RodRico
Automotive
- Apr 25, 2016
- 508
The results are in! My entry was in the Top 100 overall (of 868) and the Top 5 in the Aerospace and Defense category (of 115). The judging panel included 76 experts in their field from around the world. Though winning is always gratifying, I’m happy with the result. Thank you to all who voted!
By the way, the design continues to evolve based on inputs from my consultant and my own efforts to focus tightly on the aviation market (which will likely be last to be disrupted by battery electric systems), reduce risk, and cut prototyping costs. The first prototype will be a 50cc engine of 4.75" diameter and 3" thickness (including air cleaner and fuel injectors but not the electric motor/generator) having 8 cylinders completing 6 cycles each per revolution of the output shaft producing 3.3 HP at 2,626 RPM (low to eliminate the need for a propeller reduction unit) with 55% efficiency at up to 18,000 foot altitude. The engine will be machined using the $5,000 5-axis Pocket NC V2 mill and demonstrated using an off-the-shelf radio-controlled RQ-7 model (about 1/2 scale).
Many aspects of the design have come into clearer focus as I've continued working. I'll now concede that the engine is variable compression, that the use of two pistons for the HCCI process is not required from a thermodynamic perspective (the second piston serves primarily to effect a piston gated port in a position that facilitates uniflow scavenge while simultaneously facilitating rapid piston motion via its low mass). Note peak pressure is now below 220 bar to prevent ignition of lubricating oil, max temperature is below 2100K to prevent NOx formation, and ignition occurs after compression is complete in all cases.
By the way, the design continues to evolve based on inputs from my consultant and my own efforts to focus tightly on the aviation market (which will likely be last to be disrupted by battery electric systems), reduce risk, and cut prototyping costs. The first prototype will be a 50cc engine of 4.75" diameter and 3" thickness (including air cleaner and fuel injectors but not the electric motor/generator) having 8 cylinders completing 6 cycles each per revolution of the output shaft producing 3.3 HP at 2,626 RPM (low to eliminate the need for a propeller reduction unit) with 55% efficiency at up to 18,000 foot altitude. The engine will be machined using the $5,000 5-axis Pocket NC V2 mill and demonstrated using an off-the-shelf radio-controlled RQ-7 model (about 1/2 scale).
Many aspects of the design have come into clearer focus as I've continued working. I'll now concede that the engine is variable compression, that the use of two pistons for the HCCI process is not required from a thermodynamic perspective (the second piston serves primarily to effect a piston gated port in a position that facilitates uniflow scavenge while simultaneously facilitating rapid piston motion via its low mass). Note peak pressure is now below 220 bar to prevent ignition of lubricating oil, max temperature is below 2100K to prevent NOx formation, and ignition occurs after compression is complete in all cases.
