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References to this engine can be found under various acronyms.
Endothermic rotary engine with two parallel rotation axes. Inventor: LIBRALATO RUGGERO (IT)
R.A.C.E. Rotary Atkinson Cycle Engine (Independent of type of fuel used).
D.A.R.T. Diesel Asymmetric Rotary Technology (Diesel fuelled application).
H.A.R.T. Hydrogen Asymmetric Rotary Technology (Hydrogen fuelled application).
Karl Niklass the founder of White-Smoke discusses the concepts behind the revolutionary new type of Atkinson cycle rotary engine technology.I have a thing about rotary engines! There is something elegant about the concept of an ICE producing rotary motion in its simplest form. Apart from the Wankel none of the other designs have been a commercial success. When I first saw this engine, it appeared too good to be true. Like one of those perpetual motion machines, looks convincing but could not possibly work. The inventors claims where just not believable: Only half the size of a conventional engine yet produces 30% more power and uses 10% less fuel. Why is not everyone knocking at his door? After three weeks of simulating the engine design I was convinced that the invention was a truly remarkable breakthrough. Maybe after reading the appraisal that follows, you can answer my question. I for one cannot.
The rotary engine technologies are currently undergoing independent computer simulated appraisals and assessments.
4.1 Why Rotary?
4.3 Asymmetric Geometry
4.4 Power and Size
4.5 Combustion Chamber
4.6 Fuel and Economy
4.7 Air Scavenge & Emissions
7.1 Wide range of flammability
7.2 Low ignition energy
7.3 Small quenching distance
7.4 High auto-ignition temperature
7.5 High flame speed at stoichiometric ratios
7.6 High diffusivity
7.7 Very low density
7.8 Low emissions
For technical details please Contact:
Mag. Karl Niklass
6094 Axams, Austria
Tel. +43 (0) 699 10004220
Latest page update: made by white-smoke
, Nov 7 2007, 11:08 PM EST
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|Anonymous||air savaging||1||Apr 22 2011, 9:03 PM EDT by Anonymous|
Thread started: Jan 31 2011, 10:17 PM EST Watch
It appears that the air compressed in the first stage (~3X) is vented to atmospheric pressure. How do you recover the energy used in the first stage compression?
|Anonymous||Looking for better than a Wankel for an experimental aircraft||2||Mar 20 2011, 10:33 AM EDT by Anonymous|
Thread started: Dec 27 2009, 1:09 AM EST Watch
Before I started my own businesses, my background was aircraft maintenance, engineering, academy, military pilot of both fixed and rotary wing, design electronic circuits, and I have a patent for automated assembly. Since a kid, and member of EAA, I've always looking for an alternative to pistons and gas turbines. Unlike the Wankel, this design is could actually make a case for being classified as a rotary engine. However, nearly any pump technology can be made into and engine. I've designed engines, variable camshafts, and a replacement for the poppet valves before others patented them. I've not pursued them even though some were theoretically efficient because they suffered from sealing, lubrication, or cooling issues. Unfortunately, this design is no exception. To me, the gas turbine still appears to be the future. The secret to making turbines efficient are high temperature, and/or high pressure. Unfortunately, with aircraft turbines more than half of the air is used for cooling, and the efficiency comes from many expensive stages. High high efficiency requires high power settings making aircraft a natural. Flight idle is measured in gallons per minute per engine. They are also spinning gyros running from 35,000 for larger turbines, to 150,000 for APU-size turbines. That translates into problems with the shocks common to ground vehicles. That has been pretty well addressed over the years. Ford had the right idea with high temperature ceramic turbines in their trucks. Ford produced them for trucks, buses, and for the military from 1955 - 1973 until they lost their only plant to a flood. The cost was high to produce them, but they did beat diesel fuel efficiency in over-the-road applications. Today, technology and hybrids may make them practical again. You won't find an engine truer to the name rotary, they don't suffer from sealing, lubrication, or cooling issues, and can outlast any conventional engine.
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|Anonymous||Gearturbine - New Atypical Technology Submission Tip Info||0||Sep 2 2010, 12:02 AM EDT by Anonymous|
Thread started: Sep 2 2010, 12:02 AM EDT Watch
Gearturbine - New Atypical Technology Submission Tip Info
YouTube Video; Atypical New * GEARTURBINE / Retrodynamic = DextroRPM VS LevoInFlow + Ying Yang Thrust Way Type - Non Waste Looses
GEARTURBINE -Atypical Combustion Turbine Engine, -State of the Art, -New Thermodynamic Technology, -With Retrodynamic "Dextrogiro vs Levogiro" Effect, is when the inflow direction moves is against [VS] of the circular rotary dynamic, When the inflow have more velocity the rotor have more RPM / because push the single turbine with the planetary gear, (an a example is like to move the head to the side of the strike hit) / RPM Rotor Move VS Inflow Conduits Way /ACTION VS REACTION / Front to Front / Velocity vs Velocity, making in a simple way a very strong concept of power thrust, a unique technical quality. -Wide cylindrical shape dynamic mass (continue Inertia cinetic positive tendens motion / all the motor weight is goin with the power thrust direction), -Non Waste, parasitic losses form-function engine system for; cooling, lubrication & combustion; -Lubrication & Combustion inside a conduit radial position, out way direction, activated by centrifugal force Fueled Injected (centripetal to in) , -Cooling in & out; In by Thermomix flow & Out by air Thermo transference, activated by the dynamic rotary move.
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