reading the comments and your responses, I feel the need to applaud not only your design of the Eng/Gen, but also your patience in responding to reviewers. Well done on both counts
Thank you Mr. Okuno you have made my day. Responses to well thought out questions or observations, negative or positive, are not only necessary but instructive for the readers.
The force on the cam pins on each combustion event would be tremendous. This would be the first point of failure. Also, the cam track may not be strong enough to stop the piston without causing damage at the base of the piston. Finally, the cam track itself would create a source of resistance. I'd be interested to see what torque output of this engine is in a real life model.
SwRI (Southwest Research Institute) and Ricardo, two highly respected engine design and consulting companies, performed independent studies on the Russell Engine/Generator. They both verified the Eng/Gen’s design and operational merits and found no fatal flaws. These included all the components of the cam track assembly and found them to be well within operational limits. Thanks for your comment.
I'm "off grid" (by location not choice), and would love to replace my old diesel generator with one of these. What an ingenious concept. Plus I like the name. Lol
Very neat design, looks to have a low parts count compared to a conventional engine, and could easily be scaled up or down in size. To all the naysayers If you read the replies already made before commenting, you will see there has been a lot of design detail covering items such as blower air, wear on cam pins, lubrication, maintenance etc. I am sure there will be lots of uses from large scale Generator sets to off grid standby and electric cars. Electric cars “may” be the future, but you still have to make the electricity, I can see a small unit like this installed in an electric car. It would run at an efficient constant speed charging the batteries even if the car is parked up. The exhaust could be very clean as the engine would run at peak efficiency and constant temperature etc. It could run on fuels other than petrol or diesel. This would be a good step between the current petrol and Diesel engines, and the pure Electric cars that we are going to have to all have by 2040. I wish you luck in getting it off the ground.
Thank you Mr. Reebeer for you insightful comment and for actually reading our previous replies to comments made on a variety of questions and issues. One of our intended uses is transportation, both auto and truck, without the limitation brought about by range anxiety. The vehicle would run on electricity stored in a small bank of batteries and would only run if the battery is depleted to a predefined level. The vehicle with a Russell Engine/Generator could also be used as a backup electrical generator for power outage situations. Unlike conventional engines, the Russell Engine/Generator could quickly and easily be replaced since it does not require heavy infrastructure to hold it in place. The Eng/Gen can be gimbaled within the vehicle and attached to ancillaries with quick release connectors and electrical wiring.
It is always refreshing to see another person's take on the internal combustion engine. As for efficiency, I do not foresee much improvement on the Otto-cycle. Using the inlet air to cool the cylinder liner will raise it's temperature, thus reducing the density and hence oxygen availability for combustion. There will also still be thermal losses from exhaust gases. Still interesting though, with room for development - keep at it!
Very nice engine/generator intergration design. Here are some constructive thoughts for a fully integrated, operational system. Momentarily reversing the electrical power can turn the generator into an engine starter, which will further simplify the system design. Depending on the operational enviornment(s), carboration, cooling and lubrication sophistication will vary. Adjustable fuel supply is needed to regulate engine/generator speed. Adjustable control of the air/fuel ratio will be necessary for applications/locations where the barometric pressure fluctuates from a nominal setting (e.g. operating at high altitudes associated with mountain locations and flying). At the bottom of the cylinder stroke, atmospheric pressure will not be sufficent to get purge-air into each cylinder. A turbocharger and manifold can be used to pressurize and distribute purge-air into each cylinder, so as to rapidly and reliably evacuate/cool the cylinders. This will affect the air/fuel combustion mixture. Integration of other components/assemblies (e.g. fuel injector timing, exhaust valve timing, throttle body adaptation, oil distribution and sump, liquid cooling, speed/load govenor, as well as fuel mixture regulation) can capitalize on modern automobile engine technology. No need to re-invent the wheel for existing supplementry systems. However, successful integration of engine and supplementry systems is necessary for operational reliability and stability of generator RPM, which will result in the reduction of electrical power regulation controls on the output. Best wishes!
Reading your responses to all the people in the comment section I can see You're doing (have done) You're homework. Can't wait until it comes to market... ☺
should i correct their engineer by saying that all modern engines actually have a point where the intake and the exhaust valve are open at the same time to actually flush the hot exhaust gas. it even more common with turbo compression and is a reason why direct injection is more efficient but that a nice concept i really like unconventional engines
As an engineer who worked on and designed engines... this engine actually sounds good, especially the part about balancing vibrations and torque transition. However the only issue I have is what stops the exhaust gases flowing into the inlet opening since the hot gases are under pressure and will flow everywhere
looks like the opening to allow flow of intake air is not opened till the piston is at the bottom of the stroke. Also, the exhaust valve appears to open just prior to the intake opening (piston is the valve). Since it holds at the bottom for some time, it allows the intake air to flow for through for a time. It was also stated that the intake air is under pressure (from outside this engine design). So there must be an air pump and fuel pump outside the eng/gen; since this generates electricity, I'm assuming those two external pumps are electrically driven.
Very interesting design. I hope to see this running one day for sure! As with one other commenter; I would want to see actual prototype longevity testing of the cam track. We see stepped wear in cams such as those used in hydraulic pumps and motors. These see a sudden increase in pressure between the follower and cam surface as a result of hydraulic ports opening and closing. At the point in the cam surface where each follower experiences the pressure increase; there develops a wear step; or contact stress fatigue and spalling. This process ultimately is the life limiting factor of the component. Not sure how that would compare to the sudden increase in contact pressure during a combustion event. Again I am not saying it won't have a long life - and I would love to see it running. The outward physical shape reminds me of the Caterpillar flywheel energy-storage UPS systems, actually.
this is brilliant to people who understand mechanics and science....not for people do love nonsense thing.i like this design.good luck guys.hope this to see soon.
The presentation was made to show how the Russell Engine/Generator is different and better than current technologies and to reach those who understand the physics of power generation. Once the Eng/Gen is mass produced it will become a product, like any other, that acts as a turn key operation. For example, you do not need to know the engineering of an automobile to drive the car. Your only concern is whether it works or not when you turn the key to the on position. The only concern regarding the Eng/Gen is whether it produces electricity or not when turned on. Thanks for the comment.
some well placed springs and magnets may make this even better , cam track wear is going to be a issue tho . I think that may be manageable with a little work .
We estimate that a Russell Engine/Generator 125 kW unit will have the following dimensions: Diameter = 3' - 0.4" Height = 1' - 10.4" Weight = 1,250 lbs. Note: weights of the Eng/Gen units are shown without ancillaries (radiator, fans, fuel pumps etc.) accurate sizing of the ancillaries and weight calculations will be done with prototype development. In a typical comparable conventional 125 kW genset the dimensions are: Length = 8' - 8" Width = 3' - 7" Height= 5' - 1" Weight = 2700 lbs. total There are 282 basic parts (not counting ancillaries) comprising a 125 kW Russell Eng/Gen. This compares to 1,150 basic parts (not counting ancillaries) in a typical four cycle 125 kW, internal combustion engine mechanically connected to a separate generator. The Russell Engine/Generator does not require nor want a turbo which robs energy from the operation. Instead a simple, low pressure blower attached to a single unit via the ancillary gear or shared by multiple units in a rack design ventilates the cylinder when the piston is momentarily stopped at the bottom of the cylinder. The presentation video depicts this action from minute 7:00 to minute 9:05. Thanks for your comment.
pc09102 thanks for the detailed response. I wont argue about the power sap of a light weight turbo compared to a blower. The animation implies double support above and below the piston pivots, is this included in the design or omitted for clarity. The size and weight seems to preclude it from car use, what is it designed for?, coach?, lorry or stationary power generation?.
Omitted for clarity but in the design. This design depicts a unit applicable for distributed stationary power generation and for comparison to typical gensets of the same output. Smaller unit sizes will be applicable for portable power generation and for applications not yet feasible with current genset technology such as electric airplanes.
Will run definately much smoother and more silent than the peec-power version that uses only two opposite cilinders without cooling their windings. Very sweet design! When available in very small form factors? (10kW). Good idea for cogenstorage applications where heat AND electricity are harvested with lower operation hours as a result.
Brilliant design! I am skeptical of any startup's claim of low cost, made before the engine is built, especially if years go by without even a working model. I hope you succeed! These would be perfect for extending range on electric cars!
You are correct. The key word here is startup. Initially the Russell Engine/Generator would not necessarily be low cost just like any other product. However, after the economies of scale kick in, the cost should be considerably reduced. Yes, it would be perfect for extending the range on electric cars, Exactly what we surmised. Thanks for the comment and good wishes.
Excellent design! I see a couple improvements that can be made though. Maybe we can get adiabatic efficiency as a consequence. ;) Love the design! It WILL work as planned!
Thank you for your kind words and vote of confidence Dee. We are currently working on an improved design (for which new patents are currently pending). I hope they address the potential improvements that you see.
I'm all for the advance of the engines and such but, where is it pc09102 ? what happened? 2018 and no news of the valid working model. some of those issues make sense but I want to see it working. Good luck with that.
Thanks for the well wishes Bogdan! Lack of funding and established credibility are always the greatest hurdles especially for independent inventors. The Russell Engine/Generator is a complex invention and requires a large amount of funding to build the prototype and bring it to market. Finding investors, who are not risk adverse, is more difficult than you can imagine, but not impossible. Once the initial modeling simulation portion is complete our credibility will increase and risk will reduce affording more opportunity for funding.
bowlweevil yes I agree with this .... even if you were to build a small scale working engine as a proof of concept you would have a good influx of investors ..... An engine that can run off any liquid / gaseous fuel type with very little friction and large amounts of torque ... prove it works and you will get investors
Why haven't you physically built one of these in the past decade+? Surely enough investors would fund a working prototype to see if they wanted to put millions into scaling it up into production. I don't get it. What's missing? Have you tried a crowdfunding for the prototype, with no product offered? I would think there are enough thousands of people who would drop $10-100 into the hat just to see the product concept tested. Have you asked any foundations for grants? Gates, Buffett, Lemelson, DARPA, Musk, Moore, Dyson, MIT, or heck, borrow the money and =workshop= of Jay Leno and get a prototype done. Good luck to you!
Interesting video, though Cam engines aren't new (Check out the Michel cam engine from the 1920s). Looks like it might be a good contender for range extenders in BEVs, if it really is very power dense as claimed. I wonder how it would compare with the one in the BMW i3 REX or the GM Volt/Ampera. I'm guessing from the dates of the video and website that it hasn't got off the ground, which would be a shame. It would be nice to see a proper prototype.
The Idea is ok, however there is a lot to be sorted out with regard Engine Wear at critical points of load. The bearing in the cam track is one as well as the cam track itself. Then the side loads created by the cam track will also cause wear on what is effectively the Cross Head bearing and working surface. I am also curious as to lubrication of sliding surface components as I do not recall hearing mention of this in you Video. Good luck with your project, John. Australia.
About as crazy as you can get. Huge and heavy rotating masses. Complex machined shapes. Huge heat concentration. Very low displacement versus engine volume. Very low compression. Needs a supercharger. Very expensive large ball bearings. Het is concentrated just where the cooling space is the smallest. All the blue areas are wasted space. The generator is also loopy, with no clear closed magnetic circuit. Pretty pictures but nothing else.
Really nice concept... but does require pressurized air intake. I question the longevity of the groove walls at the point of contact during combustion... and at "TDC... any play/wear at all and it will rapidly deteriorate.
Thanks for your comment regarding the concept. The Eng/Gen does require the pressurized intake of fresh air. Because the piston is stopped for an extended period of time at the bottom of the stroke, during the evacuation of spent gases and the recharge of fresh air, the pressure required to recharge the cylinder will be low. Regarding the cam track design, there have been two extensive 3-D modeling studies of the cam track configuration and interactions. The studies were performed by two highly respected, independent engineering houses and the cam track configuration was determined to be a viable design.
One genius, who hates the word when applied to him. He sees things differently and believes that internal combustion engines are not bad, just made badly. Unlike the engine configuration used for the past 140 years, his vision is to build an engine that can be configured in any way to optimize the fuel being used. Thanks for your comment.
It SOUNDS good, but will it perform in reality as well as it does in theory? Only extensive testing can determine if it will be practical. There are several basic issues: 1. Fuel efficiency. If it does not achieve the claimed improvement, it will flop. 2. Weight. It LOOKS like it will be heavier than a standard engine, but working models will find out for sure. 3. Reliability & durability. Will it take the kind of beating that vehicles give their engines?
Interesting design. It is essentially a 2-stroke engine with ported air admission and would also work in a Diesel combustion cycle thus saving complicated spark plugs and improving thermal efficiency. When comparing the cylinder size with the cams (with rollers, I presume) these looks very tiny and will probably bend and/or wear rapidly under load. How is the piston rings, cams and piston guides lubricated? How is the side load from the cams to the piston guides absorbed? How is air forced into the cylinder liner? (you mention a fan; how about using a turbocharger?). The air channels look way too narrow. The air cooling of the cyl.liners looks interesting. But it will heat up the scavenge air (thus reducing density) and will only be effective for a very small-bore machine. You must have calculated a P-V diagram and thus have an idea of the Carnot efficiency. What is your estimated compression and firing pressure? How are exhaust valves controlled (by cams or electronically?). Lots of questions, I understand; get it build and show us a test firing! Good luck and best regards
all of your rotational torque is generated from roller cams on one side of your cam track... in other words the engine relys on that contact force on the roller cams and the track... wear looks like an issue. .. interesting design though. Make it!! and Test it. Its the only way to know if youve got a winner.
Yes that, and the considerable load on the piston carrier (cylinder sleeve?). This part seems the most critical. The cam follower is in shear and I see reinforcement, But does the piston carrier really transfer load to the block through the split cylinder liner? Through the ring-like extrusions on its side? This is a clever design though. The core design, run as an electric motor (BLDC?) could make an interesting gas compressor. If I didn't have so many things on my plate already...
The engine looks great though there are a few things not mentioned that make a real difference. The engine has to have air(under pressure) blown in through a pin hole(s) in the cylinder wall that are smaller then a conventional engine air intake valve/port to fill the cylinder up with fresh air. The compressed air that enters the cylinder requires additional power(not mentioned). The track needs to be lubricated with oil and has more friction then a conventional engine, times 2 for 2 guiding plates. 3 bearing sets are good though ball bearings are not good enough for high pressure/load bearing and should not be used here where you want the engine to last. Lubrication looks to be an issue.
Thanks for the initial comment (“The engine looks great”). To follow up, air is blown into the cylinders through the two purge/cooling ports per cylinder (due to the section view, only one is shown in the presentation). The final size of these ports is to be determined. Because the piston is stopped during this procedure a low-pressure blower is all that is required to evacuate and cool the cylinder before the next compression event. The Cam-Tracks are lubricated with a spray of light oil that circulates throughout the entire case during operation. This feature also lubricates the cylinders while providing extra cooling for the magnets and the stationary, sealed coil. Friction losses have been predicted to be lower than in a typical engine with the same number of cylinders, even though the fire power of the basic Eng/Gen is 4x greater. The three supporting bearings (two radial and one thrust), are also lubricated by the oil spray. It must be clear that the two radial ball bearing sets (1 top & 1 bottom) do not experience heavy loads as all the forces produced by any one cylinder are canceled out by equal yet opposing forces at another cylinder, on the opposite side of the engine (180 degrees apart). The only purpose for these low speed bearings is to maintain the alignment of the Cam-Track Armature Assembly during operation. The final (1) thrust bearing does experience the load expressed by the total weight of the rotating Cam-Track Armature Assembly. It should be clear that lubrication has been considered, and is not a problem.
Interesting design, I'm wondering if the costs of machining the parts is relative to the costs of conventional engine machining. The cost of manufacture is what dictates the success of anything.
Hi Dave, thanks for your input on the Engine/Generator design. With regard to your question about the cost of manufacture and machining parts, a four-cylinder Eng/Gen has roughly 1/4 the number of parts, compared to a four-cylinder conventional engine. It uses approximately 60% less materials, compared to a four-cylinder conventional engine. It does not require any undeveloped processes or materials, and it will be less expensive to produce. The four-cylinder Eng/Gen will produce eight (8) combustion events per revolution, whereas a four-cylinder conventional engine produces only two (2) combustion events per revolution. The Eng/Gen is smaller, lighter, less expensive to manufacture, and will produce four times (4X) the firepower of a conventional engine. Furthermore, as the design gets larger (i.e. 6, or 8, or 12 cylinders instead of 4) the parts count and the amount of materials required are proportionally reduced even further, when compared to a conventional engine. Further advancements will be coming soon.
Although the Cam Plates may seem irregular, they are not. Each plate is precisely balanced from the center, having two identical cam configurations spanning 180° precision machined in each plate. Each of the two Cam Plates are a mirror image of each other, insuring a precise total assembled balance. The cam configuration is such that any two opposing pistons (of the four shown), always move in opposite linier directions simultaneously. This feature cancels out any vibration that may be caused by the inertia produced as the pistons move in and out together. There is never a condition when the Cam Plates, the Pistons or the Piston Assemblies are out of balance. The Engine/Generator will only produce minor vibrations between combustion events (every 90°, or at 120 pulses/sec.), as the power stroke causes acceleration of the Cam Track Armature Assembly. As the rotating Cam Track Armature Assembly with magnets attached has considerable combined rotating weight (as a flywheel), and as the stationary block, case halves and the generator coil also have considerable combined stationary weight, we expect these pulses to be virtually imperceivable.
I'm confused. At about the 8:00 mark, she talks about air being circulated into the cylinder but never says how it gets in there. There must be something to pump air into the cylinder to pressurize it before compression. Otherwise, this is a very interesting design!
Thanks for this explanation! Though now I'm curious about what Dom mentioned with regards to the bearing in the cam track. I'm not sure if he asked what I'm thinking. It also seems to me that simply lubing the cam track would not be enough to overcome a single bearing within a cam track which will be asserting friction to both sides of the bearing. Perhaps dual bearings providing alternate pressure against each track wall? I'm not expressing myself very well at all!!!! grr...
Oxyhydrogen also known as Brown's Gas or HHO, detailed in the following link, en.wikipedia.org/wiki/Oxyhydrogen#HHO_gas, can be used in the Russell Engine/Generator. The Russell Engine/Generator can be optimized to burn any liquid or gaseous fuel as stated in the presentation. Thanks for your comment.
Because the piston stops for a prolonged period during the exhaust cycle, a simple, inexpensive, low-pressure blower is all that is required to purge and ventilate the cylinder.
Or simply put the air used to flush the cylinder IS the intake air .... as the piston travels up the cylinder it inherently closes the intake ports which then leads to compression of clean cool air. .. fuel is injected at maximum compression and ignited by the spark plug ... so on and so forth :D ... nice design ... I forsee a few problems with cooling and exhaust silencing, but nothing that cannot be overcome with a little more ingenuity. .. keep up the good work and here's looking forward to a 20kwh unit for off grid battery bank charging :D
This would be an excellent electrical energy source for a hybrid electric aircraft! A light, compact range extender. If failure occurs, land on battery power. Could a 75to 100 Kw gen be built with a weight of say 120 lbs, not including the Voltage regulator?
You're right on the money Gord! This has always been one of our favorite ideas. An electric airplane that will not fall out of the sky if the engine stops. Great for pilot training. Don't know about the weight until be get the prototype built. Thanks for the comment.
Gord: See response for Gary Smith above. pc09102 estimates a 125kw unit without ancillaries to be about 1250lbs. I don't think they will get anywhere close to 120 lbs @ 100kw , remember its still a internal combustion engine and a heavy gen combined. Generators alone are massively heavy let alone the mass needed for combustion.
Maybe reading would be a more suitable medium. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf
Thanks for your positive input on the design Catawallupin! Teaming up a small battery pack with the, highly efficient, Engine/Generator is a game changer in vehicular applications for many reasons. But these advantages aren't just limited to vehicular use. They are equally important in many stationary power generation applications. In cars, trucks or buses we can greatly reduce the overall weight and cost of a large battery pack, while increasing overall efficiency and performance. In stationary applications (like home power generation or larger), a small battery pack can provide the instant buffer necessary to smooth out energy fluctuations caused by load variations. It can also provide all the power necessary during low load conditions, like at night. Regarding noise levels and vibration: Noise levels will be low. Because of the extended piston stroke, pressure in the cylinder will be lower when the exhaust valve starts to open. Because of the extended exhaust dwell the exhaust valve can open more slowly, reducing the sound produced by the exhaust gases. There will be some noise produced by the cam bearings, however, because they are designed to stay on the cam track at all times it will be minimal. Vibration: There will be no vibration produced by the combustion events or the pistons moving inward or outward. For every action associated with any one cylinder, there is always an equal yet opposite action associated with another cylinder on the opposite side of the engine. Therefore, movement of the pistons, the cylinder sleeves, the roller bearings or the valves cause no vibration. There will be rotary acceleration of the Cam Track Armature Assembly (during the pistons power stroke), and deceleration (between power strokes). The cam track itself is designed to provide a smooth and even power stroke, and not a harsh acceleration. Because the Cam Track Armature Assembly acts as a large diameter flywheel, and as the combustion events are only 90° apart (as seen in the 4 x 2 design shown in the presentation), there is little time for deceleration between the combustion events. Therefore, there will be little or no perceivable vibration. In larger designs such as a 6 x 2, there is even less time between combustion events making operation smoother yet. Bob RussellRussell Energy Corporation
Good design, however... I don't think 4 pistons or less would give this engine good start characteristics. I think it would work best with 5 or more. Also, there will be major issue of ware and tear for those pins pushing on the drive cam.
Thanks for the encouraging words! Once sufficient funding is obtained the prototype development will proceed in two phases. The first phase, approximately 6 months, will employ a state of the art MBSE tool GT-Suite for modeling and simulation. The second phase, one to one and half years, will use the output data to physically build the prototype. As with all projects more money will reduce time to completion.
Yes, the Engine/Generator will maintain its efficiency throughout its lifetime. The Engine/Generator as seen in the presentation does have opposed cylinders. The opposing cylinders contain their own pistons (one piston per cylinder). Each piston radiates outwardly from the center. Opposed pistons (180 degrees apart), operate in unison from the center, as mirror images of each other. This feature increases efficiency and eliminates vibration. Regarding HCCI (Homogeneous Charge Compression Ignition), as the Engine/Generator is a relatively fixed speed unit, it is a perfect candidate for future HCCI development. Regarding the starting of the Engine/Generator unit, you are correct. We use the generator as a motor to start the engine of the Engine/Generator unit. Once the engine starts to accelerate from the combustion process, the generator returns to its primary function of making electrical energy.
This will be great for "Papp Engine" Emission free Engine, just fill it with gases and ignite it and then it goes.....using Power from its on power production....;-) there can be even 6 cylinders ore even 8 cylinders
Build one and then tell us about its efficiency. You still are required to have a means of pumping air into the cylinders - which takes energy - just as it does it any other engine. But since this was over 4 years ago, I won't hold my breath.
Holding your breath is not necessarily a good idea. We have been heavily involved in an improved design, offering even greater efficiency, which has attributed to a delay in our schedule. We have new patents pending at this time, related to the new design, and are currently securing funds to build and test the prototype which includes the new improvements. As noted in the presentation, there is a ring-gear provided within the engine that can be used to drive ancillaries, such as blowers, etc. The Eng/Gen does require a low pressure external air supply (which could be a dedicated, attached blower) to ventilate the cylinders. This will require far less energy to accomplish when compared to the standard piston pumping method of typical engines. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf
so this looks like it just generates more power per rpm. this seams like it would generate a lot of force against the cam bearing surfaces. most of the other things she says sound like double talk. very large head space from the spark plug valve arrangement. modern engines use turbos and direct fuel injection to increase "pre-compression" as described. Opposed engine cylinder layout already exist. Low rpm, opposed cylinder designs are already in use with fuel oil large engines in ships today. If you generating electricity why would that not be what you are looking for. this video is from 2013, it is 2018 now, so what has happened to this design.
So where is this remarkable generator. Uploaded in 2013 so there must surely be lots of these cheap engines generating power all around the world now. Hands up if you bought one.
The problem with engine concepts like this is the engines are all too often prohibitively expensive. Their superior designs end up being economically impractical, despite their superior design. Fuel is cheaper than using an expensive new engine design, unfortunately.
A lot of thinking went into this obviously, one problem i see tho is that servicing the engine itself, needs a complete dissasembly of the whooole thing :(
Actually Ron, in many respects servicing the Engine/Generator will be easier than in conventional engines. The most common parts required in servicing any engine include spark plugs, carburetors or fuel injectors, oil, oil filters, and air filters. The spark plugs and fuel injectors are easily accessible through the top case of the Eng/Gen. The oil filter and air filter (not shown in the presentation) are external and easily accessible. As is true with any IC engine, doing a valve job, replacing main bearings or piston rings will require disassembly of the complete engine. However, unlike conventional engines the Eng/Gen is a completely independent plug-and-play unit. The only connections are hoses and wires that are easily disconnected. The Eng/Gen (which can be disconnected and replaced in about 15 minutes) is only held in place by two easily removable pins. This means it can be completely rebuilt on a nice clean bench in a nice clean environment. More importantly, because it is a plug-and-play unit, it could be swapped out for a loner while repairs are being made allowing you to go on with your business. It must be further noted, the Eng/Gen is designed to provide a long, dependable, trouble free operational life, similar to or better than comparable, conventional units. Testing of prototype units will confirm and document all required maintenance schedules
The Eng/Gen requires a low pressure external air supply (which could be a dedicated, attached blower powered by the engine’s Ring Gear) to ventilate the cylinders. This will require far less energy compared to the standard piston pumping method of typical engines. It will also be far less complex and expensive than a super charger.
if each cylinder is a half liter. 2.5in 63mm in diameter 6in 152mm. this disc shaped short cylinder. would be 36 inch in diameter and six inch tall.. making 2 liter displacement..which times 4 equals 8 liter engine.. total engine volume ( outside space occuping)being 9.7 liter .. of solid steel weigh 764 kg 1680lb times .25 (according to guessage) 420 lbs 7.3 liter diesel weigh 1200lb. russel could change piston diameter. change displacement
Le Vilain Petit CanardVery interesting. Indeed. Make it stirling and i buy a dozen. Not joking ! All the heat in the center, plus an external cooling.... it been designed to be stirling guys. Take out The ignition system, the gaz injection, the exhaust and the ventilation and you can save more energy. Imagine you have this engine and could chose the energy you use. Natural, shale or bio gaz, wood, solar, . switching from one to the other easily. Solar by day, and wood chips by night/rain. natural gaz in the cities, bio ethanol in your car. All this with the same engine. It could be tomorrow’s energy. And much more simple to built, and way cheaper !
You’re right Chriss, for the sake of greater efficiency, the Engine/Generator is designed to run at a slow relatively fixed speed. Unlike conventional engines that are required to operate between approximately 600 RPM and 6,000 RPM, the Eng/Gen is designed to operate at roughly 1,800 RPM. This is because we need to stay within the operational limits of the cam bearings that follow the contour of the outside cam track, and because operating at a relatively fixed speed (optimized for best combustion), is much more efficient than operating over a very wide speed range. Even though we operate at this relatively fixed speed, the load we put on the Eng/Gen will very as the demand for electricity goes up and down. When the demand is high, the Eng/Gen will require more fuel to maintain its operational speed. Conversely when the electrical demand is low, the Eng/Gen will use less fuel to maintain the same operational speed.
We have looked at changing the position of the injectors but there is no way to tell what the best position is until the modeling and simulation is completed. Thanks for your comment
We are currently seeking funding to build the prototype Russell Engine/Generator. An established, reputable engine design firm has agreed to build the prototype in two phases once funding is available. Until then the Russell Engine/Generator will not be available for sale. Thanks for your interest.
Maybe reading would be a more suitable medium for you. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf
This will simply not work because of the high load on the cam followers. No matter what lubrication method you use. Also the design requires the engine to run slower in order for the cam followers to smoothly transition from compression to intake and that by itself will limit the horsepower.
Hi., this engine has loads of errors in this design. Exhaust seems reasonless in it. THe motion of the red valve is not consistet and logical with eshausting, To open for exhaust is fine but you really have to push it out for real life efficiency. There will be loads of burned gas remaining in it. And there is no compression phases? This is a low efficency but interesting engine... that you use those forces to genrate torque is amazing idea.
There are CNC machines in our area. However, before we start making parts in CNC machines, we need to further mature the design so we make the best parts the first time. There is a lot of science involved in producing a complete design, with all the interacting parts and processes include. A design that will provide the greatest output power, fuel efficiency, power density, dependability, durability and emissions controls, while ensuring vibration free operation and an affordable market ready product. Until such time that we have all this necessary development work behind us, we are not ready to make parts.
no need to add an electric motor if you already have this. I see no reason for an extra step unless this thing can't handle higher torq. Idk maybe they didn't have that outlook, but why add unnecessary weight to a car? I mean engines ain't light why have two? Tell me if this would be possible.
Not just fossil fuel but also renewable when you consider methane (natural gas) produced from landfills and anaerobic digesters. Thanks for the comment Dwane!
Brazil has been using ethanol (i.e.: alcohol!) as a replacement for fossil fuels since the 70s (see en.wikipedia.org/wiki/Ethanol_fuel_in_Brazil). The real problem of adopting a new kind of fuels is distributing it, but, since this engine is not meant to be used on a vehicle, there's no need to have fuel stations everywhere, on every road, to adopt it. The small amounts of a new fuel used for a small generator could be sold in bottles in supermarkets... Could the generator be designed to run on denatured alcohol, which is already for sale in many countries (often as a cleaning agent)?
Yes. The Russell Engine/Generator can be optimized to use any liquid or gaseous fuel. Denatured alcohol, which is ethanol with methanol added to make it poisonous, can be used as a fuel.
MKA667: you are making an assumption that this can be a lite weight small engine that runs on small amounts of fuel. I don't think so. It may be efficient but will not be small. In Gary Smith's comment pc09102 responded that estimated weight would be 1250 lbs @ 125kw without ancillaries such as fuel pump , oil pump , blower and ignition source. If you do the math a common 3000 watt gen. would be 500lbs +. In pc09102's conn here, he/she/they are saying uses are for extending elec. car batt., elec. airplanes standalone gen. , and portable gen. The real problem is the big oil companies, the distribution is already in place.
pc09102 just to raise awareness of course ... as a static installation ... one could consider the use of direct feed biogas, HHO, SynGas, propane / butane, grid fed methane, Hydrogen (see youtube for solar hydrogen generators) ... not an exhaustive list of course, but you should get the idea
If your question is why don't we put two converging pistons in per cylinder, the answer is it complicates engine breathing. If I'm not answering your question to your satisfaction, please be more specific and I will be happy to give it another shot.
Why even use fuel combustion? why not place opposing high powered magnets on piston and at center? The magnets will automatically repel each other with no need for fuel...
Make the center the electromagnet, use magnets on the pistons, place coils of wire around the cylinders of the pistons, when a magnet moves inside coils of wire it will induce a current through the wires aka will produce electricity, when the magnet is not moving through the coils the alternate magnets are so that solves the problem of increases power consumption. Use a 12 v battery to start the electromagnet, use basic circuitry board to allow for engine shutdown by killing the coils connection to electromagnet, with the electromagnet killed the magnets will stop being repulsed and stop. Ez pz jap n ez.
That’s great Hakan! However, if you will want to travel more than just a couple hundred miles before you have to stop and re-charge the batteries, you may want an unlimited range electric car. An electric car that has the Engine/Generator and a small bank of batteries in it will be the most efficient and user-friendly way to go. You will be able to make your own electricity (on the fly), and it may be cheaper and cleaner than the electricity you buy at home, and you won’t ever have to wait for the batteries to charge. Also, if you have a power failure at your home, you could even plug your home into the Engine/Generator in your car. Never say never Hakan, changes may be coming. Good Luck and thanks for your input.
They claim that it is highly efficient but if it has four times the power strokes than a conventional four stroke engine per revolution as they say then it it also using four times more fuel per revolution than the latter...That makes its extremely inefficient!!!
It must be clearly understood that efficiency, and the number of power strokes per-revolution are two totally different topics. Efficiency, speaks to our ability to convert the energy stored in fuel into a more usable form, capable of doing work. The Engine/Generator is designed to produce electricity to do work (i.e. produce light, heat, cold, run motors, computers etc. etc.), while using the least amount of fuel and producing the least amount of pollutants possible. It is highly efficient. The number of power strokes per revolution, speaks to power density. Power density is our ability to provide the energy necessary to do the work while using the smallest and lightest method, or appliance possible. The Eng/Gen shown in our presentation is in its most basic form. It is far smaller and lighter, extremely power dense and extremely efficient all at thesame time while packaged in the only patented one piece, shaftless genset combination.
Alf B. The Number of strokes per revolution does not determine efficiency. Do you drive your car at full throttle all the time? No. The throttle valve slows the flow of air into an engine, thus requiring less fuel. The decreased volume of intake air also decreases effort to compress the mixture.
This looks neat. The designer obviously made a great effort and came up with the design. Hope it will be commercialized soon.
I really like the concept. The simplistic of the engine and the interface of the generator is an engineering marvel.
It would be neat to see a prototype of this, one the more interesting designs I have seen.
reading the comments and your responses, I feel the need to applaud not only your design of the Eng/Gen, but also your patience in responding to reviewers. Well done on both counts
Thank you Mr. Okuno you have made my day. Responses to well thought out questions or observations, negative or positive, are not only necessary but instructive for the readers.
The force on the cam pins on each combustion event would be tremendous. This would be the first point of failure. Also, the cam track may not be strong enough to stop the piston without causing damage at the base of the piston. Finally, the cam track itself would create a source of resistance. I'd be interested to see what torque output of this engine is in a real life model.
SwRI (Southwest Research Institute) and Ricardo, two highly respected engine design and consulting companies, performed independent studies on the Russell Engine/Generator. They both verified the Eng/Gen’s design and operational merits and found no fatal flaws. These included all the components of the cam track assembly and found them to be well within operational limits. Thanks for your comment.
Exceptionally well thought out and wonderfully presented. Bravo!
I'm "off grid" (by location not choice), and would love to replace my old diesel generator with one of these. What an ingenious concept. Plus I like the name. Lol
Very neat design, looks to have a low parts count compared to a conventional engine, and could easily be scaled up or down in size. To all the naysayers If you read the replies already made before commenting, you will see there has been a lot of design detail covering items such as blower air, wear on cam pins, lubrication, maintenance etc. I am sure there will be lots of uses from large scale Generator sets to off grid standby and electric cars. Electric cars “may” be the future, but you still have to make the electricity, I can see a small unit like this installed in an electric car. It would run at an efficient constant speed charging the batteries even if the car is parked up. The exhaust could be very clean as the engine would run at peak efficiency and constant temperature etc. It could run on fuels other than petrol or diesel. This would be a good step between the current petrol and Diesel engines, and the pure Electric cars that we are going to have to all have by 2040. I wish you luck in getting it off the ground.
Thank you Mr. Reebeer for you insightful comment and for actually reading our previous replies to comments made on a variety of questions and issues. One of our intended uses is transportation, both auto and truck, without the limitation brought about by range anxiety. The vehicle would run on electricity stored in a small bank of batteries and would only run if the battery is depleted to a predefined level. The vehicle with a Russell Engine/Generator could also be used as a backup electrical generator for power outage situations.
Unlike conventional engines, the Russell Engine/Generator could quickly and easily be replaced since it does not require heavy infrastructure to hold it in place. The Eng/Gen can be gimbaled within the vehicle and attached to ancillaries with quick release connectors and electrical wiring.
It is always refreshing to see another person's take on the internal combustion engine. As for efficiency, I do not foresee much improvement on the Otto-cycle. Using the inlet air to cool the cylinder liner will raise it's temperature, thus reducing the density and hence oxygen availability for combustion. There will also still be thermal losses from exhaust gases. Still interesting though, with room for development - keep at it!
Very nice engine/generator intergration design. Here are some constructive thoughts for a fully integrated, operational system.
Momentarily reversing the electrical power can turn the generator into an engine starter, which will further simplify the system design. Depending on the operational enviornment(s), carboration, cooling and lubrication sophistication will vary. Adjustable fuel supply is needed to regulate engine/generator speed. Adjustable control of the air/fuel ratio will be necessary for applications/locations where the barometric pressure fluctuates from a nominal setting (e.g. operating at high altitudes associated with mountain locations and flying). At the bottom of the cylinder stroke, atmospheric pressure will not be sufficent to get purge-air into each cylinder. A turbocharger and manifold can be used to pressurize and distribute purge-air into each cylinder, so as to rapidly and reliably evacuate/cool the cylinders. This will affect the air/fuel combustion mixture. Integration of other components/assemblies (e.g. fuel injector timing, exhaust valve timing, throttle body adaptation, oil distribution and sump, liquid cooling, speed/load govenor, as well as fuel mixture regulation) can capitalize on modern automobile engine technology. No need to re-invent the wheel for existing supplementry systems. However, successful integration of engine and supplementry systems is necessary for operational reliability and stability of generator RPM, which will result in the reduction of electrical power regulation controls on the output.
Best wishes!
Release the patents if they weren't already.
I wanna see a working model, Purdy animation though. I see premature wear in bearings. Love concept
How do you control valve timing with a fixed intake inlets ?
Reading your responses to all the people in the comment section I can see You're doing (have done) You're homework. Can't wait until it comes to market... ☺
should i correct their engineer by saying that all modern engines actually have a point where the intake and the exhaust valve are open at the same time to actually flush the hot exhaust gas. it even more common with turbo compression and is a reason why direct injection is more efficient
but that a nice concept i really like unconventional engines
As an engineer who worked on and designed engines... this engine actually sounds good, especially the part about balancing vibrations and torque transition. However the only issue I have is what stops the exhaust gases flowing into the inlet opening since the hot gases are under pressure and will flow everywhere
samawal al adawi I was thinking about that, maybe an electric turbocharger should suffice?
looks like the opening to allow flow of intake air is not opened till the piston is at the bottom of the stroke. Also, the exhaust valve appears to open just prior to the intake opening (piston is the valve). Since it holds at the bottom for some time, it allows the intake air to flow for through for a time.
It was also stated that the intake air is under pressure (from outside this engine design). So there must be an air pump and fuel pump outside the eng/gen; since this generates electricity, I'm assuming those two external pumps are electrically driven.
Very interesting design. I hope to see this running one day for sure!
As with one other commenter; I would want to see actual prototype longevity testing of the cam track. We see stepped wear in cams such as those used in hydraulic pumps and motors. These see a sudden increase in pressure between the follower and cam surface as a result of hydraulic ports opening and closing. At the point in the cam surface where each follower experiences the pressure increase; there develops a wear step; or contact stress fatigue and spalling. This process ultimately is the life limiting factor of the component. Not sure how that would compare to the sudden increase in contact pressure during a combustion event. Again I am not saying it won't have a long life - and I would love to see it running.
The outward physical shape reminds me of the Caterpillar flywheel energy-storage UPS systems, actually.
Brilliant Graphics
this is brilliant to people who understand mechanics and science....not for people do love nonsense thing.i like this design.good luck guys.hope this to see soon.
The presentation was made to show how the Russell Engine/Generator is different and better than current technologies and to reach those who understand the physics of power generation. Once the Eng/Gen is mass produced it will become a product, like any other, that acts as a turn key operation. For example, you do not need to know the engineering of an automobile to drive the car. Your only concern is whether it works or not when you turn the key to the on position. The only concern regarding the Eng/Gen is whether it produces electricity or not when turned on. Thanks for the comment.
Power/weight figures? Fuel consumption? Displacement? Emissions? Any Measurables?
How is the Air "pushed" into the engine?
2:00 upper ring geared.
auxiliary fan
some well placed springs and magnets may make this even better , cam track wear is going to be a issue tho . I think that may be manageable with a little work .
Has it made it past the engineering stage to production or even demonstrator model? Would like to see it in operation.
Interesting concept, apart from the until missing a turbo for forced induction and the physical size of about 4ft in diameter.
We estimate that a Russell Engine/Generator 125 kW unit will have the following dimensions: Diameter = 3' - 0.4" Height = 1' - 10.4" Weight = 1,250 lbs. Note: weights of the Eng/Gen units are shown without ancillaries (radiator, fans, fuel pumps
etc.) accurate sizing of the ancillaries and weight calculations will be done with prototype development.
In a typical comparable conventional 125 kW genset the dimensions are: Length = 8' - 8" Width = 3' - 7" Height= 5' - 1" Weight = 2700 lbs. total
There are 282 basic parts (not counting ancillaries) comprising a 125 kW Russell Eng/Gen. This compares to 1,150 basic parts (not counting ancillaries) in a typical four cycle 125 kW, internal combustion engine mechanically connected to a separate generator.
The Russell Engine/Generator does not require nor want a turbo which robs energy from the operation. Instead a simple, low pressure blower attached to a single unit via the ancillary gear or shared by multiple units in a rack design ventilates the cylinder when the piston is momentarily stopped at the bottom of the cylinder. The presentation video depicts this action from minute 7:00 to minute 9:05. Thanks for your comment.
pc09102 thanks for the detailed response. I wont argue about the power sap of a light weight turbo compared to a blower. The animation implies double support above and below the piston pivots, is this included in the design or omitted for clarity.
The size and weight seems to preclude it from car use, what is it designed for?, coach?, lorry or stationary power generation?.
Omitted for clarity but in the design. This design depicts a unit applicable for distributed stationary power generation and for comparison to typical gensets of the same output. Smaller unit sizes will be applicable for portable power generation and for applications not yet feasible with current genset technology such as electric airplanes.
Will run definately much smoother and more silent than the peec-power version that uses only two opposite cilinders without cooling their windings. Very sweet design! When available in very small form factors? (10kW).
Good idea for cogenstorage applications where heat AND electricity are harvested with lower operation hours as a result.
Brilliant design! I am skeptical of any startup's claim of low cost, made before the engine is built, especially if years go by without even a working model. I hope you succeed! These would be perfect for extending range on electric cars!
You are correct. The key word here is startup. Initially the Russell Engine/Generator would not necessarily be low cost just like any other product. However, after the economies of scale kick in, the cost should be considerably reduced. Yes, it would be perfect for extending the range on electric cars, Exactly what we surmised. Thanks for the comment and good wishes.
I want it in a car. Like yesterday. This is five years old plz put it in a damn car.
So what stops the exhaust from entering the air inlets? Reed valves? Turbo?
Excellent design! I see a couple improvements that can be made though. Maybe we can get adiabatic efficiency as a consequence. ;) Love the design! It WILL work as planned!
Thank you for your kind words and
vote of confidence Dee. We are currently working on an improved design (for
which new patents are currently pending). I hope they address the potential
improvements that you see.
I'm all for the advance of the engines and such but, where is it pc09102 ? what happened? 2018 and no news of the valid working model. some of those issues make sense but I want to see it working.
Good luck with that.
Thanks for the well wishes Bogdan! Lack of funding and established credibility are always the greatest hurdles especially for independent inventors. The Russell Engine/Generator is a complex invention and requires a large amount of funding to build the prototype and bring it to market. Finding investors, who are not risk adverse, is more difficult than you can imagine, but not impossible. Once the initial modeling simulation portion is complete our credibility will increase and risk will reduce affording more opportunity for funding.
a small working model would not be that hard to build just to show that it will run without the generator to start with interesting design
bowlweevil yes I agree with this .... even if you were to build a small scale working engine as a proof of concept you would have a good influx of investors .....
An engine that can run off any liquid / gaseous fuel type with very little friction and large amounts of torque ... prove it works and you will get investors
Why haven't you physically built one of these in the past decade+? Surely enough investors would fund a working prototype to see if they wanted to put millions into scaling it up into production. I don't get it. What's missing? Have you tried a crowdfunding for the prototype, with no product offered? I would think there are enough thousands of people who would drop $10-100 into the hat just to see the product concept tested. Have you asked any foundations for grants? Gates, Buffett, Lemelson, DARPA, Musk, Moore, Dyson, MIT, or heck, borrow the money and =workshop= of Jay Leno and get a prototype done. Good luck to you!
Interesting video, though Cam engines aren't new (Check out the Michel cam engine from the 1920s). Looks like it might be a good contender for range extenders in BEVs, if it really is very power dense as claimed. I wonder how it would compare with the one in the BMW i3 REX or the GM Volt/Ampera. I'm guessing from the dates of the video and website that it hasn't got off the ground, which would be a shame. It would be nice to see a proper prototype.
So it's a two stroke.. I have my doubts about the purge air system. I like to see a working, non cgi example
Very Nice Brother! With testing and finding the weak links and then even a little redesign. Don't give up on this! It looks good!
The Idea is ok, however there is a lot to be sorted out with regard Engine Wear at critical points of load. The bearing in the cam track is one as well as the cam track itself. Then the side loads created by the cam track will also cause wear on what is effectively the Cross Head bearing and working surface. I am also curious as to lubrication of sliding surface components as I do not recall hearing mention of this in you Video. Good luck with your project, John. Australia.
Is a prototype avail for testing ? Would like to see this developed.
About as crazy as you can get. Huge and heavy rotating masses. Complex machined shapes. Huge heat concentration. Very low displacement versus engine volume. Very low compression. Needs a supercharger. Very expensive large ball bearings. Het is concentrated just where the cooling space is the smallest. All the blue areas are wasted space. The generator is also loopy, with no clear closed magnetic circuit. Pretty pictures but nothing else.
you have some good concepts/ideas there, i think i have some developments that could help you make it better.
aw man i wish we had a timeline for a working model prototype, i wanna stick one of these in my project electric vehicle ;)
Really nice concept... but does require pressurized air intake. I question the longevity of the groove walls at the point of contact during combustion... and at "TDC... any play/wear at all and it will rapidly deteriorate.
Thanks for your comment regarding the concept. The Eng/Gen does require the pressurized intake of fresh air. Because the piston is stopped for an extended period of time at the bottom of the stroke, during the evacuation of spent gases and the recharge of fresh air, the pressure required to recharge the cylinder will be low. Regarding the cam track design, there have been two extensive 3-D modeling studies of the cam track configuration and interactions. The studies were performed by two highly respected, independent engineering houses and the cam track configuration was determined to be a viable design.
turbo.
Very impressive, now why hasn’t it been promoted on the global scale. It is the work of a genius or a team of them!
One genius, who hates the word when applied to him. He sees things differently and believes that internal combustion engines are not bad, just made badly. Unlike the engine configuration used for the past 140 years, his vision is to build an engine that can be configured in any way to optimize the fuel being used. Thanks for your comment.
It SOUNDS good, but will it perform in reality as well as it does in theory?
Only extensive testing can determine if it will be practical.
There are several basic issues:
1. Fuel efficiency. If it does not achieve the claimed improvement, it will flop.
2. Weight. It LOOKS like it will be heavier than a standard engine, but working models will find out for sure.
3. Reliability & durability. Will it take the kind of beating that vehicles give their engines?
It's for generating power, not driving.
How to cool this engine?
can't wait to see a prototype. be interesting to see how it sounds.. maybe like a v twin?
...or a V4!?
How do U say 2WD?
Whooo Hooo!!! 👌🏼👏🏻😏
Like a high revving two stroke.
Interesting design. It is essentially a 2-stroke engine with ported air admission and would also work in a Diesel combustion cycle thus saving complicated spark plugs and improving thermal efficiency. When comparing the cylinder size with the cams (with rollers, I presume) these looks very tiny and will probably bend and/or wear rapidly under load. How is the piston rings, cams and piston guides lubricated? How is the side load from the cams to the piston guides absorbed? How is air forced into the cylinder liner? (you mention a fan; how about using a turbocharger?). The air channels look way too narrow. The air cooling of the cyl.liners looks interesting. But it will heat up the scavenge air (thus reducing density) and will only be effective for a very small-bore machine. You must have calculated a P-V diagram and thus have an idea of the Carnot efficiency. What is your estimated compression and firing pressure? How are exhaust valves controlled (by cams or electronically?). Lots of questions, I understand; get it build and show us a test firing! Good luck and best regards
all of your rotational torque is generated from roller cams on one side of your cam track... in other words the engine relys on that contact force on the roller cams and the track... wear looks like an issue. .. interesting design though. Make it!! and Test it. Its the only way to know if youve got a winner.
Yes that, and the considerable load on the piston carrier (cylinder sleeve?). This part seems the most critical. The cam follower is in shear and I see reinforcement, But does the piston carrier really transfer load to the block through the split cylinder liner? Through the ring-like extrusions on its side?
This is a clever design though. The core design, run as an electric motor (BLDC?) could make an interesting gas compressor. If I didn't have so many things on my plate already...
The engine looks great though there are a few things not mentioned that make a real difference. The engine has to have air(under pressure) blown in through a pin hole(s) in the cylinder wall that are smaller then a conventional engine air intake valve/port to fill the cylinder up with fresh air. The compressed air that enters the cylinder requires additional power(not mentioned). The track needs to be lubricated with oil and has more friction then a conventional engine, times 2 for 2 guiding plates. 3 bearing sets are good though ball bearings are not good enough for high pressure/load bearing and should not be used here where you want the engine to last. Lubrication looks to be an issue.
Thanks
for the initial comment (“The engine looks great”). To follow up, air is blown
into the cylinders through the two purge/cooling ports per cylinder (due to the
section view, only one is shown in the presentation). The final size of these
ports is to be determined. Because the piston is stopped during this procedure a
low-pressure blower is all that is required to evacuate and cool the cylinder
before the next compression event. The Cam-Tracks are lubricated with a spray
of light oil that circulates throughout the entire case during operation. This
feature also lubricates the cylinders while providing extra cooling for the
magnets and the stationary, sealed coil. Friction losses have been predicted to
be lower than in a typical engine with the same number of cylinders, even
though the fire power of the basic Eng/Gen is 4x greater. The three supporting
bearings (two radial and one thrust), are also lubricated by the oil spray. It
must be clear that the two radial ball bearing sets (1 top & 1 bottom) do
not experience heavy loads as all the forces produced by any one cylinder are
canceled out by equal yet opposing forces at another cylinder, on the opposite
side of the engine (180 degrees apart). The only purpose for these low speed
bearings is to maintain the alignment of the Cam-Track Armature Assembly during
operation. The final (1) thrust bearing does experience the load expressed by
the total weight of the rotating Cam-Track Armature Assembly. It should be
clear that lubrication has been considered, and is not a problem.
Interesting design, I'm wondering if the costs of machining the parts is relative to the costs of conventional engine machining. The cost of manufacture is what dictates the success of anything.
Hi Dave, thanks for your input on the Engine/Generator design.
With regard to your question about the cost of manufacture and machining parts,
a four-cylinder Eng/Gen has roughly 1/4 the number of parts, compared to a
four-cylinder conventional engine. It uses approximately 60% less materials,
compared to a four-cylinder conventional engine. It does not require any
undeveloped processes or materials, and it will be less expensive to
produce.
The four-cylinder Eng/Gen will produce eight (8)
combustion events per revolution, whereas a four-cylinder conventional engine
produces only two (2) combustion events per revolution. The Eng/Gen is smaller,
lighter, less expensive to manufacture, and will produce four times (4X) the
firepower of a conventional engine. Furthermore, as the design gets larger
(i.e. 6, or 8, or 12 cylinders instead of 4) the parts count and the amount of
materials required are proportionally reduced even further, when compared to a
conventional engine. Further advancements will be coming soon.
What about vibrations? It’s seems like the flying wheel is a irregular shape
Although the Cam Plates may seem irregular, they are not. Each plate is precisely
balanced from the center, having two identical cam configurations spanning 180°
precision machined in each plate. Each of the two Cam Plates are a mirror image
of each other, insuring a precise total assembled balance. The cam
configuration is such that any two opposing pistons (of the four shown), always
move in opposite linier directions simultaneously. This feature cancels out any
vibration that may be caused by the inertia produced as the pistons move in and
out together. There is never a condition when the Cam Plates, the Pistons or
the Piston Assemblies are out of balance. The Engine/Generator will only
produce minor vibrations between combustion events (every 90°, or at 120
pulses/sec.), as the power stroke causes acceleration of the Cam Track Armature
Assembly. As the rotating Cam Track Armature Assembly with magnets attached has
considerable combined rotating weight (as a flywheel), and as the stationary
block, case halves and the generator coil also have considerable combined
stationary weight, we expect these pulses to be virtually imperceivable.
I'm confused. At about the 8:00 mark, she talks about air being circulated into the cylinder but never says how it gets in there. There must be something to pump air into the cylinder to pressurize it before compression.
Otherwise, this is a very interesting design!
Chris please refer to the response to Dom Igbi and Chriss Crest above. Thanks for your comment!
Thanks for this explanation! Though now I'm curious about what Dom mentioned with regards to the bearing in the cam track. I'm not sure if he asked what I'm thinking. It also seems to me that simply lubing the cam track would not be enough to overcome a single bearing within a cam track which will be asserting friction to both sides of the bearing. Perhaps dual bearings providing alternate pressure against each track wall?
I'm not expressing myself very well at all!!!! grr...
would like to see cyl adjustment--for hho. Make self running gen on water. use heated water? how much hot water made in hour?
Oxyhydrogen also known as Brown's Gas or HHO, detailed in the following link, en.wikipedia.org/wiki/Oxyhydrogen#HHO_gas, can be used in the Russell Engine/Generator. The Russell Engine/Generator can be optimized to burn any liquid or gaseous fuel as stated in the presentation. Thanks for your comment.
What supplies the pressurized air used for scavenging? Is there a roots blower?
Because the piston stops for a
prolonged period during the exhaust cycle, a simple, inexpensive, low-pressure
blower is all that is required to purge and ventilate the cylinder.
It maintains his efficiency through out the time?
What about a design with opposed cylinders? Or hcci?
no intake stroke ?
Please see the presentation video from minute 9:06 to minute 10:17. I think that will answer your question. Thanks for the comment.
Or simply put the air used to flush the cylinder IS the intake air .... as the piston travels up the cylinder it inherently closes the intake ports which then leads to compression of clean cool air. .. fuel is injected at maximum compression and ignited by the spark plug ... so on and so forth :D ... nice design ... I forsee a few problems with cooling and exhaust silencing, but nothing that cannot be overcome with a little more ingenuity. .. keep up the good work and here's looking forward to a 20kwh unit for off grid battery bank charging :D
This would be an excellent electrical energy source for a hybrid electric aircraft! A light, compact range extender. If failure occurs, land on battery power. Could a 75to 100 Kw gen be built with a weight of say 120 lbs, not including the Voltage regulator?
You're right on the money Gord! This has always been one of our favorite ideas. An electric airplane that will not fall out of the sky if the engine stops. Great for pilot training. Don't know about the weight until be get the prototype built. Thanks for the comment.
Gord: See response for Gary Smith above. pc09102 estimates a 125kw unit without ancillaries to be about 1250lbs. I don't think they will get anywhere close to 120 lbs @ 100kw , remember its still a internal combustion engine and a heavy gen combined. Generators alone are massively heavy let alone the mass needed for combustion.
whoah ther thats one long video showing how your design works
Maybe reading would be a more suitable medium. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf
I like the design. Team this with some solid state Lithium-ion batteries and you've got huge range potential. What is the noise level and vibration?
Thanks for your positive input on the design Catawallupin! Teaming
up a small battery pack with the, highly efficient, Engine/Generator is a game
changer in vehicular applications for many reasons. But these advantages aren't
just limited to vehicular use. They are equally important in many stationary
power generation applications. In cars, trucks or buses we can greatly reduce
the overall weight and cost of a large battery pack, while increasing overall
efficiency and performance.
In stationary applications (like home power generation or larger),
a small battery pack can provide the instant buffer necessary to smooth out
energy fluctuations caused by load variations. It can also provide all the
power necessary during low load conditions, like at night.
Regarding noise levels and vibration:
Noise levels will be low. Because of the extended piston stroke, pressure in
the cylinder will be lower when the exhaust valve starts to open. Because of
the extended exhaust dwell the exhaust valve can open more slowly, reducing the
sound produced by the exhaust gases. There will be some noise produced by the
cam bearings, however, because they are designed to stay on the cam track at
all times it will be minimal.
Vibration: There will be no vibration produced by the combustion events or the
pistons moving inward or outward. For every action associated with any one
cylinder, there is always an equal yet opposite action associated with another
cylinder on the opposite side of the engine. Therefore, movement of the
pistons, the cylinder sleeves, the roller bearings or the valves cause no
vibration. There will be rotary acceleration of the Cam Track Armature Assembly
(during the pistons power stroke), and deceleration (between power strokes).
The cam track itself is designed to provide a smooth and even power stroke, and
not a harsh acceleration. Because the Cam Track Armature Assembly acts as a
large diameter flywheel, and as the combustion events are only 90° apart (as
seen in the 4 x 2 design shown in the presentation), there is little time for
deceleration between the combustion events. Therefore, there will be little or
no perceivable vibration. In larger designs such as a 6 x 2, there is even less
time between combustion events making operation smoother yet.
Bob RussellRussell Energy Corporation
Good design, however...
I don't think 4 pistons or less would give this engine good start characteristics.
I think it would work best with 5 or more.
Also, there will be major issue of ware and tear for those pins pushing on the drive cam.
I love this concept, how long till any scale proto?
Thanks for the encouraging words! Once sufficient funding is obtained the prototype development will proceed in two phases. The first phase, approximately 6 months, will employ a state of the art MBSE tool GT-Suite for modeling and simulation. The second phase, one to one and half years, will use the output data to physically build the prototype. As with all projects more money will reduce time to completion.
pc09102 I totally understand, I'm developing my own Honda ignition system conversion, 4 years in, lots of out of pocket funding.
Beg Borrow or Steal but get the job done and fulfill your dream!
정말 멎진 아이디어 입니다.
So which part is the engine. Which part is the generator and how do you tell them apart. What constitutes an engine?
Allow me to provide a link to Wikipedia that will help answer your question. en.wikipedia.org/wiki/Engine
Willie, I'm guessing you're not a mechanic? NO!
Are you serious? Why are you even watching this?
How does it starts?
Using the generator as an electric motor, maybe?
Yes, the Engine/Generator will maintain its efficiency throughout
its lifetime.
The Engine/Generator as seen in the presentation does have opposed
cylinders. The opposing cylinders contain their own pistons (one piston per
cylinder). Each piston radiates outwardly from the center. Opposed pistons (180
degrees apart), operate in unison from the center, as mirror images of each
other. This feature increases efficiency and eliminates vibration.
Regarding HCCI (Homogeneous Charge Compression Ignition), as the
Engine/Generator is a relatively fixed speed unit, it is a perfect candidate
for future HCCI development.
Regarding the starting of the Engine/Generator unit, you are
correct. We use the generator as a motor to start the engine of the
Engine/Generator unit. Once the engine starts to accelerate from the combustion
process, the generator returns to its primary function of making electrical
energy.
This will be great for "Papp Engine" Emission free Engine, just fill it with gases and ignite it and then it goes.....using Power from its on power production....;-) there can be even 6 cylinders ore even 8 cylinders
run propane as coolant.. warmed pressure increased inject fuel
Is this a 2-cycle?
Build one and then tell us about its efficiency. You still are required to have a means of pumping air into the cylinders - which takes energy - just as it does it any other engine. But since this was over 4 years ago, I won't hold my breath.
Holding your breath is not necessarily a good idea. We have been heavily involved in an
improved design, offering even greater efficiency, which has attributed to a delay in our schedule. We
have new patents pending at this time, related to the new design, and are
currently securing funds to build and test the prototype which includes the new
improvements.
As noted in the presentation, there is a ring-gear provided within the engine that can be used
to drive ancillaries, such as blowers, etc. The Eng/Gen does require a low
pressure external air supply (which could be a dedicated, attached blower) to
ventilate the cylinders. This will require far less energy to accomplish when
compared to the standard piston pumping method of typical engines. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf
This engine is now permanently burned into my memory.
so this looks like it just generates more power per rpm. this seams like it would generate a lot of force against the cam bearing surfaces. most of the other things she says sound like double talk. very large head space from the spark plug valve arrangement. modern engines use turbos and direct fuel injection to increase "pre-compression" as described. Opposed engine cylinder layout already exist. Low rpm, opposed cylinder designs are already in use with fuel oil large engines in ships today. If you generating electricity why would that not be what you are looking for. this video is from 2013, it is 2018 now, so what has happened to this design.
is there any advantage over free piston?
Yes, lack of engine control in a free piston engine.
I want one when where and how much?
So where is this remarkable generator. Uploaded in 2013 so there must surely be lots of these cheap engines generating power all around the world now. Hands up if you bought one.
Please see response to Bogdan Bednarczyk below.
I like it.
Thanks
James, I like clean, quick, comments.
nice design !! did Russell made it??? would like to see that at work! real life!
interesting design. checking their website. in the 5 years since the animation, nothing. not even a single practice prototype...
The problem with engine concepts like this is the engines are all too often prohibitively expensive. Their superior designs end up being economically impractical, despite their superior design. Fuel is cheaper than using an expensive new engine design, unfortunately.
every new technology is expensive initially..
Why there is NO price announced?
Mr. Lee please see the response to Bogdan Bednarczyk below. Thanks for your interest.
A lot of thinking went into this obviously, one problem i see tho is that servicing the engine itself, needs a complete dissasembly of the whooole thing :(
Actually Ron, in many respects
servicing the Engine/Generator will be easier than in conventional engines. The
most common parts required in servicing any engine include spark plugs,
carburetors or fuel injectors, oil, oil filters, and air filters. The spark
plugs and fuel injectors are easily accessible through the top case of the
Eng/Gen. The oil filter and air filter (not shown in the presentation) are
external and easily accessible. As is true with any IC engine, doing a valve
job, replacing main bearings or piston rings will require disassembly of the
complete engine. However, unlike conventional engines the Eng/Gen is a
completely independent plug-and-play unit. The only connections are hoses and
wires that are easily disconnected. The Eng/Gen (which can be disconnected and
replaced in about 15 minutes) is only held in place by two easily removable
pins. This means it can be completely rebuilt on a nice clean bench in a nice
clean environment. More importantly, because it is a plug-and-play unit, it
could be swapped out for a loner while repairs are being made allowing you to
go on with your business.
It must be further
noted, the Eng/Gen is designed to provide a long, dependable, trouble free
operational life, similar to or better than comparable, conventional units.
Testing of prototype units will confirm and document all required maintenance
schedules
Clearly it would need to run on HHO to be cleaner with more efficiency.
Please see the response to Indigo Dragon71 below.
wait a second how does the air get in to the engin super charger design is too complex
The Eng/Gen requires a low pressure external air supply (which
could be a dedicated, attached blower powered by the engine’s Ring Gear) to
ventilate the cylinders. This will require far less energy compared to the
standard piston pumping method of typical engines. It will also be far less
complex and expensive than a super charger.
pc09102 ok
if each cylinder is a half liter. 2.5in 63mm in diameter 6in 152mm. this disc shaped short cylinder.
would be 36 inch in diameter and six inch tall.. making 2 liter displacement..which times 4 equals 8 liter engine.. total engine volume ( outside space occuping)being 9.7 liter .. of solid steel weigh 764 kg 1680lb
times .25 (according to guessage) 420 lbs
7.3 liter diesel weigh 1200lb. russel could change piston diameter. change displacement
When will be available at TESCO?
Please see previous response.
Le Vilain Petit CanardVery interesting. Indeed. Make it stirling and i buy a dozen. Not joking ! All the heat in the center, plus an external cooling.... it been designed to be stirling guys. Take out The ignition system, the gaz injection, the exhaust and the ventilation and you can save more energy. Imagine you have this engine and could chose the energy you use. Natural, shale or bio gaz, wood, solar, . switching from one to the other easily. Solar by day, and wood chips by night/rain. natural gaz in the cities, bio ethanol in your car. All this with the same engine. It could be tomorrow’s energy. And much more simple to built, and way cheaper !
Seems kinda slow but mabe it shuld be that way
You’re right Chriss, for the sake of greater efficiency, the Engine/Generator is
designed to run at a slow relatively fixed speed. Unlike conventional engines
that are required to operate between approximately 600 RPM and 6,000 RPM, the
Eng/Gen is designed to operate at roughly 1,800 RPM. This is because we need to
stay within the operational limits of the cam bearings that follow the contour
of the outside cam track, and because operating at a relatively fixed speed
(optimized for best combustion), is much more efficient than operating over a
very wide speed range. Even though we operate at this relatively fixed speed,
the load we put on the Eng/Gen will very as the demand for electricity goes up
and down. When the demand is high, the Eng/Gen will require more fuel to
maintain its operational speed. Conversely when the electrical demand is low,
the Eng/Gen will use less fuel to maintain the same operational speed.
I don't see those injectors lasting very long in that position...
We have looked at changing the position of the injectors but there is no way to tell what the best position is until the modeling and simulation is completed. Thanks for your comment
could do with one spark plug
I think vibrarion free is bogus
Theres points in the cycle where no pistons are doing work
So its gonna vibrate at each stutter and lose efficiency
This must have a very short cam follower lifetime.
See response to fourbypete above.
Where to buy this?
We are currently seeking funding to build the prototype Russell Engine/Generator. An established, reputable engine design firm has agreed to build the prototype in two phases once funding is available. Until then the Russell Engine/Generator will not be available for sale. Thanks for your interest.
the voice over could use another superlative or two. Interesting product but intensely painful to listen to
Maybe reading would be a more suitable medium for you. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf
This will simply not work because of the high load on the cam followers. No matter what lubrication method you use. Also the design requires the engine to run slower in order for the cam followers to smoothly transition from compression to intake and that by itself will limit the horsepower.
See response to fourbypete above. Thanks for your comment.
you have the design
data.. next print a copy..3d print..ptype
3d print
Make one with a cheap CNC cost less than a new car.
Valved two stroke engine.. Interesting..
Hi., this engine has loads of errors in this design. Exhaust seems reasonless in it. THe motion of the red valve is not consistet and logical with eshausting, To open for exhaust is fine but you really have to push it out for real life efficiency. There will be loads of burned gas remaining in it. And there is no compression phases? This is a low efficency but interesting engine... that you use those forces to genrate torque is amazing idea.
wow
Thanks!
Is no one own a CNC in your area ?
There are CNC machines in our area. However,
before we start making parts in CNC machines, we need to further mature the
design so we make the best parts the first time. There is a lot of science
involved in producing a complete design, with all the interacting parts and
processes include. A design that will provide the greatest output power, fuel
efficiency, power density, dependability, durability and emissions controls,
while ensuring vibration free operation and an affordable market ready product.
Until such time that we have all this necessary development work behind us, we
are not ready to make parts.
You juste need a plan who run good as a 4 in line to proove your point.
And good luck.
small engine based on this design + electric motors = High mileage cars :D .. This will only works great if we can convert >60% to electrical energy.
no need to add an electric motor if you already have this. I see no reason for an extra step unless this thing can't handle higher torq. Idk maybe they didn't have that outlook, but why add unnecessary weight to a car? I mean engines ain't light why have two? Tell me if this would be possible.
The cam is too large.
is running at 30 rpm +-
Great stuff! Still reliant upon fossil fuel, no matter how efficient.
Not just fossil fuel but also renewable when you consider methane (natural gas) produced from landfills and anaerobic digesters. Thanks for the comment Dwane!
Brazil has been using ethanol (i.e.: alcohol!) as a replacement for fossil fuels since the 70s (see en.wikipedia.org/wiki/Ethanol_fuel_in_Brazil). The real problem of adopting a new kind of fuels is distributing it, but, since this engine is not meant to be used on a vehicle, there's no need to have fuel stations everywhere, on every road, to adopt it. The small amounts of a new fuel used for a small generator could be sold in bottles in supermarkets...
Could the generator be designed to run on denatured alcohol, which is already for sale in many countries (often as a cleaning agent)?
Yes. The Russell Engine/Generator can be optimized to use any liquid or gaseous fuel. Denatured alcohol, which is ethanol with methanol added to make it poisonous, can be used as a fuel.
MKA667: you are making an assumption that this can be a lite weight small engine that runs on small amounts of fuel. I don't think so. It may be efficient but will not be small. In Gary Smith's comment pc09102 responded that estimated weight would be 1250 lbs @ 125kw without ancillaries such as fuel pump , oil pump , blower and ignition source. If you do the math a common 3000 watt gen. would be 500lbs +. In pc09102's conn here, he/she/they are saying uses are for extending elec. car batt., elec. airplanes standalone gen. , and portable gen. The real problem is the big oil companies, the distribution is already in place.
pc09102 just to raise awareness of course ... as a static installation ... one could consider the use of direct feed biogas, HHO, SynGas, propane / butane, grid fed methane, Hydrogen (see youtube for solar hydrogen generators) ... not an exhaustive list of course, but you should get the idea
two piston per cylinder try
If your question is why don't we put two
converging pistons in per cylinder, the answer is it complicates engine
breathing. If I'm not answering your question to your satisfaction, please be
more specific and I will be happy to give it another shot.
Why even use fuel combustion? why not place opposing high powered magnets on piston and at center? The magnets will automatically repel each other with no need for fuel...
Because that would be perpetual motion and that is something that is at the moment against the laws of physics.
Make the center the electromagnet, use magnets on the pistons, place coils of wire around the cylinders of the pistons, when a magnet moves inside coils of wire it will induce a current through the wires aka will produce electricity, when the magnet is not moving through the coils the alternate magnets are so that solves the problem of increases power consumption. Use a 12 v battery to start the electromagnet, use basic circuitry board to allow for engine shutdown by killing the coils connection to electromagnet, with the electromagnet killed the magnets will stop being repulsed and stop. Ez pz jap n ez.
I was hesitating for a while, because your suggestion is on pair with the readiness of this construction. But you must be joking, right?
It is a little too late to design an internal combustion engine. My next car will be all electric.
That’s great Hakan! However, if you will want to travel more
than just a couple hundred miles before you have to stop and re-charge the
batteries, you may want an unlimited range electric car. An electric car that
has the Engine/Generator and a small bank of batteries in it will be the most
efficient and user-friendly way to go. You will be able to make your own
electricity (on the fly), and it may be cheaper and cleaner than the
electricity you buy at home, and you won’t ever have to wait for the batteries
to charge. Also, if you have a power failure at your home, you could even plug
your home into the Engine/Generator in your car. Never say never Hakan, changes
may be coming. Good Luck and thanks for your input.
They claim that it is highly efficient but if it has four times the power strokes than a conventional four stroke engine per revolution as they say then it it also using four times more fuel per revolution than the latter...That makes its extremely inefficient!!!
It must be clearly understood that efficiency, and the number of
power strokes per-revolution are two totally different topics.
Efficiency, speaks to our ability to convert the energy stored
in fuel into a more usable form, capable of doing work. The Engine/Generator is
designed to produce electricity to do work (i.e. produce light, heat, cold, run
motors, computers etc. etc.), while using the least amount of fuel and
producing the least amount of pollutants possible. It is highly efficient.
The number of power strokes per revolution, speaks to power
density. Power density is our ability to provide the energy necessary to do the
work while using the smallest and lightest method, or appliance possible. The
Eng/Gen shown in our presentation is in its most basic form. It is far smaller
and lighter, extremely power dense and extremely efficient all at thesame time while packaged in the only patented one piece, shaftless genset combination.
Alf B. The Number of strokes per revolution does not determine efficiency. Do you drive your car at full throttle all the time? No. The throttle valve slows the flow of air into an engine, thus requiring less fuel. The decreased volume of intake air also decreases effort to compress the mixture.