مستقبل تطور المحركات !!الطفرة والتحديث فى العالم!!!!Inventor: CHEIKY MICHAEL!
 

Variable Compression Ratio engine ( VCR )



الرابط
http://api.viglink.com/api/click?for...13422778698281


Take a look at http://www.pattakon.com/ for some VCR designs,

like the pat-head:
http://masrmotors.com/vb/images/icons/b9.gif
http://www.pattakon.com/VCR_files/vcr13.gif

or like the patcrank:

http://www.pattakon.com/patcrank/patcrank.gif

or like the patrack:

http://www.pattakon.com/RGVCR/patrack2_parts.gif

The http://www.pattakon.com/pattakonKeyAdv.htm is explanatory.



The basics of V8 patcrank VCR are shown in this simple gif animation:

http://www.pattakon.com/tempman/V8_VCR.gif

The main crankshaft (red) is conventionally supported on the crankcase and drives conventionally the flywheel and the gearbox.

http://masrmotors.com/vb/images/icons/b9.gif
Saab variable compression engine. With a mounted supercharger
http://farm5.staticflickr.com/4058/4...e29eb3d0_z.jpg

http://www.saabsunited.com/upload/im...bJoystick1.jpg

http://us1.webpublications.com.au/st...110204_3lo.jpg

http://www.orangeinks.com/wp-content..._evolution.jpg


http://img.docstoccdn.com/thumb/orig/76791711.png

http://px6.streetfire.net/0001/24/26/1684262_600.jpg

http://www.thedailygreen.com/cm/thed...-engine-lg.jpg


Because cylinder bore diameter, piston stroke length and combustion chamber volume are almost always constant, the compression ratio for a given engine is almost always constant, until engine wear takes its toll.
One exception is the experimental Saab Variable Compression engine (SVC). This engine, designed by Saab Automobile, uses a technique that dynamically alters the volume of the combustion chamber (Vc), which, via the above equation, changes the compression ratio (CR). To alter Vc, the SVC 'lowers' the cylinder head closer to the crankshaft. It does this by replacing the typical one-part engine block with a two-part unit, with the crankshaft in the lower block and the cylinders in the upper portion. The two blocks are hinged together at one side (imagine a book, lying flat on a table, with the front cover held an inch or so above the title page). By pivoting the upper block around the hinge point, the Vc (imagine the air between the front cover of the book and the title page) can be modified. In practice, the SVC adjusts the upper block through a small range of motion, using a hydraulic actuator.

BorgWarner's Variable Cam Timing Technology Saves Five Percent of Fuel


2009-02-24 - BorgWarner's Cam Torque Actuated (CTA) Variable Cam Timing (VCT) technology gets its latest application on the Jaguar AJ-V8 Gen III five litre V8 engine, which will power the 2010 model year Jaguar XK/XKR and XF/XFR. Conventional cam phasers generally use engine oil pressure to phase the camshaft. CTA technology, however, performs like a hydraulic ratchet to harness existing torsional energy in the valve train to phase the camshaft.

"BorgWarner's CTA technology optimises variable cam timing, making it more efficient at all engine speeds, with faster response than traditional hydraulic oil-actuated VCT systems," says Alfred Weber, president and general manager, BorgWarner Morse TEC. Compared with traditional cam phasers, CTA technology operates more quickly and at a wider range of temperatures and at engine speeds down to 500 rpm, the company says, allowing an average five percent improvement in fuel economy, reduced emissions and increased horsepower. The system is also less likely to suffer oil aeration due to low oil consumption averaging only 0.2 litres per minute to 0.4 litres per minute. CTA technology will work with both overhead-cam and overhead-valve engines.

Also known as the CTA Camshaft Phasing System, the technology was first introduced in the new generation Duratec three litre V6 for the 2009 Ford Escape, and will be used in the 2010 Ford Fusion and Mercury Milan. BorgWarner says it is developing the system for five additional customers worldwide.


Nissan Variable Compression Engine
http://t0.gstatic.com/images?q=tbn:A...-gz9koBga6wLwy

FEV Variable Compression Ratio Rod


http://image.motortrend.com/f/380594...-Ratio_rod.jpg

transonic ignition engine
The novel SC injection systems, which Rocke calls “almost drop-in” units, include “a GDI-type,” common-rail system that incorporates a metal-oxide catalyst that breaks fuel molecules down into simpler hydrocarbon chains, and a precision, high-speed (piezoelectric) injector whose resistance-heated pin places the fuel in a supercritical state as it enters the cylinder.

Company engineers have doubled the fuel efficiency numbers in dynamometer tests of gas engines fitted with the company’s prototype SC fuel-injection systems, Rocke said. A modified gasoline engine installed in a 3200-lb (1451-kg) test vehicle, for example, is getting 98 mpg (41.6 km/L) when running at a steady 50 mph (80 km/h) in the lab.

The 48-employee firm is finalizing a development engine for a test fleet of from 10 to 100 vehicles, while trying to find a partner with whom to manufacture and market TSCi systems by 2014.

“A supercritical fluid is basically a fourth state of matter that’s part way between a gas and liquid,” said Michael Frick, Vice President for Engineering. A substance goes supercritical when it is heated beyond a certain thermodynamic critical point so that it refuses to liquefy no matter how much pressure is applied.

SC fluids have unique properties. For a start, their density is midway between those of a liquid and gas, about half to 60% that of the liquid. On the other hand, they also feature the molecular diffusion rates of a gas and so can dissolve substances that are usually tough to place in solution.

To minimize friction losses, the Transonic engineers have steadily reduced the compression of their test engines to between 20:1 and 16:1, with the possibility of 13:1 for gasoline engines.


Patents












































http://bioage.typepad.com/.a/6a00d83...56a4970b-800wi
the promising qualities of the Grail Engine as explained in an online how to article (how does the grail engine work). In fact, I was so taken by some of the concepts of this engine that I went on to read more about it on the grail engine company website. This article represents a collection of my thoughts and reactions as I read about the Grail Engine with a sprinkle of my life long fascination with the combustion engine for good measure - the aim here is to provide a non-marketing focused interpretation of this technology.

http://www.birds-eye.net/article_arc...n-ignition.jpg

HCCI provides up to a 15% fuel savings over traditional spark plug ignition while meeting current emission standards.
This technology involves compressing fuel air mixture to the point it combusts. HCCI closely resembles the ignition process that occurs in diesel engines. The Grail Engine uses a variant of this where instead of compressing to the point of ignition, it compresses "nearly" to the point of ignition and then fires:23_10_13: three spark plugs to more completely burn the compressed fuel air mixture.

Achilles Heel of the Grail Engine
http://www.birds-eye.net/article_arc...ison-valve.jpgWhat I believe is the Achilles Heel of the Grail Engine is its innovative use of a valve atop the piston (this is NOT common among modern day engines) which is uniquely shown via an animation provided by the company. In this animation, the valve atop the piston opens at the start of the upward compression (pre-combustion) stroke to allow fresh air previously compressed :23_10_13:(pre-heated) below the cylinder (during the previous power stroke) to enter the combustion chamber to replace the exhaust which is vented out the valve atop of the cylinder head that is opened and closed just prior to the piston valve opening.
The top of the piston is typically a combustion battleground, where unused combustibles (artifacts) wind up and adhere to its surface (see example figures of a traditional piston after extensive use). While the Grail Engine probably does perform quite well when everything is new (most engines do), the Grail Engine would exceedingly become sensitive to the natural build up of combustible artifacts that will not only severely impact its efficiency, but also can lead to malfunction (such as blow-by which is caused when a combustion chamber is improperly sealed by its rings and the resulting combustion is able to forcibly enter the crank case) and or a much shortened life.
Traditional (non-Grail) engines all use pistons, but their valves are placed atop the header (the top of the engine). While nothing prevents a traditional 4 stroke engine from placing an intake valve atop its pistons, the placement of the valve atop the header has advantages - particularly since gravity pulls artifacts from the combustion down onto the piston (thus away from the sensitive valves). As a result, traditional valves would likely require less maintenance than the Grail Engine.

http://greenlight.greentechmedia.com...upautoblog.jpg

http://www.1stgencivic.org/1stgenera...cc-ad-1976.jpg


TSCiTM Technology

http://www.tscombustion.com/img/techpage_tsci1.jpg http://www.tscombustion.com/img/techpage_tsci2.jpg http://www.tscombustion.com/img/techpage_tsci3.jpg http://www.tscombustion.com/img/techpage_tsci4.jpg http://www.tscombustion.com/img/techpage_tsci5.jpg The Transonic Combustion system (TSCiTM) is a new combustion process for the gasoline internal combustion engine. The TSCiTM combustion process utilizes direct injection of fuel into the cylinder as a supercritical fluid based on the patented concept of injection-ignition. Supercritical fuel promotes rapid mixing with the contents of the cylinder which, after a short delay, results in spontaneous ignition at multiple locations. Multiple ignition sites and rapid combustion combine to result in optimum heat release and high cycle efficiency. Other advantages are the elimination of droplet burning and increased combustion stability that results from multiple ignition sources.
TSCiTM brings together the injection and ignition processes to become Injection-Ignition. The characteristics of TSCiTM address all of the issues identified above as limiting the efficiency of the gasoline engine; it is capable of operating over a wide range of air/fuel ratios and so does not require a throttle for load control. TSCiTM has inherently short combustion delay and rapid combustion that result in heat release phasing for optimal efficiency. TSCiTM can be operated at an optimal compression ratio since it is not dependent on high octane gasoline. The ignition mechanism renders the combustion system fuel neutral in the sense it is not reliant on either Octane or Cetane values.
A characteristic of the TSCiTM combustion process is that injection of the fuel is delayed to the extent that the heat release predominantly takes place after TDC of the engine power stroke. In order to achieve this, the combustion process must have rapid air-fuel mixing, followed by a short delay period and combustion. Such characteristics can be achieved by injecting the fuel in the form of a supercritical fluid.
A supercritical fluid is any substance at a temperature and pressure above its critical point; it is not a solid, liquid or a gas. Generally supercritical fluids have properties between those of a gas and a liquid. Supercritical fluids also have other unique properties such as having no surface tension, the ability to solvate other liquids and solids and the formation of small particles with a narrow size distribution during a phase change to liquid. Supercritical fluids possess rapid mass transfer properties with diffusion coefficients more than ten times that of a liquid near the critical point. The density ranges between one third and two thirds of that of the corresponding fluid and varies significantly with temperature and pressure.
Independent engine test results, by a recognized international test authority, have been attained over a range of speed/load operating conditions to show fuel consumption reductions of 20% at critical engine test conditions. The results have been correlated with thermo-dynamic modeling to provide a detailed understanding and correlation of the fundamental thermodynamics.
The potential of the technology is to provide real world fuel consumption reductions of 25% to 30% in gasoline fueled passenger cars with corresponding reductions of greenhouses gases.
Transonic Combustion's TSCiTM is an innovative fuel injection system comprised of fuel injectors, fuel heaters, an electronic control unit, and a high-efficiency fuel pump. The technology is optimized for gasoline engines.
The TSCiTM system has broad US patent coverage on the use of a supercritical fluid in a fuel injection system. Nine US patents have been issued. More than ten US patents are pending. Additionally, foreign patent protection is being pursued, with two patents issued in China and over 10 International patents are in process.
The specific details of TSCiTM patented technology are highly proprietary and reviewable only under Non Disclosure Agreement.


الرابط
http://www.google.com.eg/url?sa=t&rc...JLegF5dSmXm_MA

رد: مستقبل تطور المحركات !!الطفرة والتحديث فى العالم!!!!Inventor: CHEIKY MICHAEL!
 

:w6w2005041122053268:w6w2 005041122053268:w6w200504 1122053268

رد: مستقبل تطور المحركات !!الطفرة والتحديث فى العالم!!!!Inventor: CHEIKY MICHAEL!
 

مجهود رائع تسلم ايدك

رد: مستقبل تطور المحركات !!الطفرة والتحديث فى العالم!!!!Inventor: CHEIKY MICHAEL!
 

رد: مستقبل تطور المحركات !!الطفرة والتحديث فى العالم!!!!Inventor: CHEIKY MICHAEL!
 

mhamdy75
sherifabden

:fun_36_1_39[1]::fun_36_1_39[1]::fun_36_1_39[1]::fun_36_1_39[1]::fun_36_1_39[1]::fun_36_1_39[1]::fun_36_1_39[1]::w6w200504111340266d:w6w 200504111340266d:w6w20050 4111340266d:THUMBS~220::T HUMBS~220::12A96E~160::12 A96E~160:

رد: مستقبل تطور المحركات !!الطفرة والتحديث فى العالم!!!!Inventor: CHEIKY MICHAEL!
 

MCE-5 Variable Compression Ratio Engine: 1.5-Liter With Torque Like a V8!

http://media.treehugger.com/assets/i...-engine-34.jpg
Increasing Engine Efficiency and Power
Most of us are probably anxious to get rid of internal combustion engines (ICE) and move on to electric motors. Unfortunately, refining a technology until it is affordable and performs well enough for the mass market takes a while (read up on the history of computers or cell phones), and we might not have electric cars for a few more years. In the meantime, engineers are trying to squeeze more life out of ICEs (see 5 technologies to improve ICEs).
One promising technique is the use of variable compression ratios. Read on for details.http://media.treehugger.com/assets/i...-engine-36.jpg
How Variable Compression Ratio Engines Work
In an internal combustion engine, the compression ratio tells you what the ratio is between the biggest and smallest volumes of the combustion chamber in the cylinder. The concept of modifying that ratio is very old (around the 1920s), but very few cars have actually used it (SAAB was working on it before GM took over, but that project has been shelved as far as I know).
The benefits of having a variable compression ratio is that you can control much more precisely combustion and adjust the variable to get the best performance for each situation (acceleration, cruising, deceleration, etc). It becomes especially potent - in theory - when combined with other technologies like turbochargers, direct injection, variable valve timing and lift, etc.
From a green point of view, this mean you could downsize an engine quite a bit while still getting enough power and achieving high thermal efficiency. It might even help with the use of (cellulosic) ethanol (which has different characteristics from gasoline), or to reduce emissions by optimizing combustion.

Two-stage Variable Compression Ratio with Eccentric Piston Pin

Two-stage Variable Compression Ratio with Eccentric Piston Pin
By variation of the compression ratio the fuel consumption of high boosted gasoline engines can be reduced. The two-stage VCR system (variable compression ratio) enables a high share of fuel saving potential relative to full variable systems. FEV has evaluated different known and new two-stage...



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In this article a 2.0 l turbocharged FSI engine forms the basis for analysis of spray guided combustion with central location of injector and spark plug. The long duration experience in the field of the Volkswagen brands since introducing the first generation of gasoline direct injection into...
وش سلندر متحرك !!
http://www.youtube.com/watch?v=0q6frOIPtz0

http://www.youtube.com/watch?v=fIG9pWldO8U

http://www.youtube.com/watch?v=oxR-3Un6WkU

:fun_36_3_11[1]::fun_36_3_11[1]::fun_36_3_11[1]::fun_36_3_11[1]::23_10_13::23_10_13::23_ 10_13:

محرك 3 سلندر خماسى الاشواط !!!!!!
 

12 سلندر
http://forums.bimmerclassics.com/att...upe-engine.jpg

http://www.taylorpatterson.com/BMW85...plodedview.jpg

5600CC-5.6Litre version was also fitted to the '95 – '97 BMW
850CSi



شاهد الثبات والرصانة





دوبل تيربو


The current CL 600, SL 600, CL 65 AMG and S 65 AMG still use the 12cylinder

http://benzinsider.com/wp-content/up...v12_engine.jpg







w 16 engine

the 16cylinder

http://en.last-video.com/wp-content/...gatti-W161.jpg
http://lh6.ggpht.com/_8MPCKJQzPA8/Sy...ine%5B2%5D.jpg
We need a 16-liter engine to burn 1.33 gallons of gas per minute. That actually makes sense — the engine in the Dodge Viper is 8.0 liters in displacement and produces 500 hp.
But there’s a problem: A 16-liter V-8 engine would be very large. And the pistons would be massive, so there would be no way it could turn at 6,000 rotations per minute (rpm). It might turn at a maximum of 2,000 rpm, meaning that you would need an immense 48-liter engine to generate 1,000 hp. Clearly an engine that big is impossible in a passenger car.
So howdid Bugatti fit 1,000 horsepower into a passenger car?
http://static.howstuffworks.com/gif/bugatti-15.jpg
Bugatti did two things to create a compact engine capable of producing 1,000 hp.
The first and most obvious thing is turbocharging.
The Bugatti Veyron’s 16-cylinder monster engine produces 1,001 horsepower for a top speed of more than 250 mph. And it’s a passenger car. Check out the Bugatti. Amazing isn`t it?
VR6
http://images.europeancarweb.com/fea...sat04_zoom.jpg


Engines - Volkswagen W8



You know of the W12 in the Bentley and big Audis, and the W16 in the Bugatti Veyron but what about their smaller cousin on the Passat W8? According to some, "the most expensive engine ever put on a Volkswagen passenger ****. A block with staggered cylinders connected to a flat-plane crankshaft, all of it shoehorned into an engine bay that was never meant to receive it.

The four piece aluminum manifold is a beautiful thing in this age and age where most are made of plastic. It is really the only thing you can appreciate from the top side. Getting to the spark plugs is easy. Replacing the Oxygen sensors and working on auxiliaries - "a challenge" to say the least. Still, it really elevates the Passat platform to a whole other level (when everything is working well).


http://3.bp.blogspot.com/-z9wv26AV6F...gine-01-sm.jpgThe one sitting in my car is still humming after 150,000 miles.
http://2.bp.blogspot.com/-6AXDV3YYG-...away-01-sm.jpgThe piston arrangement and twin balance shafts are clearly visible in this diagram (Source)
http://1.bp.blogspot.com/-BqYIu7r2n4...gine-Block.jpgUnusual cylinder arrangement makes for a short block of relatively square footprint.
http://4.bp.blogspot.com/-2vH-gWI3hf...-Chains-01.jpgThe timing chain system and adjustable camshaft system. A duplex to the relay and simplex to the camshafts. I am still wondering how long those plastic guides will last. (Source)http://4.bp.blogspot.com/-QYcopcJSZj...od-Removed.jpgWith the intake manifold removed, coil packs, fuel rails and that ridiculously expensive thermostat are clearly visible (Source).
http://3.bp.blogspot.com/-JT6NDyAn3v...and-Valves.jpgCylinder head (bank 1) showing valves, coolant, and oil passages (Source).
http://3.bp.blogspot.com/-wusxi2mUKO...nd-pistons.jpgEngine block (bank 1) showing pistons coolant and oil passages (Source).
http://2.bp.blogspot.com/-gkfKdiLY-x...haft-01-sm.jpgVery tight tolerances going on on that crankshaft! (More photos of engine internals at the W8 forum)
http://1.bp.blogspot.com/-GgA2ku6Sid...il-Pump-01.jpgA good view of the lower crankcase displaying the oil pump (Source).












Having run the proof of concept engine, Ilmor is now looking to produce a second phase development engine for in-vehicle testing. The performance targets for this engine are as follows:

• Brake Specific Fuel Consumption of 215 g/kWh
  
  (10% improvement on current 4 stroke technology)

• 20% lighter than existing production engines

• محرك 3 سلندر خماسى الاشواط :hd::12A96E~160:Power density of 150 bhp/L

Advantages of the 5-stroke concept

• A secondary cylinder provides an additional expansion process enabling extra work to be extracted, hence increasing thermodynamic efficiency.

• The engine runs an overall expansion ratio approaching that of a diesel engine – in the region of 14.5:1

• Minimised pumping work due to the downsizing effect from highly rated firing cylinders.

• The compression ratio can be reduced to delay knock onset without a reduction in performance.

• Because the firing cylinders can be very highly rated, the engine is relatively compact.

• The fuel consumption does not rise as rapidly with increasing BMEP, as retarding rejects more energy into the expansion cylinder.

• The engine uses 100% conventional technology and so requires no new manufacturing techniques.

5-stroke performance figures

• Engine capacity 700cc (turbocharged)

• Peak power 130 bhp @ 7000 rpm

• Peak torque 166 Nm @ 5000 rpm

• Fuel consumption of only 226 g/kWh

Ilmor is using its race engine expertise to bring developments to the field of energy efficient engines. Motor racing is not generally associated with fuel economy, but the lessons learned during periods of intense engine development can be applied with great effect to create highly fuel efficient engines.