shaft. These became known as axial or barrel engines. They utilised either the swash plate or wobbleplate principles. The most promising was the Michell Crankless Engine, which was patented in 1917. AGM Michell FRS (1870-1959) was an Australian engineer best known for the design of the “Michell” tilting pad thrust bearing, patented in the UK and Australia in 1905. By the end of WWI Michell was a wealthy man from royalties and applied the tilting pad principle to an axial engine. The principle was first applied to compressors and by 1920 the first IC engine was made. An advantage is that perfect primary and secondary balance can be achieved at all rotational speeds. Michell formed Crankless Engines (Australia) Pty Ltd. A number of engines were built and installed in existing production vehicles. He realised that for the future commercialisation an overseas involvement was essential so offices were opened in London and New York. The Michell crankless principle still remains the most efficient method of converting linear into rotary motion. By the late 1920s with the world depression the Australian company was forced into receivership. A business analysis is given as to the possible reasons for its failure to achieve commercial success. It deserves its place in the panoply of IC engine history. -
Military Vehicle Options Arising from the Barrel Type Piston Engine
Journal of Power Technologies 101 (1) (2021) 22–33 Military vehicle options arising from the barrel type piston engine Pawe l Mazuro1 and Cezary Chmielewski1,B 1Warsaw University of Technology B [email protected] Abstract in terms of efficiency, meaning that piston engines can deliver enhanced range and endurance. This is benefi- The article reviews knowledge about requirements for engines in cial in missions requiring a stopover for refueling and state-of-the-art unmanned aerial vehicles and tanks. Analysis of particularly useful for unmanned supply, observation design and operational parameters was carried out on selected and maritime missions. turboshaft and piston engines generating power in the range of 500 - 1500 kW (0.5 - 1.5 MW). The data was compared In contrast, land combat vehicles have significantly with the performance of innovative, barrel type piston engines, different drive unit requirements. High mobility en- which are likely to become an alternative drive solution in the ables the vehicle to rapidly change location after de- target vehicle groups. tection. To this end, the torque curve as a function of the rotational speed of the shaft is of decisive im- portance. Keywords: military UAV, tanks, turboshaft engines, piston engines, barrel type piston engines The complexity of tank engines adds an additional layer of requirements, impacting the reliability and durability of the power unit, and they come with re- 1 Introduction lated manufacturing and operating costs. In military land vehicles, the engine should be as small This article consolidates knowledge on options and as possible; the space saved can be used for other capabilities arising from use of the barrel type piston purposes. -
Re'search Memorandum
c~~ififf$\? --A- CANC&LLtk, -j&$&+u 7&Czte-/ - &St , Au / 7 B ‘@. El4 3 5 is RE’SEARCH MEMORANDUM STUDY OF COMPRESSOR SYSTEMS FOR A GAS-GENERATOR ENGINE c .-? By Bernard I. Sather and Max J. Tauschek I I Lewis Flight Propulsion Laboratory i I’; Cleveland, Ohio Th~5oxulxa- -Lb-I EiE?ia p$g$p~gyg”~ym”& n&dmccdaat*Lnuj-mr. mM.a~-y yn 1L ,rO.Lblt.d m Irr. -wb!me sty I p.r.*ll. In th mm&y md mnl mwrvb.althabEd~.~ Ct*Ur omM~~~mycmarra~~ . SC- M*. aml Lil --.2iHmMMkDZD= L?hudd!szatl:r*d-munba NATIONAL ADVISORY COM M FOR AERONAUTICS WASHINGTON April 13, 1949 viJ!=s-! $ AC .c 3mkuy - --m!sv Awcf+AlrlliAL -km --L \ WV F-a-3 VI - --- --S~~l~~~~~~~lll~ NACA RM No. RCA28 ._..-___- -- .-.--- NATIONAL ADvIsaaY colNEEE Fak AERo~mIcs ByBernardI.SatheramdMaxJ.T'auschek Various methods of providing omessor-capacity and pressure- ratio control in the gas-generatm type of compound engine over a range of altitudes frcm sea level to 50,000 feet ax8 presented. The analythal results indicated that the best method of con- trol is that in which the first stage cf compression is carried out in a variable-speed supercharger driven by a hydmulio slip coupling. The second stage of oc~apression oould be either a rotazy constant-pressure-ratio-type cmpressor or a piston-type ccaspressor, both driven at oonstant speed. The a.n3lysis also iradioatedthat the variation Crp the value of the load coefficient for the first and second stages cd? the rotary constant-pressure-tgpe cqessor combination was within reasonable limits and that the valve timing . -