New engine

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Feliks
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Re: New engine

Postby Feliks » Sat Jun 23, 2018 11:14 am

Here's the version of you tube Monitor's basic animation ..

https://www.youtube.com/watch?v=rKWE93XHoD4

Andrew :D

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Feliks
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Re: New engine

Postby Feliks » Sun Jun 24, 2018 8:30 am

Merlyn wrote:Andrew,
Is that your hand attempting to balance that wrist watch engine crank?
All this design stuff is all very well but what about this TS3 well known engine failure problem?
It needs sorting before going further into these futuristic designs of yours.
Swop your drumsticks for a torque wrench springs to mind.
The answer is all in the clues given?


Merlyn, At the beginning of my project, I also only thought about the torque wrench, for which we have had a long-time sentiment .. but then it turned out that this feliks rollet may have a diameter of 30 mm. And I thought a little, that the diameter of the bearing, it's the approach with the torque wrench that does not fit ... because the screws would probably be 8mm ..
After all, this is a bearing for a piston pin - a bushing made of bronze. And it will end up with drumsticks ...
Of course, I do not exclude the possibility of a traditional torque wrench and classic rotary pins ..


Well now here is a picture as I imagine my Feliks Roller. This is the version of Felix Commer4 of course a two-stroke version. in which the main torsion forces are transmitted through the maximum large areas of the "connecting rod", and are supported at the point where they work, and do not cause bending, as in the classic crankshaft. That is why it does not tend to fatigue the matariału. and relatively long trouble-free work .. And a little lower costs of doing....
Image

Well, of course, the masses reciprocating a little smaller .. :)

Andrew :D :D

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Feliks
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Re: New engine

Postby Feliks » Wed Jun 27, 2018 4:49 pm

Here a little bit about how this multi-fuel engine works ..
https://www.youtube.com/watch?v=_KmZvhxg4R4

https://www.youtube.com/watch?v=JrAoj5Cuu68

obviously instead of the crankshaft, my extra 4 (3) cylinders,

Image


which double the power and thanks to the lightness of the masses I think that it can be 500 horsepower ...

http://new4stroke.com/ts3%20technical%20data.pdf

Andrew :D

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Feliks
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Re: New engine

Postby Feliks » Fri Jul 06, 2018 6:24 pm

Now, when I was surprised by the Polish inventor Tadeusz Tański from 1925, but in my new Feliks Roller gaze, this simple engine system was created ......

https://en.wikipedia.org/wiki/Tadeusz_Ta%C5%84ski

Image

This is 12 cylinder dual boxer or H engine .. name Feliks-Tański engine..
Its movable parts are a double piston, a single piston pin, and Feliks Roller with lever...

Image


Now there is NO lateral force of the piston and the croshead also ...

Andrew :D

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Merlyn
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Re: New engine

Postby Merlyn » Wed Jul 18, 2018 1:57 am

My introduction to the Lister Blackstone TS3 engine to which Andrew refers must have been around 1963 when we first had one come in for overhaul from a ships lifeboat.
This set up was unlike anything us apprentices had ever encountered before and as such was really different to any engine we had encountered before.
It was a very low in height engine owing to its design of three horizontal cylinders, direct injection and each cyl. Containing two pistons facing head to head.
Each cylinder had special ports to control air inlet and exhaust being controlled by the pistons as this engine was a two stroke and although it had rocker gear the rockers were for transmitting crank motion and not valves.
This rocker lever arrangement was unheard of, the nearest thing to it was the Sulzer ZG9 engine, it had a very different turbo blower which was not of the conventional design of compressor and exhaust blading being driven by the exhaust gases being pumped out of the engine but by a very long splined " quill " shaft which ran from the back end of the engine via a chain drive right through the crankcase and out the front end to a blower which was made up of three rollers which when stripped consisted of aluminum rollers supporting by bearings each end of the roller.
Any bearing wear led to the roller contacts being overloaded and as such were scrap and normally as such were stepped and beyond repair.
Even more unusually both sets of pistons drove only a single crank unlike most opposed piston designs having a crank at each end of the cylinder.
As such each piston drove through a connecting rod, a rocker lever and thence to a second connecting rod.
So six crankpins and six rockers here.
Now this turbo was really not a turbo but a scavenging blower necessary of course as this was a two stroke engine, you could do most work except crank bearings insitu.
This engine had a noise like no other engine we had ever experienced before, when the throttle was blipped it whinnied exactly like a horse, really different indeed.
Now on the control panel was a boost gauge, it was marked in p.s.i. Or green into red.
This was the blower output and we soon learnt that on approaching the red or excess p.s.i. readings on the control panel this would trigger the design failure of the engine namely the failure of the quill shaft.
Failure to take note of the in the red backpressure readings and taking the necessary decoking of the exhaust ports action would cause the shaft not to shear cleanly but to shatter leaving the razor sharp carbon steel pieces of the quill shafting inside the crankcase block inside a tunnel not much more in I.D. Than the OD of the shaft.
Hence my mention of bar magnets and long extensions brazed / spotwelded to the magnet in an effort to get the approx. three quarter diameter broken bits of the shafting out of the block.
As the years went by the manufacturer modified the exhaust porting in an attempt to rectify this common engine failure of the engine.
Now this shafting arrangement was to be an introduction to me of the U.C.D syndrome which I was to encounter for the rest of my working life, I.e. to date.
Under Cut Diameters.
Early examples of this I was to find in Parsons turbines and other in particular medium speed Diesel engines.
Single and Double reduction gearboxes primary/ input shafting contained U.C.D. In order to attempt to minimize damage in the event of a gearbox partial seizure and to avoid red hot pieces of herring bone sections of teeth being hurled across the engine room in the event of a major failure.
Plus of course many many gallons of red hot gearoil.
This was considered also a safety feature.
These U.C.D. had to be turned/ ground with the correct radius at either corner in order to fasciliate a clean break and as such reducing gearbox damage and / or injury by removing the input primary shaft turning moments.
I have to say that it only worked reasonably well as most of the gearboxes I stripped were badly damaged and it would be a casing upwards rebuild in most cases.
Beautiful pieces of work these gearboxes especially the older double reduction drive ones.
None of the CNC work about then, all done by hand and older hands would often remark on the " over engineered " work we saw when stripped.
So had the Lister Blackstone TS3 engine quill driveshaft had a U.C.D. Machining operation performed during manufacture it was considered by all hands that no where so much damage would have been caused by this design/ failure to decoke happening.
Make a good carbon steel thin chisel though.
So this was the answer I sought, the common failure reason of the TS3 engine.
Remembering The Good Old days, when Chiefs stood watches and all Torque settings were F.T.

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Feliks
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Re: New engine

Postby Feliks » Thu Jul 19, 2018 9:00 pm

Thanks Merlyn .. :D

The principle of operation Feliks-Tański engine with roller shaft

Image


Andrew :D :D

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Merlyn
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Re: New engine

Postby Merlyn » Fri Jul 20, 2018 12:19 am

Andrew,
Why two scraper rings on your pistons?
Can you do an opposed piston version?
Not much top land shown?
Run a bit hotters maybe?
Remembering The Good Old days, when Chiefs stood watches and all Torque settings were F.T.


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