2 stroke thread (with occasional F1 relevance!)

[J.A.W.]

Here is the full homologation paper. The official publication will come very soon !
https://www.facebook.com/luc.foekema/me ... nref=story

https://www.facebook.com/photo.php?fbid ... =3&theater

"...Very soon!"

So.. any actual prospect of meaningful Ryger engine data - in a 'technical' sense, being presented here.. yet - Luc?

[LucF]

Only a few weeks and everything will be explained, so be patient for a little while.

https://www.facebook.com/photo.php?fbid ... =3&theater

[J.A.W.]

Only a few weeks and everything will be explained, so be patient for a little while.

https://www.facebook.com/photo.php?fbid ... =3&theater

& by "...be a patient for a little while." Luc, you actually mean.. what - exactly?

Luc, you'd be aware that accurate chronometers - let alone calendars, have been available for several centuries now..
..cant you provide an actual release date - of the standard technical data?

Your reiteration of such inchoate undertakings.. are substance-wise, curiously-mysteriously nebulously vacant..
.. & as a tease, its wearing a tad thin here.. so why not - as a show of confidence, put up - say, a dyno-chart, tout suite?


( & FYI, the next predicted date for "The End of the World" - has been given for some decades as due on - 14th Feb 2016,
It'd be awful for your sake Luc, if that actually turned out to be more accurate than your predictions, eh, Luc)..

[J.A.W.]

Here is the full homologation paper. The official publication will come very soon !

Well, Luc, there's another month elapsed.. so much for "very soon" then, eh?

Anyhow..

Here's another 2T racer of interest, Swiss racing outfit Suter is entering it in the I.o.M. TT Superbike race this year..
http://www.mcnews.com.au/suter-580cc-twto-race-iom-tt/

As a matter of interest, Kiwi I.o.M. race rider Bruce Anstey got a Manx G.P. classic race lap record on an old 2T YZR 500,
last year, getting around the 37 mile long circuit at an average speed of ~126 mph, not too shabby..

Suter built bikes have won the Moto 2 World Championship, so for sure, they do a decent chassis.

& if the Ruger-tech/claimed output was applied to the Suter, it could have better than 300hp to pump it along..

[fredric21]

We are in the process of building a prototype opposed piston, sleeve valve two-stroke, which is both supercharged and turbocharged, to achieve a BMEP of 205psia. and 16,000rpm. The heat lost to coolant promises to be around 10% that of an equivalent four-stroke engine. Only numbers from the test cell will tell us whether or not the maths is correct!
This engine does not drag piston rings across ports, has a short stroke, but has no early port openings, which gives a greater expansion stroke right to BDC. Port areas are good enough for peak output at 22,000rpm. Engine is dry sump and DGI.

[manolis]

Hello fredric21

Any drawings or animations?

Thanks
Manolis Pattakos

[J.A.W.]

We are in the process of building a prototype opposed piston, sleeve valve two-stroke, which is both supercharged and turbocharged, to achieve a BMEP of 205psia. and 16,000rpm. The heat lost to coolant promises to be around 10% that of an equivalent four-stroke engine. Only numbers from the test cell will tell us whether or not the maths is correct!
This engine does not drag piston rings across ports, has a short stroke, but has no early port openings, which gives a greater expansion stroke right to BDC. Port areas are good enough for peak output at 22,000rpm. Engine is dry sump and DGI.

F21, good effort.. & those are impressive - if sparse - numbers ..

So, here's a few guesses to go with the data request by Manolis in his post stat above..

By DGI - I presume you mean - it is not a CI/diesel mill.
Does it run primarily on HCCI/non externally-timed electrical spark-ignition, mode?
No piston-speed stated, so its a rather small test engine, which will allow efficient port/area blow-down at those kind of rpm..

[LucF]

Here is the full homologation paper. The official publication will come very soon !

Well, Luc, there's another month elapsed.. so much for "very soon" then, eh?

Anyhow..

Here's another 2T racer of interest, Swiss racing outfit Suter is entering it in the I.o.M. TT Superbike race this year..
http://www.mcnews.com.au/suter-580cc-twto-race-iom-tt/

As a matter of interest, Kiwi I.o.M. race rider Bruce Anstey got a Manx G.P. classic race lap record on an old 2T YZR 500,
last year, getting around the 37 mile long circuit at an average speed of ~126 mph, not too shabby..

Suter built bikes have won the Moto 2 World Championship, so for sure, they do a decent chassis.

& if the Ruger-tech/claimed output was applied to the Suter, it could have better than 300hp to pump it along..

I do understand J.A.W.
We are very bussy to finish the first batch, before we can start the publications.
So we make long days to get everything 100%.
We also would like to do it sooner.

Kind regards, Luc

[uniflow]

JAW, I think things have gone a bit awry over at Ryger, as rumor would have it.

[manolis]

Hello all.

Today it was granted by the US-PTO the US 9,303,637 patent to the Tilting valve engine.

The following Portable Flyer uses two OPRE Tilting engines (more at http://www.pattakon.com/pattakonTilting.htm ) each driving a pair of counter-rotating intermeshed rotors through a reduction gearing (sprockets / toothed belt).

The hubs of the rotors are hollowed.

The frame extends from bellow the lower rotors to above the top rotors, ending in cone-shaped cages improving the air flow and containing rescue parachutes for emergency landings.













(the last two animations are stereoscopic; help on how to look at them is at http://www.pattakon.com/pattakonStereoscopy.htm )


At horizontal flight the frontal area is minimized (the engines and the pilot / rider are "in line": the one engine is hidden behind the other, the pilot is hidden behind the engines) allowing extreme maximum velocities.

The two counter rotating crankshafts of each engine "share" the same combustion chamber keeping the basis perfectly rid of inertia vibrations and of combustion vibrations.

The basis (i.e. the rider / pilot) needs not to provide any reaction torque (not even at extreme changes of revs and load).

With the symmetric counter-rotating rotors (and crankshafts), the total "gyroscopic rigidity" is zero, i.e. the rider can "instantly" (as instantly as with the rotors stopped) vector the thrust to the desirable direction.

The above make "a true neutral propulsion unit": neither vibrations, nor reaction torque, nor gyroscopic rigidity; only a force that can "instantly" and effortlessly be vectored towards the desirable direction.

As aerodynamic "controls" the rider / pilot can use his legs, hands and body, just like the wing-suiters do. A wing-suit fits with the Portable Flyer, especially for long flights and fast aerobatics.

With 1m diameter rotors and 100Kp (220lb) total (including the rider and the fuel) take-off weight, the rotor "disk loading" is only half of the rotor "disk loading" of the Osprey (Bell Boeing V22). And this is with the one only propulsion unit in action.

As the Osprey, the Portable Flyer is capable for "vertical take-off / landing (like a helicopter) and for long distance flights at high speed and low fuel consumption (like an airplane).

In the Osprey the malfunction of both engines, or the collapse of the one rotor, or the failure of the transmission may turn out fatal, especially during a vertical take-off or landing.

In comparison, the Portable Flyer of the fourth embodiment is safer, as explained in the following.

The failure of the transmission of the one propulsion unit of the Portable Flyer is not of vital importance because the other propulsion unit, alone, has its own transmission and is capable for the safe landing of the vehicle.

Even in the case wherein both engines fail, or in case the Portable Flyer runs out of fuel, the Portable Flyer can still, using the rescue parachute(s), land safely.


For more: http://www.pattakon.com/pattakonPatTol.htm

Thanks
Manolis Pattakos

[gruntguru]

Don't forget the handlebars.

[manolis]

Hello Gruntguru.

You don’t need handlebars.

All you need is to secure the frame / engines / rotors assembly on the body / shoulders of the pilot / rider.

Just like Yves Rossy:



Rossy’s hands are free for the control of the flight (together with his head and legs).

The only thing Rossy holds with his hands is a rheostat (secured on his fingers) for the control of the “throttle” of the four jet engines.

Thanks
Manolis Pattakos

[henry]

@manolis, you say

"As aerodynamic "controls" the rider / pilot can use his legs, hands and body, just like the wing-suiters do. A wing-suit fits with the Portable Flyer, especially for long flights and fast aerobatics. "

With the weight of two engines above the pilot's head the C of G in horizontal flight will move up the body towards the shoulders. Would a wing suit be able to have its lift centre far enough forward to match this?

Given this location of the C of G, how long do you think a person can support their weight, and that of the engines, on outstretched arms?

[tok-tokkie]

Now with 2 engines you have addressed the big problem with the portable flyer - the consequence when the engine fails. Now with 2 engines that problem is really taken care of. Yet, in a belt & braces approach, there are also the pair of parachutes.
Besides all that now the size (diameter) of the device is also more convenient.
I really hope you have great success with this.

[gruntguru]

Hello Gruntguru.
You don’t need handlebars.
All you need is to secure the frame / engines / rotors assembly on the body / shoulders of the pilot / rider.
Just like Yves Rossy:
Rossy’s hands are free for the control of the flight (together with his head and legs).
The only thing Rossy holds with his hands is a rheostat (secured on his fingers) for the control of the “throttle” of the four jet engines.

Hi Manolis. You might not NEED handlebars but I believe your flier will be much more controllable with them. They will allow the axis of the entire body/wingsuit/CG to be adjusted relative to the thrust axis.

This is critical in hover mode. If the thrust axis does not pass through the CG during hover, the resulting moment must be entirely reacted by the aerodynamic forces created by angling the lower body/legs in the prop-wash. Without handlebars there is nothing controlling the angle between the thrust axis and the upper body. The thrust axis always aligns with the rotor shaft - there is no restoring moment to keep the rotor shaft vertical (unlike a helium balloon or a parachute). If the joint at the shoulders is a hinge (even one with limited movement) the rotor shaft will tend to "lean over" creating an unstable condition where the angle of the torso to the thrust axis creates an aerodynamic moment in the same direction as the lean. The result is a spectacular swan-dive into whatever lies below.

Rossy's engines are attached to the wings not the pilot.
Rossy's machine does not have VTOL or a hover mode.