I heard he has some impressive wood.
- I wanted to see a movie of your engine in action, not a walkaround of an old car engine sitting on a bench.
- What does that second video have to do with what we’re talking about?
Can you show us a video of your engine while it is running?
They’re never really clear about why this engine is supposed to be more efficient than conventional reciprocating-piston engines. There are several steps in a conventional engine at which energy is lost or discarded:
Pumping Losses. Energy is spent trying to suck air into the engine and trying to blow exhaust out of the engine. These losses are actually pretty modest at wide-open-throttle conditions in a conventional gasoline engine. They are higher at part-load, when you are trying to suck air past a partially-closed throttle plate; the same would be true of the IRIS engine, unless they’re using variable valve timing to control engine breathing (and VVT can be used to control breathing on a conventional engine too; nothing special there for the IRIS).
Blow-by. On a conventional engine, gases leak past the piston rings. Whether it’s raw fuel-air mixture or combustion products, that represents energy that won’t be converted to work. These losses aren’t likely to be lower on the IRIS engine, which appears to have far more linear inches of seal per unit-volume of displacement.
Thermal losses. Your car’s engine needs a radiator because the hot combustion gases lose heat to the cylinder walls, and those walls need to be kept cool enough so that the oil can maintain its lubricative function. The IRIS engine will have the same issues.
Compression ratio. Or more specifically, expansion ratio. This sets an upper bound on engine efficiency. Modern production gasoline engines typically operate at around 11 or 12 to 1, which caps overall efficiency at less than 50% (see chart here). The fuel chemistry limits the allowable compression ratio, but the important thing for efficiency is the expansion ratio; the latter can be held high in a conventional engine by using the Atkinson cycle, as is done on the Toyota Prius. The IRIS engine may have a high expansion ratio, but as noted, this is not something that’s unique to the IRIS.
They make some claim about increased “working surface area,” but why exactly does this matter? They don’t say.
So why, exactly, is the IRIS claimed to be more efficient???
Didn’t you mean to join in July?
I couldn’t figure anything out from the sources supplied. They seem to be saying the force of combustion applied over a larger surface are is more efficient. This is true in a conventional piston engine with wider shallower piston in the conversion to of energy to a shorter stroke. But that simplifies the mechanical design of an engine while this one makes it much more complex. It’s hard to believe with that weird mechansim to transfer the linear motion to rotary that any advantage can be obtained.
It’s not true that a wider piston (and shorter stroke) inherently makes for more efficient conversion of heat to work in a conventional engine. As in any other engine, the expansion ratio limits peak efficiency, and unless you change that, the theoretical limit will still be the same. Moreover, in an oversquare engine, there may be reduced piston/ring friction, but the increase in combustion chamber surface area results in higher thermal losses than would otherwise occur; the net result is typically lower efficiency.
An oversquare engine is no simpler (or more complex) than an engine with a different bore-to-stroke ratio; it still has the same number of parts.
Simpler was the wrong word. It has a shorter stroke reducing the length of motion of the piston and rod, but putting more force into the bearing. That’s all I meant. You’re description of the efficiency difference sounds right. I was just picking that as an example of a case where greater surface area has some advantage. I don’t see it carrying over to the Iris design at all. As a matter of fact it’s so much more complicated with so much more bearing area it doesn’t make sense to expect any advantage from it.
I’m not very knowledgeable about what a new prototype engine should look like, but this looks alot like something pulled from an auto junkyard.
Not the gold, which is lit…
Our ration, quite enough chromium on this engine …
But how is the sound.I am sure that you escaped from garage, when I start it…
And not look …
Ok, little chromium specjaly for YOU :
http://www.new4stroke.com/images/muffler.jpg
And such clutter you will not see you never…
http://www.new4stroke.com/images/Uff.jpg
Andrew: D
For the last time: Can you or can you not show us a video of your prototype engine in action?
NO photographs of engine pieces.
NO simplistic animations.
JUST your engine, operating.
A sound engineer? Well now I’m convinced :rolleyes:
Not because I do not have such a movie. It would be a purpose.
Open the mask of his car, start the engine and make the film.
Then extinguish engine and also make the movie.
I think that the only sound you know whether the engine is working as expected, or not …
and you’re not the first, which calls for teh video … post 10
Why not?
Because its a complete fabrication.
It might even have them to a worse degree. Looking at the animation, I can’t see how those flapping petal things are supposed to be kept cool. Oil sprayed on the outside? Cooling channels run through the shafts somehow? Or has that issue simply not been thought of at all?
Well, that’s obvious, but I have a sado-masochistic desire to fight my way through his explanation in fractured English.
From the thread he last linked to:
Tells me pretty much what I need to know about his “engineering”.
http://www.youtube.com/watch?v=Fb8IFfnbjY8
And my applied in industry movie you skip? can you against the film for an Oscar ??
And here you see that you can replace a small ball in a little water…
But, I think that so far you know not of such science fiction.
But I also did not knew about such achievements “engineering”
http://img847.imageshack.us/img847/2743/fortcalhounnuclearpower.jpg
Most importantly, you are felt later safely…
Regards Andrew: D
Therefore, that “piston” not of the cylinder friction ..
And the seals are made of Teflon
May be with Teflon. because i “piston” and cylinder water cooled jesy, causing the temperature of the items is not higher than 120 degrees Celsius.
Will sell its shares of oil company?
I’m doing, see carefully to my mouth…
: D: D
No more random movies and pictures of other people’s stuff, please. When will you have a working model of your engine available for inspection?