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#1 ToxicEnviroment

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Posted 05 August 2015 - 22:04

Was thinking today -and I figured that it would be totally possible to construct IC engine with different cylinder displacement. Or asimetric placement of the cilynders. Or both. For eg. big cylinders in left block of the V engine and small cylinders in right block of the engine. That way you would neutralise the engine inertia.

 

If you have some other out of the box ideas, please write them here



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#2 manolis

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Posted 06 August 2015 - 04:03

Hello ToxicEnviroment.

Quote from http://www.pattakon....takonPatPOC.htm :

"Variable capacity

The variable capacity of the OPOC engine (deactivation -by means of special clutches- of some modules in case of partial load operation) better matches with the PatPOC engine, because the full balance of the single-cylinder module of the PatPOC provides more efficient adjustment of the capacity of the engine to the load. The cylinders of the PatPOC are deactivated one-by-one, thereby the PatPOC can run as a single cylinder, a twin, a three cylinder etc engine.

The figure below (from http://www.pattakon....PE.htm#harmonic ) is explanatory:

HARMO4.gif

In the EcoMotors’ variable-capacity-engine approach:

OPOC_variable_capacity.jpg

the cylinders are deactivated two-by-two; this is because each basic module of the OPOC comprises two cylinders.
Special clutches are used for the disengagement; and the power of the distant basic module passes to the load indirectly, through the crankshaft of the next to the load basic module.
I.e. the OPOC basic module the nearest to the load, works overtime.
In case of failure (reasonably, the overworking module will fail first) the complete system halts.

In the pattakon approach (Fig 21) the cylinders are deactivated one-by-one, enabling a closer to the optimum capacity.
With a twin PatPOC at the one side of the primary shaft of the gearbox, and a single PatPOC at the other side, the set can run as either a single cylinder, or as a two cylinder or as a three cylinder engine.
The power of each module arrives directly, and independently, to the load.
In case the one engine fails, the other continues normally for “ever”, improving the reliability/safety of the system.
And they are needed neither special clutches, nor high tech control systems (even a manual system works fine).


Hybrid killer tech?

Consider the case of a sport car having a powerful V-8 engine at the one side of the primary shaft of its gearbox (in the place of the 11, Fig 21), and a small green engine (like the single cylinder full balanced PatPOC or PatOP, or like the Fiat 500 TwinAir) at the other end of gearbox primary shaft (in the place of the 10, Fig 21).
The car can go downtown (and anywhere else the driver likes to go economically and environmentally) using its small green engine.
With the coolant from the small engine circulating into the big engine, to keep it warm, the V-8 is ready, any moment, to power the car (with or without the assistance of the green engine).
The vehicle is way more reliable and cheap-to-run and cheap-to-maintain and green.
The big engine design becomes more uncompromised.
And because it doesn’t need to operate at conditions not matching its character, the big engine will last longer (it isn’t rare: an expensive sport car struggling to idle in the bottleneck, with the rest drivers shutting their car windows to keep the noise out).

Compare this solution to the new sport hybrid cars the sport-car makers launch, one by one, in their effort to comply with the present and future emission regulations.
Judging from the 95 gr CO2 / Km, in the combined European cycle, of the 1030Kp heavy Fiat 500 TwinAir, the sport car, any sport car, can be – according the present regulations – as green and fuel efficient as the best hybrid cars, without batteries, without electromotors, without high tech control and without high cost."

End of quote


Instead of PatPoc or Harmonic engines sharing the same gearbox, you can also use the PatOP engines (full balanced even as single cylinder, more at http://www.pattakon....ttakonPatOP.htm )





The deactivation of some cylinders of an engine (as in the VW TSI ACT) has a significant drawback: the reciprocating pistons / piston-rings in the deactivated cylinders consume as friction mechanical energy provided by the active cylinders.

Quote from http://www.pattakon....PatPortLess.htm :

"Balancing the single cylinder PatPortLess:

In the GIF animation below, the balance webs on the crankshaft (cyan), the (red) contra-rotating counterweight besides the crankshaft (at right), and the (red) contra-rotating small counterweights secured on the transfer camshaft (at left) balance completely the first order inertia force without increasing the inertia torque.

The vibration-free quality of this single cylinder PatPortLess is better than the vibration-free quality of the four-stroke two-cylinder TwinAir engine of FIAT used in several successful small and medium size cars: the two engines have the same number of combustions per crankshaft rotation, but the PatPortLess has a better balancing (the single counter-rotating balancing shaft of the FIAT TwinAir engine cancels the first order inertia force in expense of a substantially increased inertia torque; this is why in engines like the Yamaha TDM it is used a pair of counter-rotating balancing shafts).

A single cylinder for the propulsion of small / medium size cars, sounds bizarre.

Today most people would not even consider buying a medium size car having a single cylinder engine.

However if the two-cylinder four-stroke TwinAir of FIAT is good for the Alfa Romeo Mito, and if the VW TSI ACT (cylinder deactivation) is good for the VW POLO when it operates with only two cylinders, the single cylinder PatPortLess is better.


In the GIF animation below, the transfer valve actuation mechanism comprises a "rocker-arm" (blue) having a pair of roller-bearing cam-followers (green).

The holes at the top of the big cylinder (at left) can either be just holes through which compressed air is fed to the engine (from a turbocharger, for instance), or they can comprise reed valves to form a zero-cost built-in supercharger, or some of them can comprise reed valves with the rest being controlled by a throttle valve for a twin-charger PatPortLess.

Instead of sprockets, a pair of gearwheels can be used for the driving / synchronization of the red counter-weight at right.

Simple, lightweight and compact structure.

PatPortLess_single_balance.gif

Thanks
Manolis Pattakos

#3 bigleagueslider

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Posted 08 August 2015 - 06:15

TE- Could you explain how your concept would perform better than existing engine configurations? An I6 has excellent dynamic balance and even firing. So does a split pin crank 60deg V6, or a cruciform crank 90deg V8, or a 60deg V12, or a flat 6 boxer.



#4 kikiturbo2

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Posted 08 August 2015 - 21:33

didnt honda's moto gp V5 run different cyl bore for the two banks?