ismael_pt

iTrader: (1)

You'll probably think of the added weight problems, aside from that I find it impressive.

Braineack

iTrader: (62)

arrow 28 points where the rod will bend.

ismael_pt

iTrader: (1)

Actually 28. is the point to remove weight with a sawzall if needed.

y8s

iTrader: (8)

not until 36 rusts solid.

Faeflora

iTrader: (2)

How this supposedd to wirk

Flexy rod goes boing?????!

Faeflora

iTrader: (2)

I see some wackassness like this possibly being uswful in valveyrain. Like if ur cylinder kerbloses then the camshat shhits over to the side and pop the valves open and voosh goes the detonations

ismael_pt

iTrader: (1)

http://www.freepatentsonline.com/6701885.html

BogusSVO

iTrader: (1)

Looks like more parts to break and fail.

Also it would decrease peak HP, by lowering the CR

Neat in theory, but I do not see the use of it.

Joe Perez

iTrader: (8)

I'm still trying to wrap my head around it, but in theory, the system should not start to decrease effective CR until chamber pressure exceeds the pressure needed to deflect the spring. So this is more like an engine with a dynamically variable compression ratio. That would allow you to run more boost without detonation while still maintaining efficiency at low to moderate load conditions.

(I think.)

18psi

iTrader: (76)

Why over-complicate things?
Just use rubber rods. They will never break. NEVAR

Braineack

iTrader: (62)

im sorry, im no engineer, but does not the rod still have to bend in order to compress/contract the spring?

also, it's probably not a good thing to have a spring rub your cylinder walls right?



BTW I just invented a new stlye of coilbesides.

Braineack

iTrader: (62)

just sent to the patent office!!!!! time to go on the Shark Tank!

fooger03

iTrader: (2)

From my non-engineer observation

The bottom end of the spring is not attached to the big end of the rod, it is attached, instead, to the crankshaft, the big end and the lower spring are therefore independent of one another.

The big end is attached to the crankshaft via eccentric bearing (correct?) The spring holds the rod in the "up" position until too much compression is achieved, at which point the compression forces the rod downward causing it to rotate on the eccentric bearing to the furthest "down" point, which compresses the spring. At the end of the exhaust stroke, the load on the piston is reduced and the spring un-compresses, which rotates the big end of the rod back to the "up" position.

End of non-engineer observation

Beginning of non-engineer logic

In practice, it looks like a failboat idea. If the spring is strong enough to rotate the friction surface of the eccentric bearing back to the "up" position, then the combustion event is going to be able to overpower the spring + friction on every single combustion stroke, which means that the cylinder is *not* variable compression - it is *minimum* compression every time.

Oh, and then you've got the added weight and complexity of the system.

Here's an alternative use for this application:

If you could find a way to lock the rod in the "up" position on the combustion stroke, and unlock the rod on the intake stroke, you would have a piston which could theoretically stay "down" longer at higher RPMs on the intake stroke as the inertia of the piston + rod overcomes the upward force applied by the spring, which could result in a more valuable intake stroke...

Intake stroke begins, rod is in the "up" position, relative to the crankshaft. Dynamic locking system on the eccentric bearing "unlocks" as the downstroke begins.

At the bottom of the intake stroke, the cylinder is pulling maximum vacuum through the intake ports. Crankshaft transitions from the intake stroke to the compression stroke. The downward inertia of the rod/piston momentarily overcomes the force applied by the spring, and very briefly continues downward before shooting back upwards. The force of inertia is increased as RPMs increase, thereby pulling more vacuum across the intake valves as the engine spins up which helps to reduce torque drop-off at high RPMs. At the very bottom of the intake stroke, the "locking crankshaft" re-activates the locking mechanism - since the rod has already moved away from the lock catch, the locking mechanism stays activated but not engaged, ready to "catch" the piston once it returns to the full up position.

Approximately halfway through the compression stroke, the spring has returned the piston to the full "up" position. The compression in the cylinder at this point is a mere 2:1, not nearly enough to overcome the spring force. The activated locking system immediately re-engages the lock catch, holding the piston in the full up position. The locking mechanism stays activated and engaged throughout the remainder of the compression stroke, and the full combustion and exhaust strokes before de-activating once more for the next intake stroke.

Cool theory, but how to unlock during the intake stroke while keeping it locked during the combustion stroke? I don't know - I'm going to go take a crap and work-out now.

Braineack

iTrader: (62)

that makes a little more sense.

Joe Perez

iTrader: (8)

This does seem to be an excessively complicated solution, to say nothing of connecting rod not hit block.