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

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


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.
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

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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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The Potential of Turbo-charged Gasoline Engines with Spray Guided Direct Injection

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...

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وش سلندر متحرك !!

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المشاركة الأصلية كتبت بواسطة sherifabden مجهود رائع تسلم ايدك

12 سلندر




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









w 16 engine

the 16cylinder



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?

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



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).


The one sitting in my car is still humming after 150,000 miles.
The piston arrangement and twin balance shafts are clearly visible in this diagram (Source)
Unusual cylinder arrangement makes for a short block of relatively square footprint.
The 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)With the intake manifold removed, coil packs, fuel rails and that ridiculously expensive thermostat are clearly visible (Source).
Cylinder head (bank 1) showing valves, coolant, and oil passages (Source).
Engine block (bank 1) showing pistons coolant and oil passages (Source).
Very tight tolerances going on on that crankshaft! (More photos of engine internals at the W8 forum)
A good view of the lower crankcase displaying the oil pump (Source).

Front view showing the inner and outer banks of pistons, long intake runners, the location of the twin balance shafts, and the shallow but very wide crankcase. Hard to believe that it holds up to 9.0 quarts of oil in there!

The short crankshaft is very apparent in this side view. A significant amount of space is dedicated to both the oil pump drive chain and timing chain system.

Advertised power curves show a pretty flat peak between 2750 and 5000 RPM. An area where this car pulls like a train at higher freeway speeds. (Source for all diagrams: VW Self Study Program 248 - The W Engine

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Recent Trends in the Development of Engines-Ilmor Five Stroke
Enginesمحرك 3 سلندر خماسى الاشواط !!!!!!

Our objective with the 5-stroke engine is to develop a gasoline engine with fuel consumption and emission levels comparable to that of current diesel engines, without the serious problem of particulate and NOx emissions that plague diesels.
The engine concept, which was invented by Gerhard Schmitz, has been developed by Ilmor into a working engine using a rapid prototype cast cylinder head, a machined from solid cylinder block and separate electrically powered oil and water pumps. Two overhead camshafts operate the conventional coil spring valvegear with the HP camshaft running at 0.5 x crank speed and the LP camshaft running at 1 x crank speed. The engine is also turbocharged to increase the engine rating.
Principle of operation
The 5-stroke concept engine utilizes two fired cylinders (High Pressure – HP) operating on a conventional 4-stroke cycle which alternately exhaust into a central expansion cylinder (Low Pressure – LP), whereupon the burnt gases perform further work. The LP cylinder decouples the expansion and compression processes and enables the optimum expansion ratio to be selected independently of the compression ratio.
Running of the concept engine has produced impressive fuel consumption readings over a very wide operating range. This is because at the onset of knock a greater percentage of work can be extracted in the LP cylinder, giving a degree of self compensation.
Further development

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 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.

Fuel efficiency can be improved by downsizing engines – creating the same amount of power from a smaller swept volume (smaller capacity) which typically burns a smaller amount of fuel. High performance engine design is all about extracting as much power as possible from a defined capacity by the use of intelligent design, low friction coatings or even completely new concepts. All of this knowledge can therefore be applied to maximise the power output of a small capacity, fuel efficient engine.

Our flexible approach ensures that we are able to build on a concept and develop innovative, tailored and most importantly working solutions for our clients, allowing physical testing and ongoing development of the concept.

محرك 3 سلندر خماسى الاشواط

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• Designs to customer specification

• Cost effective solutions

• Rapid manufacture / Rapid prototype / Short lead time

• Sub system or complete engine

5-stroke concept engine

One such example of this application of our engineering knowledge is the patented 5-stroke engine which Ilmor is currently developing. Our objective with the 5-stroke engine is to develop a gasoline engine with fuel consumption and emission levels comparable to that of current diesel engines, without the serious problem of particulate and NOx emissions that plague diesels.
The simplest way to demonstrate the 5-stroke principle was considered to be a 3 cylinder layout with two fired 4-stroke cylinders (High Pressure – HP) alternately exhausting into a central expansion cylinder (Low Pressure – LP) which provides a further expansion process on the exhaust gases (the 5th stroke).
The engine uses a rapid prototype cast cylinder head, a machined from solid cylinder block and separate electrically powered oil and water pumps. Two overhead camshafts operate the conventional coil spring valvegear with the HP camshaft running at 0.5 x crank speed and the LP camshaft running at 1 x crank speed. The engine is also turbocharged to increase the engine rating.
:THUMBS ~220:

أحمد عثمان محمد, Hisham.Elgazzar


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