EXECUTIVE OVERVIEW - Wiseman Engine



MULTI-FUEL INTERNAL COMBUSTION ENGINE DESIGN TO IMPROVE UAV RELIABILITY AND PERFORMANCE

Russ Hunter (Author) Keith Voigts

Sr. Manager, Army Programs President

Computer Science Corporation Wiseman Technologies

(256)-885-7372 (228)-396-5276

Cell: (256)-503-5246 Cell: (228)-324-1043

rhunter21@ kvoigts@

BACKGROUND

Since its invention, the internal combustion, engine has relied on a piston with a connecting rod that rotates a crankshaft to transfer the linear energy of the piston to the rotary energy of the output shaft. The canting or offset of the connecting rod reduces the driving force transferred from the piston to the gear assembly, because part of the force from the piston is dissipated in the lateral direction of the connecting rod. The canting also produces piston side loading which produces friction between the piston and the sidewalls of the cylinder. This friction and resultant heat, reduces available horsepower, adds to fuel required, and increases dramatically as more work is demanded from the engine. Connecting rod offset at the crankshaft also limits the stroke length of the piston.

IT IS IMPORTANT TO NOTE THAT THESE LIMITING FACTORS ARE

ALWAYS PRESENT IN ANY PISTON CRANKSHAFT ENGINE

[pic]

The Wiseman, Mechanism, (patent # US 6,510,831,B2) allows the piston and connecting rod to travel in a perfect linear motion while transferring the reciprocating energy from the piston to the rotational energy of the output shaft. There have been previous attempts to construct similar mechanisms. However these mechanisms are extremely complicated, having multiple gears and weights. The Wiseman mechanism performs this conversion using only two moving parts, a pinion and a pinion carrier.

Summary of the Wiseman Mechanism:

The gear assembly of the Wiseman mechanism comprises a pinion connected to the connecting rod by a pinion journal, a ring gear, and a pinion carrier (not depicted). Simply put; the pinion rolls around inside the ring gear. One revolution of the pinion in the ring gear exactly matches one rotation of the pinion around its own axis. The offset of the pinion journal keeps it (and the lower end of the connecting rod) in precisely the same relative position to the center of the piston throughout its stroke. This alignment allows for pure the linear motion of the piston and rod, and drastically reduces or eliminates all the limitations inherent to the crankshaft engine referred to above.

ADVANTAGES OF THE WISEMAN MECHANISM TECHNOLOGY

IN ANY PISTON CRANKSHAFT ENGINE

1. Linear Motion:

Because in the Wiseman mechanism, the connecting rod travels linearly, the piston wrist pin and bearing can be eliminated, thus reducing the weight and thickness of the piston. Additionally, the rod and piston can be formed as a single piece, allowing the piston to operate without piston skirts, because the connecting rod never pushes sideways on the cylinder and there is no side load on the piston. This alone eases manufacturing complexity and reduces weight. Additionally, because the upper portion of the engine does not have to endure anywhere near the punishment of a standard crankshaft engine, service life and endurance are improved greatly.

Linear motion also allows an engine to be built with any desired stroke length, with the only limiting factor being ultimate piston speed. Properly designed and applied, the use of the Wiseman mechanism can result in an engine with an extremely wide power band and exceptional low-end torque, thus eliminating the need for multiple gear transmissions in certain applications.

In addition to increased horsepower, this reduction of side load and friction with the Wiseman mechanism indicates the potential for the use of new materials in engine design, such as ceramics, allowing for lighter, longer lasting cylinders, much higher cylinder temperatures, resulting in more complete combustion and reduction in exhaust pollutants.

2. Increased Torque:

The Wiseman mechanism converts the pressure exerted on the top of the piston by the exploding air-fuel mixture into 16% more torque at the output shaft throughout the entire 180˚ power stroke. These figures are derived from direct test measurements on two, identical, single cylinder, engines, one in the original configuration, with crankshaft, and the other with the Wiseman mechanism. The stroke and displacement were identical.

3. Earlier Power Stroke Torque Conversion:

In a standard crankshaft engine, although the maximum pressure on the top of the piston occurs at approximately 12˚ after Top Dead Center (TDC) on the power stroke, due to the near vertical position of the connecting rod, and the need for the crankshaft lobe to “clear laterally” to allow the piston to accelerate downward, and to increase mechanical advantage on the crankshaft, the maximum torque is not applied to the crankshaft until approximately 47˚ after TDC. Because there is no necessity for an increase in mechanical advantage, the Wiseman mechanism applies approximately twice the torque to the output shaft at approximately 12˚ after TDC on the power stroke, versus the crankshaft engine. As with (2.) above, these figures are derived from direct test measurements on two, identical, single cylinder, engines, one in the original configuration, with crankshaft, and the other with the Wiseman mechanism.

4. Longer Power Stroke:

Due to the increasing offset of the crankshaft lobe, a four-cycle (gasoline or diesel) engine moves the piston approximately 60% of the stroke in the first 90˚ of crankshaft rotation of the 180˚ power stroke. The Wiseman mechanism only moves the piston 50% of the stroke in the first 90˚ of the power stroke (see below). This 10% difference in piston displacement in the first 90˚ has a significant effect on performance. The Wiseman mechanism allows the exploding fuel/air mixture to expend its energy on the top of the piston for a longer time per degree of output shaft rotation. Since the Wiseman mechanism does not have to stop during the remaining 40% of the stroke in the second 90˚ of the power stroke, and the rod is not forced out of column, the exhaust valve can remain closed longer, further increasing the effective power stroke.

MATHEMATICAL EQUATIONS

Device Analysis and Comparison

Logon

◆ L – Displacement of the piston from Dead Top

◆ R1 – Length of the Connecting Rod

◆ R2 – Radius of Crank Shaft or Inter Pinion Shaft Gear

◆ Rotate – the Rotation Angle of the Power Shaft

5. Increased reliability and engine life.

The Wiseman mechanism converts the torque to the output shaft earlier in the power stroke, provides more torque to the output shaft during the entire power stroke, and allows the piston and rod to move linearly, and accelerates and decelerates evenly throughout the stroke cycle (in actuality Wiseman piston acceleration and deceleration forms a perfect sign wave). These factors combined with the resultant reduction in friction between the piston and cylinder wall and the way in which the Wiseman mechanism handles the forces involved, indicates a dramatic reduction in the amount of punishment that the engine components must endure throughout the life of the engine. Also, the linear motion in a Wiseman engine will allow for a significant tightening of the tolerances between the piston and the cylinder wall, further increasing performance and reducing wear.

DEVELOPMENT OF THE WISEMAN MECHANISM TO DATE

Several working prototype applications for the Wiseman mechanism have been designed and tested. These are all modifications of existing internal combustion engines, wherein the crankshaft and lower engine components have been removed, and a scaled Wiseman mechanism has been designed and inserted, with all other engine functions, remaining unchanged. A completely redesigned engine, built to capitalize on all the potential advantages of the Wiseman mechanism has not been attempted, due to funding constraints.

Preliminary prototype Wiseman engine comparative testing has yielded dramatic reductions in fuel consumption and significant improvement in engine torque and power output over identical stock piston engines

Homelite 30cc Engine Test

Due to the simplicity of the engine and ease of modification, a standard 30cc Homelite 2 cycle engine was modified with the Wiseman mechanism and compared to a stock engine. The engines are identical in all respects, with the exception of the Wiseman mechanism. For this test, the same carburetor, spark plug, and exhaust system (not identical ones) were used on each engine. The engines were both brand new and were each broken in for 2 hrs at 4,000 RPM, with regular gas and manufacturer’s recommended 30/1 2-cycle oil. After break in the fuel was changed to Shell High Test, and AMS synthetic oil was used at 100/1. For this test the engines were run on the same day with temperature and barometric pressure almost identical. Engine RPM’s were set for the test at 4,050 and verified by tachometer. The load was identical for each engine (the same 20” X6 wooden propeller). Once each engine reached stable RPM, cylinder head temp was measured by thermocouple, and fuel weight was noted. A series of 6-minute runs was conducted on each engine to measure and compare fuel consumption.

(Aside: Because the engine with the Wiseman mechanism installed ran so much cooler than the stock motor, the cylinder head with standard cooling fins had to be shrouded with aluminum sheet to get the temperature up to roughly equal that of the stock motor.)

The average 6-minute fuel consumption for the stock motor running with an average cylinder head temperature of 310˚F was 27.67 grams.

The average 6-minute fuel consumption for the motor with the Wiseman mechanism installed, running with an average cylinder head temperature of 320˚F, was 14.00 grams.

The improved fuel efficiency realized with the Wiseman mechanism in this comparison test is 50.5%!

This Wiseman engine, while producing the same power output will run virtually twice as long as the identical stock engine on the same amount of fuel! This same comparison testing has been independently verified and documented on two other occasions.

STOCK 30cc WISEMAN 30cc

[pic] [pic]

ADDITIONAL DESIGN ADVANTAGES WITH THE WISEMAN MECHANISM

[pic]

All of the advantages of the Wiseman mechanism stated above: increased power, improved fuel consumption, reduced weight, and increased engine life, directly support the performance driven paradigm of UAS propulsion. However, when consideration is given to a new engine, completely redesigned with, for instance, ignition and valve timing implemented to optimize all the advanced capability offered by the Wiseman, the demonstrated improvements in fuel efficiency and power output already attained become simply a starting point for much more substantial improvements.

WISEMAN ENGINE MULTI-CYLINDER APPLICATIONS

1. Wiseman opposing 2-cylinder:

Due to the perfect linear motion of the piston and shaft in the Wiseman mechanism, a second cylinder can be easily added on the same pinion journal, with the two pistons connected with one piston rod and firing alternately. The only weight added to the single cylinder is that of the additional piston and cylinder head and an increase in the counterweight to offset the motion of the additional piston.

[pic]

As with the single cylinder Wiseman engine, both shortened pistons and the single piston rod can be made out of the same piece of material and without wrist pins. It should also be noted that the cylinders are directly opposite each other with no lateral offset as required with a crankshaft. This reduces engine size and weight compared to 2-cylinder crankshaft engines of the same required output.

2. Wiseman “V” twin 2-cylinder:

Due to the unique function of the pinion Wiseman Mechanism, an additional pinion journal can be added to the same mechanism that will allow for identical perfect linear motion at 90˚ to the first one.

[pic]

The Wiseman “V” twin 2-cylinder engine also allows for exceptional balancing because the inertia is handed off from one cylinder to the other as the pistons move through their respective stroke cycles. When one piston is at stop at the end of its stroke, the other piston is at maximum velocity, and vice versa.

3. To continue the discussion of the Wiseman mechanism in multi cylinder applications and to fully take advantage of the revolutionary characteristics presented by the Wiseman mechanism, either two apposing cylinder, or “V” twin engines can be combined on the same pinion, to create the 4 cylinder Wiseman “X” engine.

Note: although the graphics depict a 2-stroke engine, this in no way should be considered a 2-stoke only application. The Wiseman will improve any piston engine application.

[pic]

There are a host of performance characteristics only available in the Wiseman “X” engine

As with any “Full up” Wiseman engine, the stroke can be customized to fit the fuel. The same inertial balancing as with the “V” twin is present. There is no cylinder offset as required with a crankshaft, saving space and weight. All the cylinders can be “supercharged” with pressure below the piston, as in the earlier discussion. . These “X” engines are stackable on the same output shaft providing 4,8,12, and higher cylinder engines, all operating with reduced friction and improved power output.

There is one more design capability that has the potential to see the “Full up” Wiseman mechanism delivering unheard of torque and power versus engine size and weight.

In the explanation, in the Summary Proposal and mentioned above, it was noted that the lower portion of the cylinder could be sealed off to allow that pressure to be applied to the intake air to “supercharge” the engine. What can also be accomplished only in the Wiseman engine, due completely to the linear motion of the piston rod, is the ability to fully seal off the lower portion of the cylinder area at the piston shaft with an additional, smaller ring system to create a heavy fuel engine with Double Acting Pistons!, wherein the pistons could be fired in both directions in its stroke. It is not known how much power can be extracted from an engine of this design, but it indicates a revolutionary improvement in the weight to power ratio, of the internal combustion engine.

This brief description of the Wiseman mechanism is in no way intended to provide a complete depiction of this technology. We would very much like to opportunity to provide you a complete presentation with animation, an actual Wiseman mechanism to handle and possibly a demonstration of the Wiseman engine in operation. Please visit the website at:



-----------------------

Linear Motion

Rotary Motion

Rotary Motion

In a conventional engine

Crankshaft articulation creates

friction, heat, and drag

PISTON

PISTON

PISTON

PISTON

PISTON

PISTON

PINION

JOURNAL

PISTON

PISTON

RING

GEAR

PINION

r1

Piston

L

Displacement of the conventional engine as a function of the

rotation of the power shaft is as follows:

Stroke for both engine types - Stroke = 2 inches r2

r2

Ө

2r2

180°

Ө

0

L

Piston

r1

r2

Ө

Cycloidal motion

L = r2* (1-cos(rotate)

Ө = rotate

Displacement of the Wiseman device engine as a function of the

rotation of the power shaft is as follows:

Crank slider motion

L = r2* cos(rotate)+(r1**2-r1**2(1-cos(rotate)**2)**0.5

Ө = rotate

The virtual elimination of side-loading on the piston allows for “thinner” design (weight reduction)

Reduced piston friction and resultant heat in air-cooled applications, can allow for the cutback or elimination of cooling fins (weight reduction) (design simplicity)

Piston and rod made from one piece of material. No wristpin or bearing (simplicity of manufacture) (weight reduction)

Linear shaft motion allows lower cylinder area to be sealed off from case. The air under the piston can be used to supercharge the intake over the piston (no separate pump or blower)

Piston at maximum

velocity

Piston at stop

Additional cylinder

Identical to first

(reduced parts/lighter weight)

Same pinion and carrier

As 1 cylinder engine

[pic]

[pic]

................
................

In order to avoid copyright disputes, this page is only a partial summary.

Google Online Preview   Download