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BRINGS EFFICIENCY TO A NEW HIGH

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Title: BRINGS EFFICIENCY TO A NEW HIGH


1
THE REVOLUTION ENGINE
BRINGS EFFICIENCY TO A NEW HIGH
2
It is a radically different kind of motor a
new paradigm.
Problems that had
been left unsolved in all piston engines built
since James Watt have been addressed and
conquered in this unique engine design. Many
components previously thought to be vital to the
operation of ANY engine are actually not needed.
Gone are piston skirts and skirt slap cranks
connecting rod big ends camshafts and their
drive trains the radiator, coolant, hoses and
pumps. Our 4 cylinder engines have a total of
3 bearings and 4 valves.
A RADICAL DIFFERENCE
3
HOW IS OUR MOTOR DIFFERENT ?
Everything is Different. Our motor has been
compared to 2-stroke, the 4-stroke, and the
rotary engines it has features of each, but is a
synthesis that is better than all previous engine
types. It works by a totally different set of
principles. While it still uses the Otto cycle
intake, compression, power, and exhaust it does
so in a completely different way. The pistons
dont go up and down. They go in circles, as do
the cylinders. The new IC Engine paradigm needs
no cranks, no camshafts, and no radiator. There
are less than 100 major parts in our engine
design.
4
POWER
Power has been produced in essentially the same
way since the Otto invented the 4 stroke IC
engine. The paradigm of pistons going up and down
in cylinders, with heavily deflected connecting
rods that swing a crank in the crankshaft in very
wide circles is replaced by a radial four
cylinder engine that rotates. All of its moving
elements are driven in a single direction, and
all rotate at the same speed. Pistons no longer
need to stop and reverse direction 4 times in a
power cycle. Our motor pistons track in perfect
circles. Piston TDCX is 70 degrees at the
crank the lever arm is always at maximum when
under power. These two factors drastically
increase the mechanical and thermodynamic
efficiency, thus allowing the engine to operate
in a totally new way, with huge savings in fuel
use. Centrifugal forces tied up as the
rotational energy adds to the power.
5
OUR ENGINE - PROTOTYPE IV-S2
6
OTTO COMPARISONS
OUR MOTOR OTHER MOTOR
7
OTTO COMPARISONS
OUR MOTOR OTHER MOTOR
8
There are two rotating masses which make up most
of the engine. One is the cylinder/block
assembly, the other is the piston/crankshaft
assembly. Both rotating masses are balanced by
machines during assembly.The geometry of the
connecting rods results in balanced forces during
engine operation. Ceramics and solid lubricants
fracture in traditional engines, but can be
successfully applied to this engine design.Our
motor has eliminated mass and power vibrations
through the use of a special balancing system and
a rotating synchronization assembly that permits
a unique circular (non linear) piston movement.
VIBRATION
VIBRATION
9
Our engine has only one valve per cylinder
(exhaust) located in the head. When it opens,
exhaust gases are routed out a port in the side
of the head. The exhaust, forced to go opposite
to the direction of rotation, is used for an
extra burst of impulse power, which helps drive
the engine. This unique exhaust system results in
much higher fuel efficiency. A QUIETER ENGINE
The engine has an external case which collects
the exhaust gasses. The case has a port for an
exhaust pipe. Integral case baffles and layering
of the case walls plus a muffler in the exhaust
pipe yield a silent engine.
EXHAUST
10
COMPRESSION
The block and cylinder assembly, rotating on 2
mechanical bearings, moves in a circle. The
crankshaft, which is driven by pistons arranged
in an X, rotates in the same direction and at
the same speed. The shaft is offset from the
blocks center of rotation, which causes the two
assemblies to track intersecting circles. The
segments of the circle are used by each cylinder
in turn. There are four stages intake,
compression, power, exhaust. Compression happens
when the piston, rising relative to the location
of its cylinder bore as the engine rotates,
approaches the intersection point of the 2
circles, which is then used as Top Dead Center
sparks added just before TDC initiates combustion.
11
FUEL INTAKE
The fuel system is fed by a belt driven
supercharger. Pressurized fuel mixture, either
carbureted or injected, enters a central chamber
through the front of the block. The fuel mixture
is forced into each combustion chamber in turn
via passages in the cylinder castings. They feed
radially arranged ports in the cylinder liner
walls, timed by piston motion relative to
cylinder motion (piston ported)
A NOTE ON FUEL CHOICES Gasoline and
diesel have very high power density and a very
extensive infrastructure easy delivery exists
all over the world. That makes it the fuel of
choice for now and the foreseeable future. We can
burn it more than twice as efficiently, so it was
chosen as the prime fuel. The engine can be
configured to run on any fuel. Diesel and
Military fuel designs are nearing completion.
(Patents Pending)
12
COMBUSTION
Combustion occurs as the spark plugs (one mounted
on each cylinder head) move past a fixed bus bar.
There are no sparkplug wires or direct contact.
The spark occurs slightly before the point where
the two rotating assemblies circular paths
intersect at Top Dead Center. Top Dead Center
for each piston is 70 degrees advanced with
relation to the crankshaft, so the forces in the
engine are much lower. Power is always exerted at
its best angle for efficiency throughout the
combustion phase. Hot gases, expanding in the
combustion chamber, force each piston crown and
head apart in its turn, thus causing the engine
rotation.
13
COOLING SYSTEM
COOLINGThe engine is air-cooled. Since so much
of the fuel is burned and turned into mechanical
energy, and because of the extremely low friction
inherent in the design, very little waste heat is
created.Since the fuel is more completely used,
there is far less pollution.Air cooling is
sufficient to maintain a low operating
temperature. No radiator, pumps, hoses, or
glycol coolant is needed.
14
ENGINE - PROTOTYPE IV-S2
15
THERMAL EFFICIENCY
Thermal efficiency is up 19 compared to
traditional engines (28) our motor
overall efficiency is 63. Each Charge of Fuel
is Used Twice Fresh fuel mixture is forced into
the combustion chamber by the supercharger. It is
compressed, ignited, and produces mechanical
power because the expanding gases act on the
piston, and force it away from the head. When
the exhaust valve opens, the hot, thoroughly
burned gasses rush out the exhaust port on the
side of the head and back along the direction of
rotation. Each exhaust pipe acts like a rocket
engine, re-using the remaining energy in the
burned fuel. RE-USE FUEL
to INCREASE ENERGY
16
Less is More Less than 100 parts. Less
weight530BHP 135Kg. Less frictionThere are
only 3 bearings in the engine.Less fuel
requiredless than half as much in any given
application.Less pollution...combustion is more
complete and each fuel charge is re-used.Less
waste heatno radiator, hoses, pumps, or Glycol
is required.Less time to repairfewer parts and
much better access. Smaller, lighter, less
expensive carsLess parts needed in
inventoryLess spent on logistics, buildings and
staffWith no loss in horsepower! LESS PARTS
means FASTER ASSEMBLY and LOWER COSTS!With less
than 100 total parts our motor is designed to
be removed and rebuilt in three hours
EACH CHARGE OF FUEL IS USED TWICE
17
4 pistons4 cylinder liners8 piston rings (no
skirts piston skirts needed)4 symmetrical
connecting rods (no big ends) 8 hardened wrist
pins 1 Power Shaft (a crankshaft with no
cranks) 2 or more mechanical ball bearings,
depending on model 1 single lobe stationary cam
4 roller type cam followers
INTERIOR COMPONENTS
18
4 Cylinders with 1 ea. Head, Sparkplug, Valve,
Exhaust Pipe, Valve Spring, Spring Retainer,
Rocker Arm, and Push Rod1 Stationary
(Main/Plain) Bearing3 Bearing Support/Mounting
Plates with Caps 3 Toothed Belt Sheaves with
retainers1 Jackshaft3 Toothed Belts1
Supercharger1 Carburetor (or Fuel Injector
System)3 part horizontally split Engine
Shell/Faraday Shield/Muffler
EXTERIOR COMPONENTS
19
WHAT THIS MEANS TO YOU
  • We at Hunter Designs are looking for partners to
    work with us in developing our engine to its full
    potential. Our design is an important
    contribution to state-of-the art engine
    technology.
  • We want to benefit the country and the world with
    the introduction of this unique prime mover. We
    will stretch the worlds fossil fuel supply, and
    clean up our air pollution problems by increased
    efficiency of fuel use.
  • Please contact Ken Hunter (415-350-3787) with any
    inquiries, comments or interests in participating
    in the financial future of Hunter designs. We are
    actively seeking business relationships involving
    funding, development and testing of our engine.

20
HUNTER DESIGNS
Ken Hunter, Director of Engineering 40668
Witherspoon Tr Fremont, CA 94538 phone
415-876-6312 www.hunterdesigns.com holeshothunter_at_
yahoo.com
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