Thank you Mr. Okuno you have made my day. Responses to well thought out questions or observations, negative or positive, are not only necessary but instructive for the readers.

The presentation was made to show how the Russell Engine/Generator is different and better than current technologies and to reach those who understand the physics of power generation. Once the Eng/Gen is mass produced it will become a product, like any other, that acts as a turn key operation. For example, you do not need to know the engineering of an automobile to drive the car. Your only concern is whether it works or not when you turn the key to the on position. The only concern regarding the Eng/Gen is whether it produces electricity or not when turned on. Thanks for the comment.

SwRI (Southwest Research Institute) and Ricardo, two highly respected engine design and consulting companies, performed independent studies on the Russell Engine/Generator. They both verified the Eng/Gen’s design and operational merits and found no fatal flaws. These included all the components of the cam track assembly and found them to be well within operational limits. Thanks for your comment.

Thank you Mr. Reebeer for you insightful comment and for actually reading our previous replies to comments made on a variety of questions and issues. One of our intended uses is transportation, both auto and truck, without the limitation brought about by range anxiety. The vehicle would run on electricity stored in a small bank of batteries and would only run if the battery is depleted to a predefined level. The vehicle with a Russell Engine/Generator could also be used as a backup electrical generator for power outage situations. Unlike conventional engines, the Russell Engine/Generator could quickly and easily be replaced since it does not require heavy infrastructure to hold it in place. The Eng/Gen can be gimbaled within the vehicle and attached to ancillaries with quick release connectors and electrical wiring.

Release the patents if they weren't already.

You are correct. The key word here is startup. Initially the Russell Engine/Generator would not necessarily be low cost just like any other product. However, after the economies of scale kick in, the cost should be considerably reduced. Yes, it would be perfect for extending the range on electric cars, Exactly what we surmised. Thanks for the comment and good wishes.

Thank you for your kind words and vote of confidence Dee. We are currently working on an improved design (for which new patents are currently pending). I hope they address the potential improvements that you see.

We estimate that a Russell Engine/Generator 125 kW unit will have the following dimensions: Diameter = 3' - 0.4" Height = 1' - 10.4" Weight = 1,250 lbs. Note: weights of the Eng/Gen units are shown without ancillaries (radiator, fans, fuel pumps etc.) accurate sizing of the ancillaries and weight calculations will be done with prototype development. In a typical comparable conventional 125 kW genset the dimensions are: Length = 8' - 8" Width = 3' - 7" Height= 5' - 1" Weight = 2700 lbs. total There are 282 basic parts (not counting ancillaries) comprising a 125 kW Russell Eng/Gen. This compares to 1,150 basic parts (not counting ancillaries) in a typical four cycle 125 kW, internal combustion engine mechanically connected to a separate generator. The Russell Engine/Generator does not require nor want a turbo which robs energy from the operation. Instead a simple, low pressure blower attached to a single unit via the ancillary gear or shared by multiple units in a rack design ventilates the cylinder when the piston is momentarily stopped at the bottom of the cylinder. The presentation video depicts this action from minute 7:00 to minute 9:05. Thanks for your comment.

pc09102 thanks for the detailed response. I wont argue about the power sap of a light weight turbo compared to a blower. The animation implies double support above and below the piston pivots, is this included in the design or omitted for clarity. The size and weight seems to preclude it from car use, what is it designed for?, coach?, lorry or stationary power generation?.

Omitted for clarity but in the design. This design depicts a unit applicable for distributed stationary power generation and for comparison to typical gensets of the same output. Smaller unit sizes will be applicable for portable power generation and for applications not yet feasible with current genset technology such as electric airplanes.

samawal al adawi I was thinking about that, maybe an electric turbocharger should suffice?

looks like the opening to allow flow of intake air is not opened till the piston is at the bottom of the stroke. Also, the exhaust valve appears to open just prior to the intake opening (piston is the valve). Since it holds at the bottom for some time, it allows the intake air to flow for through for a time. It was also stated that the intake air is under pressure (from outside this engine design). So there must be an air pump and fuel pump outside the eng/gen; since this generates electricity, I'm assuming those two external pumps are electrically driven.

Yes that, and the considerable load on the piston carrier (cylinder sleeve?). This part seems the most critical. The cam follower is in shear and I see reinforcement, But does the piston carrier really transfer load to the block through the split cylinder liner? Through the ring-like extrusions on its side? This is a clever design though. The core design, run as an electric motor (BLDC?) could make an interesting gas compressor. If I didn't have so many things on my plate already...

...or a V4!? How do U say 2WD? Whooo Hooo!!! 👌🏼👏🏻😏

Like a high revving two stroke.

One genius, who hates the word when applied to him. He sees things differently and believes that internal combustion engines are not bad, just made badly. Unlike the engine configuration used for the past 140 years, his vision is to build an engine that can be configured in any way to optimize the fuel being used. Thanks for your comment.

It's for generating power, not driving.

Hi Dave, thanks for your input on the Engine/Generator design. With regard to your question about the cost of manufacture and machining parts, a four-cylinder Eng/Gen has roughly 1/4 the number of parts, compared to a four-cylinder conventional engine. It uses approximately 60% less materials, compared to a four-cylinder conventional engine. It does not require any undeveloped processes or materials, and it will be less expensive to produce. The four-cylinder Eng/Gen will produce eight (8) combustion events per revolution, whereas a four-cylinder conventional engine produces only two (2) combustion events per revolution. The Eng/Gen is smaller, lighter, less expensive to manufacture, and will produce four times (4X) the firepower of a conventional engine. Furthermore, as the design gets larger (i.e. 6, or 8, or 12 cylinders instead of 4) the parts count and the amount of materials required are proportionally reduced even further, when compared to a conventional engine. Further advancements will be coming soon.

2:00 upper ring geared. auxiliary fan

Thanks for your positive input on the design Catawallupin! Teaming up a small battery pack with the, highly efficient, Engine/Generator is a game changer in vehicular applications for many reasons. But these advantages aren't just limited to vehicular use. They are equally important in many stationary power generation applications. In cars, trucks or buses we can greatly reduce the overall weight and cost of a large battery pack, while increasing overall efficiency and performance. In stationary applications (like home power generation or larger), a small battery pack can provide the instant buffer necessary to smooth out energy fluctuations caused by load variations. It can also provide all the power necessary during low load conditions, like at night. Regarding noise levels and vibration: Noise levels will be low. Because of the extended piston stroke, pressure in the cylinder will be lower when the exhaust valve starts to open. Because of the extended exhaust dwell the exhaust valve can open more slowly, reducing the sound produced by the exhaust gases. There will be some noise produced by the cam bearings, however, because they are designed to stay on the cam track at all times it will be minimal. Vibration: There will be no vibration produced by the combustion events or the pistons moving inward or outward. For every action associated with any one cylinder, there is always an equal yet opposite action associated with another cylinder on the opposite side of the engine. Therefore, movement of the pistons, the cylinder sleeves, the roller bearings or the valves cause no vibration. There will be rotary acceleration of the Cam Track Armature Assembly (during the pistons power stroke), and deceleration (between power strokes). The cam track itself is designed to provide a smooth and even power stroke, and not a harsh acceleration. Because the Cam Track Armature Assembly acts as a large diameter flywheel, and as the combustion events are only 90° apart (as seen in the 4 x 2 design shown in the presentation), there is little time for deceleration between the combustion events. Therefore, there will be little or no perceivable vibration. In larger designs such as a 6 x 2, there is even less time between combustion events making operation smoother yet. Bob RussellRussell Energy Corporation

Thanks for the initial comment (“The engine looks great”). To follow up, air is blown into the cylinders through the two purge/cooling ports per cylinder (due to the section view, only one is shown in the presentation). The final size of these ports is to be determined. Because the piston is stopped during this procedure a low-pressure blower is all that is required to evacuate and cool the cylinder before the next compression event. The Cam-Tracks are lubricated with a spray of light oil that circulates throughout the entire case during operation. This feature also lubricates the cylinders while providing extra cooling for the magnets and the stationary, sealed coil. Friction losses have been predicted to be lower than in a typical engine with the same number of cylinders, even though the fire power of the basic Eng/Gen is 4x greater. The three supporting bearings (two radial and one thrust), are also lubricated by the oil spray. It must be clear that the two radial ball bearing sets (1 top & 1 bottom) do not experience heavy loads as all the forces produced by any one cylinder are canceled out by equal yet opposing forces at another cylinder, on the opposite side of the engine (180 degrees apart). The only purpose for these low speed bearings is to maintain the alignment of the Cam-Track Armature Assembly during operation. The final (1) thrust bearing does experience the load expressed by the total weight of the rotating Cam-Track Armature Assembly. It should be clear that lubrication has been considered, and is not a problem.

Thanks James, I like clean, quick, comments.

Yes, the Engine/Generator will maintain its efficiency throughout its lifetime. The Engine/Generator as seen in the presentation does have opposed cylinders. The opposing cylinders contain their own pistons (one piston per cylinder). Each piston radiates outwardly from the center. Opposed pistons (180 degrees apart), operate in unison from the center, as mirror images of each other. This feature increases efficiency and eliminates vibration. Regarding HCCI (Homogeneous Charge Compression Ignition), as the Engine/Generator is a relatively fixed speed unit, it is a perfect candidate for future HCCI development. Regarding the starting of the Engine/Generator unit, you are correct. We use the generator as a motor to start the engine of the Engine/Generator unit. Once the engine starts to accelerate from the combustion process, the generator returns to its primary function of making electrical energy.

Thanks for your comment regarding the concept. The Eng/Gen does require the pressurized intake of fresh air. Because the piston is stopped for an extended period of time at the bottom of the stroke, during the evacuation of spent gases and the recharge of fresh air, the pressure required to recharge the cylinder will be low. Regarding the cam track design, there have been two extensive 3-D modeling studies of the cam track configuration and interactions. The studies were performed by two highly respected, independent engineering houses and the cam track configuration was determined to be a viable design.

turbo.

Thanks for the well wishes Bogdan! Lack of funding and established credibility are always the greatest hurdles especially for independent inventors. The Russell Engine/Generator is a complex invention and requires a large amount of funding to build the prototype and bring it to market. Finding investors, who are not risk adverse, is more difficult than you can imagine, but not impossible. Once the initial modeling simulation portion is complete our credibility will increase and risk will reduce affording more opportunity for funding.

a small working model would not be that hard to build just to show that it will run without the generator to start with interesting design

bowlweevil yes I agree with this .... even if you were to build a small scale working engine as a proof of concept you would have a good influx of investors ..... An engine that can run off any liquid / gaseous fuel type with very little friction and large amounts of torque ... prove it works and you will get investors

Why haven't you physically built one of these in the past decade+? Surely enough investors would fund a working prototype to see if they wanted to put millions into scaling it up into production. I don't get it. What's missing? Have you tried a crowdfunding for the prototype, with no product offered? I would think there are enough thousands of people who would drop $10-100 into the hat just to see the product concept tested. Have you asked any foundations for grants? Gates, Buffett, Lemelson, DARPA, Musk, Moore, Dyson, MIT, or heck, borrow the money and =workshop= of Jay Leno and get a prototype done. Good luck to you!

Because the piston stops for a prolonged period during the exhaust cycle, a simple, inexpensive, low-pressure blower is all that is required to purge and ventilate the cylinder.

You're right on the money Gord! This has always been one of our favorite ideas. An electric airplane that will not fall out of the sky if the engine stops. Great for pilot training. Don't know about the weight until be get the prototype built. Thanks for the comment.

Gord: See response for Gary Smith above. pc09102 estimates a 125kw unit without ancillaries to be about 1250lbs. I don't think they will get anywhere close to 120 lbs @ 100kw , remember its still a internal combustion engine and a heavy gen combined. Generators alone are massively heavy let alone the mass needed for combustion.

Thanks for the encouraging words! Once sufficient funding is obtained the prototype development will proceed in two phases. The first phase, approximately 6 months, will employ a state of the art MBSE tool GT-Suite for modeling and simulation. The second phase, one to one and half years, will use the output data to physically build the prototype. As with all projects more money will reduce time to completion.

pc09102 I totally understand, I'm developing my own Honda ignition system conversion, 4 years in, lots of out of pocket funding.

Beg Borrow or Steal but get the job done and fulfill your dream!

Maybe reading would be a more suitable medium. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf

Oxyhydrogen also known as Brown's Gas or HHO, detailed in the following link, en.wikipedia.org/wiki/Oxyhydrogen#HHO_gas, can be used in the Russell Engine/Generator. The Russell Engine/Generator can be optimized to burn any liquid or gaseous fuel as stated in the presentation. Thanks for your comment.

Although the Cam Plates may seem irregular, they are not. Each plate is precisely balanced from the center, having two identical cam configurations spanning 180° precision machined in each plate. Each of the two Cam Plates are a mirror image of each other, insuring a precise total assembled balance. The cam configuration is such that any two opposing pistons (of the four shown), always move in opposite linier directions simultaneously. This feature cancels out any vibration that may be caused by the inertia produced as the pistons move in and out together. There is never a condition when the Cam Plates, the Pistons or the Piston Assemblies are out of balance. The Engine/Generator will only produce minor vibrations between combustion events (every 90°, or at 120 pulses/sec.), as the power stroke causes acceleration of the Cam Track Armature Assembly. As the rotating Cam Track Armature Assembly with magnets attached has considerable combined rotating weight (as a flywheel), and as the stationary block, case halves and the generator coil also have considerable combined stationary weight, we expect these pulses to be virtually imperceivable.

Chris please refer to the response to Dom Igbi and Chriss Crest above. Thanks for your comment!

Thanks for this explanation! Though now I'm curious about what Dom mentioned with regards to the bearing in the cam track. I'm not sure if he asked what I'm thinking. It also seems to me that simply lubing the cam track would not be enough to overcome a single bearing within a cam track which will be asserting friction to both sides of the bearing. Perhaps dual bearings providing alternate pressure against each track wall? I'm not expressing myself very well at all!!!! grr...

Holding your breath is not necessarily a good idea. We have been heavily involved in an improved design, offering even greater efficiency, which has attributed to a delay in our schedule. We have new patents pending at this time, related to the new design, and are currently securing funds to build and test the prototype which includes the new improvements. As noted in the presentation, there is a ring-gear provided within the engine that can be used to drive ancillaries, such as blowers, etc. The Eng/Gen does require a low pressure external air supply (which could be a dedicated, attached blower) to ventilate the cylinders. This will require far less energy to accomplish when compared to the standard piston pumping method of typical engines. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf

Please see the response to Indigo Dragon71 below.

Allow me to provide a link to Wikipedia that will help answer your question. en.wikipedia.org/wiki/Engine

Willie, I'm guessing you're not a mechanic? NO!

Are you serious? Why are you even watching this?

Mr. Lee please see the response to Bogdan Bednarczyk below. Thanks for your interest.

Actually Ron, in many respects servicing the Engine/Generator will be easier than in conventional engines. The most common parts required in servicing any engine include spark plugs, carburetors or fuel injectors, oil, oil filters, and air filters. The spark plugs and fuel injectors are easily accessible through the top case of the Eng/Gen. The oil filter and air filter (not shown in the presentation) are external and easily accessible. As is true with any IC engine, doing a valve job, replacing main bearings or piston rings will require disassembly of the complete engine. However, unlike conventional engines the Eng/Gen is a completely independent plug-and-play unit. The only connections are hoses and wires that are easily disconnected. The Eng/Gen (which can be disconnected and replaced in about 15 minutes) is only held in place by two easily removable pins. This means it can be completely rebuilt on a nice clean bench in a nice clean environment. More importantly, because it is a plug-and-play unit, it could be swapped out for a loner while repairs are being made allowing you to go on with your business. It must be further noted, the Eng/Gen is designed to provide a long, dependable, trouble free operational life, similar to or better than comparable, conventional units. Testing of prototype units will confirm and document all required maintenance schedules

Thanks!

Yes, lack of engine control in a free piston engine.

Please see response to Bogdan Bednarczyk below.

Please see previous response.

Please see the presentation video from minute 9:06 to minute 10:17. I think that will answer your question. Thanks for the comment.

Or simply put the air used to flush the cylinder IS the intake air .... as the piston travels up the cylinder it inherently closes the intake ports which then leads to compression of clean cool air. .. fuel is injected at maximum compression and ignited by the spark plug ... so on and so forth :D ... nice design ... I forsee a few problems with cooling and exhaust silencing, but nothing that cannot be overcome with a little more ingenuity. .. keep up the good work and here's looking forward to a 20kwh unit for off grid battery bank charging :D

You’re right Chriss, for the sake of greater efficiency, the Engine/Generator is designed to run at a slow relatively fixed speed. Unlike conventional engines that are required to operate between approximately 600 RPM and 6,000 RPM, the Eng/Gen is designed to operate at roughly 1,800 RPM. This is because we need to stay within the operational limits of the cam bearings that follow the contour of the outside cam track, and because operating at a relatively fixed speed (optimized for best combustion), is much more efficient than operating over a very wide speed range. Even though we operate at this relatively fixed speed, the load we put on the Eng/Gen will very as the demand for electricity goes up and down. When the demand is high, the Eng/Gen will require more fuel to maintain its operational speed. Conversely when the electrical demand is low, the Eng/Gen will use less fuel to maintain the same operational speed.

We are currently seeking funding to build the prototype Russell Engine/Generator. An established, reputable engine design firm has agreed to build the prototype in two phases once funding is available. Until then the Russell Engine/Generator will not be available for sale. Thanks for your interest.

See response to fourbypete above. Thanks for your comment.

no need to add an electric motor if you already have this. I see no reason for an extra step unless this thing can't handle higher torq. Idk maybe they didn't have that outlook, but why add unnecessary weight to a car? I mean engines ain't light why have two? Tell me if this would be possible.

every new technology is expensive initially..

We have looked at changing the position of the injectors but there is no way to tell what the best position is until the modeling and simulation is completed. Thanks for your comment

If your question is why don't we put two converging pistons in per cylinder, the answer is it complicates engine breathing. If I'm not answering your question to your satisfaction, please be more specific and I will be happy to give it another shot.

3d print

Make one with a cheap CNC cost less than a new car.

The Eng/Gen requires a low pressure external air supply (which could be a dedicated, attached blower powered by the engine’s Ring Gear) to ventilate the cylinders. This will require far less energy compared to the standard piston pumping method of typical engines. It will also be far less complex and expensive than a super charger.

pc09102 ok

See response to fourbypete above.

Not just fossil fuel but also renewable when you consider methane (natural gas) produced from landfills and anaerobic digesters. Thanks for the comment Dwane!

Brazil has been using ethanol (i.e.: alcohol!) as a replacement for fossil fuels since the 70s (see en.wikipedia.org/wiki/Ethanol_fuel_in_Brazil). The real problem of adopting a new kind of fuels is distributing it, but, since this engine is not meant to be used on a vehicle, there's no need to have fuel stations everywhere, on every road, to adopt it. The small amounts of a new fuel used for a small generator could be sold in bottles in supermarkets... Could the generator be designed to run on denatured alcohol, which is already for sale in many countries (often as a cleaning agent)?

Yes. The Russell Engine/Generator can be optimized to use any liquid or gaseous fuel. Denatured alcohol, which is ethanol with methanol added to make it poisonous, can be used as a fuel.

MKA667: you are making an assumption that this can be a lite weight small engine that runs on small amounts of fuel. I don't think so. It may be efficient but will not be small. In Gary Smith's comment pc09102 responded that estimated weight would be 1250 lbs @ 125kw without ancillaries such as fuel pump , oil pump , blower and ignition source. If you do the math a common 3000 watt gen. would be 500lbs +. In pc09102's conn here, he/she/they are saying uses are for extending elec. car batt., elec. airplanes standalone gen. , and portable gen. The real problem is the big oil companies, the distribution is already in place.

pc09102 just to raise awareness of course ... as a static installation ... one could consider the use of direct feed biogas, HHO, SynGas, propane / butane, grid fed methane, Hydrogen (see youtube for solar hydrogen generators) ... not an exhaustive list of course, but you should get the idea

There are CNC machines in our area. However, before we start making parts in CNC machines, we need to further mature the design so we make the best parts the first time. There is a lot of science involved in producing a complete design, with all the interacting parts and processes include. A design that will provide the greatest output power, fuel efficiency, power density, dependability, durability and emissions controls, while ensuring vibration free operation and an affordable market ready product. Until such time that we have all this necessary development work behind us, we are not ready to make parts.

You juste need a plan who run good as a 4 in line to proove your point. And good luck.

Maybe reading would be a more suitable medium for you. A more detailed explanation can be downloaded from our white paper which only depicts the most basic design. This can be found at www.russellenergy.com/REC-white-paper.pdf

Because that would be perpetual motion and that is something that is at the moment against the laws of physics.

Make the center the electromagnet, use magnets on the pistons, place coils of wire around the cylinders of the pistons, when a magnet moves inside coils of wire it will induce a current through the wires aka will produce electricity, when the magnet is not moving through the coils the alternate magnets are so that solves the problem of increases power consumption. Use a 12 v battery to start the electromagnet, use basic circuitry board to allow for engine shutdown by killing the coils connection to electromagnet, with the electromagnet killed the magnets will stop being repulsed and stop. Ez pz jap n ez.

I was hesitating for a while, because your suggestion is on pair with the readiness of this construction. But you must be joking, right?

It must be clearly understood that efficiency, and the number of power strokes per-revolution are two totally different topics. Efficiency, speaks to our ability to convert the energy stored in fuel into a more usable form, capable of doing work. The Engine/Generator is designed to produce electricity to do work (i.e. produce light, heat, cold, run motors, computers etc. etc.), while using the least amount of fuel and producing the least amount of pollutants possible. It is highly efficient. The number of power strokes per revolution, speaks to power density. Power density is our ability to provide the energy necessary to do the work while using the smallest and lightest method, or appliance possible. The Eng/Gen shown in our presentation is in its most basic form. It is far smaller and lighter, extremely power dense and extremely efficient all at thesame time while packaged in the only patented one piece, shaftless genset combination.

Alf B. The Number of strokes per revolution does not determine efficiency. Do you drive your car at full throttle all the time? No. The throttle valve slows the flow of air into an engine, thus requiring less fuel. The decreased volume of intake air also decreases effort to compress the mixture.