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Almen A-4 barrel engine

Axial engines (sometimes known as barrel or Z-crank engines) are a type of reciprocating engine with pistons arranged around an output shaft with their axes parallel to the shaft. Barrel refers to the cylindrical shape of the cylinder group (result of the pistons being spaced evenly around the central crankshaft and aligned parallel to the crankshaft axis) whilst the Z-crank alludes to the shape of the crankshaft.

The key advantage of the axial design is that the cylinders are arranged in parallel around the output/crank shaft in contrast to radial and inline engines, both types having cylinders at right angles to the shaft. As a result, it is a very compact, cylindrical engine, allowing variation in compression ratio of the engine while running. In a swashplate engine the piston rods stay parallel with the shaft, and piston side-forces that cause excessive wear can be eliminated almost completely. The small-end bearing of a traditional connecting rod, one of the most problematic bearings in a traditional engine, is eliminated.

An alternate design, the Rand cam engine, replaces the plate with one or more sinusoidal cam surfaces. Vanes mounted parallel to a shaft mounted inside a cylindrical 'barrel' that are free to sliding up and down ride the sinuous cam, the segments formed by rotor, stator walls and vanes constituting combustion chambers. In effect these spaces serving the same purpose as the cylinders of an axial engine, and the sinuous cam surface acts as the face of the pistons. In other respect this form follows the normal cycles of internal combustion but with burning gas directly imparting a force on the cam surface, translated into a rotational force by timing one or more detonations. This design eliminates the multiple reciprocal pistons, ball joints and swash plate of a conventional 'barrel' engine but crucially depends on effective sealing provided by sliding and rotating surfaces.[1]

In either form the axial or 'barrel' engine can be derived as a cam engine or swashplate or wobble plate engine.

(A wobble-plate is similar to a swash plate, in that the pistons press down on the plate in sequence, imparting a lateral moment that is translated into rotary motion. This motion can be simulated by placing a compact disc on a ball bearing at its centre and pressing down at progressive places around its circumference. The difference is that while a wobble plate nutates, a swash-plate rotates.[1])

While axial engines are challenging to make practicable at typical engine operating speeds some cam engines have been tested that offer extremely compact size (approximating to a six-inch (150mm) cube) yet producing approximately forty horsepower at c 7000 rpm, useful for light aerial applications. The attraction of lightweight and mechanically simple (far fewer major moving parts, in the form of a rotor plus twelve axial vanes forming twenty-four combustion chambers) engines, even with a finite working life, have obvious application for small unmanned aircraft. (Such a design having allegedly been tested at NAVAIR PSEF in 2003.)

History[edit]

Macomber[edit]

Swashplate animation. Note that the swashplate is fastened to the shaft, so it rotates with it.

In 1911 the Macomber Rotary Engine Company of Los Angeles marketed one of the first axial internal-combustion engines, manufactured by the Avis Engine Company of Allston, Massachusetts. A four-stroke, air-cooled unit, it had seven cylinders and a variable compression ratio, altered by changing the wobble-plate angle and hence the length of piston stroke.[2] It was called a 'rotary engine', because the entire engine rotated apart from the end casings.

Ignition was supplied by a Boschmagneto directly driven from the cam gears. The high voltage current was then taken to a fixed electrode on the front bearing case, from which the sparks would jump to the spark plugs in the cylinder heads as they passed within 1/16 inch (1.5 mm) from it. According to Macomber's literature, it was 'guaranteed not to overheat'.

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The engine was claimed to be able to run at 150 to 1,500 rpm. At the normal speed of 1,000 rpm, it reportedly developed 50 hp. It weighed 230 pounds (100 kg) and it was 28 inches (710 mm) long by 19 inches (480 mm) in diameter.

Pioneer aviator Charles Francis Walsh flew an aircraft powered by a Macomber engine in May 1911, the 'Walsh Silver Dart'.[3]

Statax[edit]

In 1913 Statax-Motor of Zürich, Switzerland introduced a swashplate engine design. Only a single prototype was produced, which is currently held in the Science Museum, London. In 1914 the company moved to London to become the Statax Engine Company and planned on introducing a series of rotary engines; a 3-cylinder of 10 hp, a 5-cylinder of 40 hp, a 7-cylinder of 80 hp, and a 10-cylinder of 100 hp.[4]

It appears only the 40 hp design was ever produced, which was installed in a Caudron G.II for the British 1914 Aerial Derby but was withdrawn before the flight. Hansen introduced an all-aluminum version of this design in 1922, but it is not clear if they produced it in any quantity. Much improved versions were introduced by Statax's German division in 1929, producing 42 hp in a new sleeve valve version known as the 29B. Greenwood and Raymond of San Francisco acquired the patent rights for the US, Canada, and Japan, and planned a 5-cylinder of 100 hp and a 9-cylinder of 350 hp.

Michell[edit]

In 1917 Anthony Michell obtained patents for his swashplate engine design. Its unique feature was the means of transferring the load from the pistons to the swashplate, achieved using tilting slipper pads sliding on a film of oil. Another innovation by Michell was his mathematical analysis of the mechanical design, including the mass and motion of the components, so that his engines were in perfect dynamic balance at all speeds.

In 1920 Michell established the Crankless Engines Company in Fitzroy (Australia), and produced working prototypes of pumps, compressors, car engines and aero engines, all based on the same basic design.[5]

Engine designer Phil Irving worked for the Crankless Engine Company before his time at HRD.

A number of companies obtained a manufacturing license for Michell’s design. The most successful of these was the British company Waller and Son, who produced gas boosters.[6]

The largest Michell crankless engine was the XB-4070, a diesel aircraft engine built for the United States Navy.[7] Consisting of 18 pistons, it was rated at 2000 horsepower and weighed 2150 pounds.

John O. Almen[edit]

Experimental barrel engines for aircraft use were built and tested by American John O. Almen of Seattle, Washington in the early 1920s, and by the mid-1920s the water-cooled Almen A-4 (18 cylinders, two groups of nine each horizontally-opposed) had passed its United States Army Air Corps acceptance tests. However, it never entered production, reportedly due to limited funds and the Air Corps' growing emphasis on air-cooled radial engines. The A-4 had much smaller frontal area than water-cooled engines of comparable power output, and thereby offered better streamlining possibilities. It was rated at 425 horsepower (317 kW), and weighed only 749 pounds (340 kg), thus giving a power/weight ratio of better than 1:2, a considerable design achievement at the time.[8]

Heraclio Alfaro[edit]

Heraclio Alfaro Fournier was a Spanish aviator who was knighted at the age of 18 by King Alfonso XIII of Spain for designing, building, and flying Spain's first airplane.[9] He developed a barrel engine for aircraft use which was later produced by the Indian Motocycle Manufacturing Company as the Alfaro. It was a perfect example of the 'put in everything' design, as it included a sleeve valve system based on a rotating cylinder head, a design that never entered production on any engine. It was later developed further for use in the Doman helicopter by Stephen duPont, son of the president of the Indian Motorcycle Company, who had been one of Alfaro's students at Massachusetts Institute of Technology.[10]

Bristol[edit]

The Bristol Axial Engine of the mid-1930s was designed by Charles Benjamin Redrup for the Bristol Tramways and Carriage Company; it was a 7-litre, 9-cylinder, wobble-plate type engine. It was originally conceived as a power unit for buses, possibly because its compact format would allow it to be installed beneath the vehicle's floor. The engine had a single rotary valve to control induction and exhaust. Several variants were used in Bristol buses during the late 1930s, the engine going through several versions from RR1 to RR4, which had a power output of 145 hp at 2900 rpm. Development was halted in 1936 following a change of management at the Bristol company.[11]

Wooler[edit]

Perhaps the most refined of the designs was the British Wooler wobble-plate engine of 1947. This 6-cylinder engine was designed by John Wooler, better known as a motorcycle engine designer, for aircraft use. It was similar to the Bristol axial engine but had two wobble-plates, driven by 12 opposed pistons in 6 cylinders. The engine is often incorrectly referred to as a swashplate engine.[12] A single example is preserved in the Aeroplane Gallery of the Science Museum, London.

H.L.F. Trebert[edit]

Some small barrel engines were produced by the H.L.F. Trebert Engine Works of Rochester, New York for marine usage.

Present day[edit]

Dyna-Cam[edit]

The Dyna-Cam engine originally came from a design by the Blazer brothers, two American engineers in the brass era automotive industry who worked for Studebaker in 1916. They sold the rights to Karl Herrmann, Studebaker's head of engineering, who developed the concept over many years, eventually taking out US patent 2237989 in 1941.[13] It has 6 double-ended pistons working in 6 cylinders, and its 12 combustion chambers are fired every revolution of the drive shaft. The pistons drive a sine-shaped cam, as opposed to a swashplate or wobble-plate, hence its name.

In 1961, at the age of 80, Herrmann sold the rights to one of his employees, Edward Palmer, who set up the Dyna-Cam Engine Corp. along with son Dennis. Edward's son Dennis and daughter Pat then helped get the engine installed in a Piper Arrow airplane. The engine was flown for about 700 hours from 1987 through 1991. Their longest-life engine ran for nearly 4000 hours before overhaul. Dyna-Cam opened a research and development facility about 1993 and won many various awards from NASA, the United States Navy, the United States Marine Corps, California Energy Commission, Air Quality Management District,[clarification needed] and Los Angeles Regional Technology Alliance for different variations of the same Dyna-Cam engine. About 40 prototype engines were built by the Herrmann Group and another 25 built by the Dyna-Cam Group since they acquired the engine and opened their shop. A new patent was granted to Dennis Palmer and Edward Palmer, first in 1985 and then several more around 2000 to Dennis Palmer. In 2003 the assets of the Dyna-Cam Engine Corporation were acquired by Aero-Marine Corporation, who changed their name to Axial Vector Engine Corporation.[14] Axial Vector then totally re-designed the cam engine. Axial Vector's new engine, like many of the others on this list, suffers from the 'put in everything' problem, including piezoelectric valves and ignition, ceramic cylinder liners with no piston rings, and a variety of other advanced features. It has little similarity to the original Herrmann and Dyna-Cam engines, since the Dyna-Cam engine used conventional valves, piston rings, accessories, had no unproven ceramic materials and actually flew in an aircraft and also powered a 20-foot (6.1 m) 'Eliminator' ski boat for over four years.

Covaxe[edit]

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United Kingdom company Covaxe Limited (known as FairDiesel Limited up until 2017) is designing two-stroke Diesel opposed piston barrel engines that use non-sinusoidal cams, for industrial applications and aviation use. Their engine designs range from a 2-cylinder, 80 mm bore to 32-cylinder, 160 mm bore.[15]

Duke Engines[edit]

New Zealand company Duke Engines started in 1993 has created several different engines and installed one in a car in 1999. The engine runs a 5-cylinder, 3 litre, 4-stroke internal combustion engine platform with its unique axial arrangement, which is in its third generation. Due to a valveless design, Duke engine loses less energy between the power strokes.[16] Current prototypes of Duke's engines claim to match characteristics of conventional internal combustion engines but with fewer parts and 30% lighter. This goes in the direction of developing a more efficient engine. During development the Duke has been tested at MAHLE Powertrain in the United Kingdom and in the United States; test results show that is has multi-fuel capabilities.[17] The Duke engine's benefits of lightness and compactness should render this design ideal for motorcycles engines; and these benefits might make the powerplant suitable for light aircraft as well.[18] (There is little data on whether the Duke engine is smooth; the mainshaft has a large counterweight attached).

Cylindrical Energy Module[edit]

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The Cylindrical Energy Module (CEM) is a sine-wave swashplate engine that can also be used as a standalone pump, powered by an external source. The rotating swashplate rotor assembly is moved back and forth with the help of piston drive pins, which follow a stationary sinusoidal cam track that encircles the rotor assembly.[citation needed]

Applications[edit]

  • The most well-known application is in torpedoes, where the cylindrical shape is desirable. The modern Mark 48 torpedo is powered by a 500 hp swashplate engine geared to a pump-jet propulsor. It is fueled by Otto fuel II, a monopropellant that requires no oxygen supply and can propel the torpedo at up to 65 knots (120 km/h) (74.56 mph).[19]
  • Other applications include pneumatic and hydraulic motors, hydrostatic transmissions such as Honda's Hondamatic CVT,[20] and air conditioner pumps.[21] Also, some Stirling engines use a swashplate arrangement, e.g., Stirling Thermal Motors' STM 4-120 engine.[22]

See also[edit]

Notes[edit]

  1. ^Self, Douglas. 'Axial Internal Combustion Engines'. The Museum of Retro Technology. Retrieved 2011-05-01.
  2. ^'Macomber aero engine'. Pilotfriend. Retrieved 2008-07-04.
  3. ^'Charles F. Walsh'. earlyaviators.com. Retrieved 2008-07-04.
  4. ^Angle, Glenn Dale (1921). Airplane Engine Encyclopedia. Otterbein Press. p. 468.
  5. ^'Michell, Anthony George Maldon (1870–1959)'. Australian Dictionary of Biography. National Centre of Biography, Australian National University.
  6. ^Douglas Self. 'Axial Internal-Combustion Engines'.
  7. ^'SPECO XB-4070-2 Diesel 9 Barrel Engine'.
  8. ^'Fact Sheets > Almen A-4 Barrel'. National Museum of the United States Air Force. Archived from the original on 2008-06-13. Retrieved 2008-06-29.
  9. ^A 1911 Spanish pilot and MIT aeroengineer and his 1938 aeroengine, upgraded for today. duPont. 2006. ISBN0977713407.
  10. ^Stephen, duPont (2006). A 1911 Spanish Pilot and MIT Aeroengineer and his 1938 Aeroengine. TEBA Group. ISBN0-9777134-0-7.
  11. ^Setright, L.J.K. (1975). Some Unusual Engines. Mechanical Engineering Publications. ISBN0-85298-208-9.
  12. ^Smith, Herschel H. (1981). Aircraft Piston Engines: From the Manly Baltzer to the Continental Tiara. McGraw-Hill. ISBN0-07-058472-9.
  13. ^Herrmann, Karl L. (Apr 1941). 'US Patent number 2237989'. USPO. Retrieved 2008-07-04.
  14. ^'Axial Vector Engine Corporation Announces Resolution of Dyna-Cam Litigation'. Axial Vector Engine Corporation. July 6, 2006. Archived from the original on 2008-03-02. Retrieved 2008-07-04.
  15. ^'Two-Stroke Diesel Engines for Broad Application'. FairDiesel Limited. 2006. Retrieved 2008-07-07.
  16. ^'Duke Engines' incredibly compact, lightweight valveless axial engine'. newatlas.com. Retrieved 2016-10-07.
  17. ^'A four stroke 'axial' reciprocating engine'. Duke Engines. 2013. Retrieved 2013-07-23.
  18. ^'Duke Axial Prototype: The Ultimate Motorcycle Engine Design? | UP TO SPEED'. Motorcyclist. Retrieved 2016-10-07.
  19. ^Friedman, Norman (1997). The Naval Institute Guide to World Naval Weapons Systems, 1997–1998. Naval Institute Press. p. 694. ISBN1-55750-268-4.
  20. ^'Technical Innovations Honda's CVTs for ATVs'. Off-Highway Engineering Online. Archived from the original on 2008-12-02. Retrieved 2008-07-07.
  21. ^'Variable Swashplate Compressors'. Visteon Corporation. 2008. Archived from the original on 2008-07-18.
  22. ^Urieli, Dr. Israel (2007-12-02). 'Stirling Engine Configurations'. Archived from the original on 2003-06-20. Retrieved 2008-07-07.

References[edit]

  • McLanahan, J. Craig (1998-09-28). 'Barrel aircraft engines - Historical anomaly or stymied innovation?'. World Aviation Congress & Exposition, September 1998. Warrendale, Pennsylvania: SAE International.
  • McCutcheon, Kimble D. 'The Almen A-4 Barrel Engine'(PDF). Aircraft Engine Historical Society. Archived from the original(PDF) on 2008-08-20. Retrieved 2008-06-29.

External links[edit]

Retrieved from 'https://en.wikipedia.org/w/index.php?title=Axial_engine&oldid=1023263507'

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(Redirected from Swashplate engine)

A cam engine is a reciprocating engine where, instead of the conventional crankshaft, the pistons deliver their force to a cam that is then caused to rotate. The output work of the engine is driven by this cam.[1]

Cam engines are deeply rooted in history. The first engine to get an airworthiness certificate from the United States government was, in fact, a radial cam engine. A variation of the cam engine, the swashplate engine (also the closely related wobble-plate engine), was briefly popular.[2]

These are generally thought of as internal combustion engines, although they have also been used as hydraulic- and pneumatic motors. Hydraulic motors, particularly the swashplate form, are widely and successfully used. Internal combustion engines, though, remain almost unknown.

Operation[edit]

Operating cycle[edit]

Some cam engines are two-stroke engines, rather than four-stroke. Two modern example are the KamTech and Earthstar, both radial-cam engines. In a two-stroke engine, the forces on the piston act uniformly downwards, throughout the cycle. In a four-stroke engine, these forces reverse cyclically: In the induction phase, the piston is forced upwards, against the reduced induction depression. The simple cam mechanism only works with a force in one direction. In the first Michel engines, the cam had two surfaces, a main surface on which the pistons worked when running and another ring inside this that gave a desmodromic action to constrain the piston position during engine startup.[3]

Usually, only one cam is required, even for multiple cylinders. Most cam engines were thus opposed twin or radial engines. An early version of the Michel engine was a rotary engine, a form of radial engine where the cylinders rotate around a fixed crank.

Advantages[edit]

  1. Perfect balance, a crank system is impossible to dynamically balance, because one cannot attenuate a reciprocal force or action with a rotary reaction or force. The modern KamTech cam engine uses another piston to attenuate the reciprocal forces. It runs as smoothly as an electric motor.
  2. A more ideal combustion dynamic, a look at a PV diagram of the 'ideal IC engine' and one will find that the combustion event ideally should be a more-or-less 'constant volume event'.[4]

The short dwell time that a crank produces does not provide a more-or-less constant volume for the combustion event to take place in. A crank system reaches significant mechanical advantage at 6° before TDC; it then reaches maximum advantage at 45° to 50°. This limits the burn time to less than 60°. Also, the quickly descending piston lowers the pressure ahead of the flame front, reducing the burn time. This means less time to burn under lower pressure. This dynamic is why in all crank engines a significant amount of the fuel is burned not above the piston, where its power can be extracted, but in the catalytic converter, which only produces heat.

A modern cam can be manufactured with computer numerical control (CNC) technology so as to have a delayed mechanical advantage. The KamTech cam, for example, reaches significant advantage at 20°, permitting the ignition to start sooner in the rotation, and maximum advantage is moved to 90°, permitting a longer burn time before the exhaust is vented. This means the burn under high pressure takes place during 110° with a cam, rather than 60°, as happens when a crank is used. Therefore, the KamTech engine at any speed and under any load never has fire coming out of the exhaust, because there is time for full and complete combustion to take place under high pressure above the piston.[5]

A few other advantages of modern cam engines:

  • Ideal piston dynamics
  • Lower internal friction
  • Cleaner exhaust
  • Lower fuel consumption
  • Longer life
  • More power per kilogram
  • Compact, modular design permits better vehicle design
  • Fewer parts, cost less to make

To suggest that cam engines were or are a failure when robustness is concerned is in error. After extensive testing by the United States government, the Fairchild Model 447-C radial-cam engine had the distinction of receiving the very first Department of Commerce Approved Type Certificate. At a time when aircraft crank engine had a life of 30 to 50 hours, the Model 447-C was far more robust than any other aircraft engine then in production.[6]Sadly, in this pre-CNC age it had a very poor cam profile, which meant it shook too severely for the wood propellers and the wood, wire, and cloth airframes of the time.

Bearing area[edit]

One advantage is that the bearing surface area can be larger than for a crankshaft. In the early days of bearing material development, the reduced bearing pressure this allowed could give better reliability. A relatively successful swashplate cam engine was developed by the bearing expert George Michell, who also developed the slipper-pad thrust block.[2][7]

The Michel engine (no relation) began with roller cam followers, but switched during development to plain bearing followers.[8][9]

Effective gearing[edit]

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Unlike a crankshaft, a cam may easily have more than one throw per rotation. This allows more than one piston stroke per revolution. For aircraft use, this was an alternative to using a propeller speed reduction unit: high engine speed for an improved power-to-weight ratio, combined with a slower propeller speed for an efficient propeller. In practice, the cam engine design weighed more than the combination of a conventional engine and gearbox.

Swashplate and wobble plate engines[edit]

The only internal combustion cam engines that have been remotely successful were the swashplate engines.[2] These were almost all axial engines, where the cylinders are arranged parallel to the engine axis, in one or two rings. The purpose of such engines was usually to achieve this axial or 'barrel' layout, making an engine with a very compact frontal area. There were plans at one time to use barrel engines as aircraft engines, with their reduced frontal area allowing a smaller fuselage and lower drag.

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A similar engine to the swashplate engine is the wobble plate engine, also known as nutator or Z-crank drive. This uses a bearing that purely nutates, rather than also rotating as for the swashplate. The wobble plate is separated from the output shaft by a rotary bearing.[2] Wobble plate engines are thus not cam engines.

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Pistonless rotary engines[edit]

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Some engines use cams, but are not 'cam engines' in the sense described here. These are a form of pistonless rotary engine. Since the time of James Watt, inventors have sought a rotary engine that relied on purely rotating movement, without the reciprocating movement and balance problems of the piston engine. These engines don't work either.[note 1]

Most pistonless engines relying on cams, such as the Rand cam engine, use the cam mechanism to control the motion of sealing vanes. Combustion pressure against these vanes causes a vane carrier, separate from the cam, to rotate. In the Rand engine, the camshaft moves the vanes so that they have a varying length exposed and so enclose a combustion chamber of varying volume as the engine rotates.[10] The work done in rotating the engine to cause this expansion is the thermodynamic work done by the engine and what causes the engine to rotate.

Notes[edit]

  1. ^With the occasional, and usually tenuous, exception of the Wankel engine. This is however a pistonless rotary engine without being a cam engine.

References[edit]

  1. ^'Cam engines'. Douglas Self.
  2. ^ abcd'Axial Internal-Combustion Engines'. Douglas Self.
  3. ^NACA 462, p. 5.
  4. ^Ideal Otto Cycle
  5. ^Requires Linkedin login
  6. ^Fairchild (Ranger)
  7. ^NACA 462, pp. 2–4.
  8. ^NACA 462, pp. 5–7, 15.
  9. ^US 1603969, Hermann Michel, 'Two-stroke-cycle internal combustion engine', issued 19 October 1926
  10. ^'Rotary Principle'. Reg Technologies Inc. Archived from the original on 2015-01-25. Retrieved 2013-08-20.
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Bibliography[edit]

Comments on Crankless Engine Types (Report). NACA Technical Memorandum. 462. Washington, D.C.: NACA. May 1928.

Retrieved from 'https://en.wikipedia.org/w/index.php?title=Cam_engine&oldid=1020347067#Wobble_plate_engine'