I have already posted this graph from Frits in the graph I believe is the answer to how a 2 stroke might be able to survive extreme RPMOriginally Posted by wobbly
You might need to read between the lines.
If it had Cushioning at both TDC and BDC
Anorak
I have already posted this graph from Frits in the graph I believe is the answer to how a 2 stroke might be able to survive extreme RPM
You might need to read between the lines.
If it had Cushioning at both TDC and BDC
Kinky is using a feather. Perverted is using the whole chicken
Scooter boy
If it has a stepped piston of some sort with a seal between case and rod this could be used more than a air cushion but as a HCCI chamber to push piston back up?
Forum whore
Yes, the old one stroke trickOld steam engine tech, fire both ends (free piston). Only 35HP needed each end
Imagine trying to cool that piston.
Highway Biker
Frits, I have a particular cylinder reed valve engine that I will want to convert to a Ryger engine when the time comes. I am sitting here with new 0.040" over pistons and some cylinders with cast iron liners that need to be bored and honed for the pistons. In the interest of saving time and effort, should I go ahead and have the cylinders bored and honed now then wait on the Ryger specifics to come out or should I just wait for the Ryger info and relevant machining before having the boring/honing done.
I have a feeling it is likely the latter that you will suggest, but if it doesnt matter too much then I would rather have the people doing the boring/honing not see anything unusual so I would have that done first. There will be some lag between interested parties such as myself learning about the Ryger engine and the people doing the boring/honing learning about the Ryger engine. It is a vintage engine.
Hardcore Biker
frits see what youve done. guys put their life on hold waiting by the computer for the day you spill the beans. tell them it could be years before you talk
Forum whore
My thoughts exactly, people should pull finger and get out in the shed and make something.Frits see what you've done. guys put their life on hold waiting by the computer for the day you spill the beans. tell them it could be years before you talk
Like these Norwegians and their inertia dyno.
Or Flettners Sleeve Valve Engine.
Useful stuff for your project.
Electric Water Pump.
Loctite
Maybe not the Ryger but a very informative read.
i'm a wanker
we will never see them in cars unless we want to spend are life boring and replacing pistons lol so a wast of time (-: bugger why am i buliding a 2 strokefrits see what youve done. guys put their life on hold waiting by the computer for the day you spill the beans. tell them it could be years before you talk
Hardcore Biker
Still can´t make it work inside my head.
It´s like heating up the stove, shut down the heater and the stove still gets even hotter.
Or accelerate a car, shut down engine and car still accelerates.
You wrote:
Still, there´s no pressure left to push the piston after ~half the stroke(fastest pistonspeed) as the exhaust has been open for a while.
All this consumes so much energy so i would figure the powercurve is heading down even more steep than vertical.
Bucket Racer/Crasher
The piston may not have rings as blowby may not be such a problem as combustion products may be used to promote the type of ignition of the mixture of the following cycle. So a little gas leaking past the piston and mixing with fresh mixture beneath the piston is actually desirable.
Frits replied to a question of mine some pages back and said something along the lines that the faster the combustion the better. HCCI is quicker than "normal" combustion of course. I was asking about combustion rates and piston speed. Interestingly the Ryger may have fast combustion, close to TDC, and has a short rod which will see the piston move away from TDC quickly. This may be required to extract useful work from the very rapidly raised cylinder pressure. I've thought of another method but if a short rod is all that is needed to obtain the change in piston velocity needed then may as well keep it a bit simpler.
Without the piston thrust face loads caused by having the short rod directly connected to the piston the lubrication requirements could be reduced significantly. With the shorter rod plus the spacer plate there is plenty of room for guide mechanism for the rod attached to the piston. This mechanism is what would take the loads caused by the angle between the rod attached to the piston and the 90mm conrod. These loads could be quite high given the rod angularity and the horsepower being obtained. My thought regarding that is that there could be a connecting link(A) at more or less 90deg to the piston rod but connected to the crankshaft conrod, with a short link(B) between their junction and the bottom of the piston conrod. This connecting link(A) at 90deg would be connected to the crankcase at the end opposite to the crankshaft 90mm conrod. The junction of the 90mm conrod and the connecting link(A) would therefore only move in and arc dependant on the length of the connecting link(A) as the crankshaft rotated. This would reduce the side loads on the rod connected to the piston.
I'm gonna draw a picture.
The word "may" is used quite a bit.
Scooter boy
It seems to me, the gudgeon needs to be below the transfer ports even at TDC and a piston ring for sealing.
Is that to prevent an air leak from the gudgeon to the pumping crankcase?
That arrangement could be done with a short rod and a cylinder spacer, we can already see in the revo.
Forum whore
When the time comes, you will need Ryger-type pistons anyway so it may be best to wait until then and see if pistons in approximately your size become available.
Right you are Teezee. Putting your life on hold is like throwing it away. I love the way people like Flettner are taking matters into their own hands.
A german friend of mine also started building something he thought might be Ryger-like. He will be the first to admit it looked rather 'experimental' but after I showed Harry Ryger pictures and a video of his contraption for a good laugh, Harry invited him over for a look at the real Ryger internals.
http://www.youtube.com/watch?v=h1TBj...el=UweHartmann
Harrys first reaction: "Man, does it smoke!"
Forum whore
Sounds a lot like what Flettner is building, if I may say so.
Highway Biker
Regular cylinders/pistons for this engine are cheap so I might as well just carry on and then redo it later when the Ryger info becomes available. If it was just a matter of waiting a few months I would leave it, its not a critical project and I've got many other things to do on the "List", but I have a feeling it could be a lot longer wait than a few months.
Forum whore
I haven't got a clue. It's a legal matter and I don't understand the first thing about it; don't even wish to.
L-Plate Rider
Dank u wel Frits voor your response. Though that mean my thoughts were wrong, at least some of them.
Let me bother you with few more questions, maybe you can answer them.
Looking down the bore of Ryger, are all 11 transfer ports visible with piston at Bottom Dead Center?
What's the intake reed valve doing at 30kRPM, still open?
There are currently 18 users browsing this thread. (0 members and 18 guests)
Posting Permissions
Reply With Quote
Bookmarks