Our Technology
Construction
Features and Benefits
Features and Benefits
This illustration demonstrates the removal of the near cam, revealing the lightweight structure and ease of servicing. Our patented design does not require gears to keep cams synchronized, resulting in a lighter, quieter, and more compact system. Cam paths are optimized for combustion efficiency.
Cam engines possess a hidden efficiency advantage over crankshaft engines. On a crankshaft engine with a 2" stroke, the piston can exert 1" of leverage on the crankshaft. In contrast, our cam engine with the same stroke allows the piston to apply 5" or more of leverage, offering inherent power and efficiency benefits for increased range and payload capabilities.
In addition, the peak leverage point occurs 20 to 30 degrees ATDC when the piston has moved only about 10% of its stroke. This compares with 60 to 70 degrees on a crankshaft engine, at which point 40% of the piston travel has occurred, and pressure has been reduced considerably.
Features and Benefits
Features and Benefits
Features and Benefits
- Counter-rotation without gearing: This design eliminates the need for a tail rotor in helicopters, and results in a 30% reduction in rotor diameter for the same lift. This improves speed and load capacity while maintaining smooth operation.
- Speed reduction without gearing: By operating the engine at its most efficient speed, this design eliminates the need for a belt drive or gear reduction. This reduces rotor tip velocity and allows for quieter, more efficient energy transfer.
- Force and mass balancing: This feature provides vibration-less operation, resulting in turbine-like smoothness and reduced wear and tear on the aircraft.
- High compression HCCI combustion: This technology enables multi-fuel capability, including jet fuel, bio-fuel, e-fuel, gas and diesel. It also maximizes fuel efficiency and reduces emissions, making it an environmentally friendly option.
Patents
Features and Benefits
Specifications- Cam Engine
The NorEaster engine and transmission is covered by several patents, with more applications in the works.
Find out more about these patents:
Specifications- Cam Engine
Specifications- Crank Engine
Specifications- Cam Engine
- Two stroke direct-injection HCCI diesel
- Compression ratio: 30:1
- Bore: 3.5" (88.9 mm)
- Stroke: 2.0" (50.8 mm)
- Displacement: 19.25 cu. in. (314 cc) per cylinder
- Horsepower: 25/ cylinder @ 6000 RPM (1500 shaft RPM)
- Redline: 8000 RPM (2000 shaft RPM)
- Efficiency: .32 lb./ hp.-hr. (195 g./kw.-hr.) @ 6000 RPM
- Dimensions not including shafts or manifolds: 10" (254 mm) H x 32" (812.8 mm) W
- Weight- less manifolds and starter:
4 cylinder, 100 hp.: 110 lb. (50 kg.)
6 cylinder, 150 hp.: 130 lb. (59 kg.)
8 cylinder, 200 hp.: 150 lb.(68 kg.)
The NorEaster needs no flywheel and doesn't grow cam size as cylinders are added.
Specifications- Crank Engine
Specifications- Crank Engine
Specifications- Crank Engine
This is Max Fiedler's marine direct-injection HCCI diesel engine converted to air cooling for weight reduction. It features a Lanchester-style crankshaft which is fully force and mass-balanced (no counterweights needed), 2 cycle operation, and crankcase scavenging. The 2 cylinder prototype ran 10,000 hours at 8000 RPM, 75% load.
- Two stroke direct-injection HCCI diesel
- Compression ratio: 30:1
- Bore: 3.5" (88.9 mm)
- Stroke: 2.5" (63.5 mm)
- Displacement: 24 cu. in. (.394 cc) per cylinder
- Horsepower: 25/ cylinder @ 8000 RPM
- Redline: 8000 RPM
- Efficiency: .32 lb./ hp.-hr. (195 g./kw.-hr.) @ 6000 RPM
- Dimensions (2 cylinder): 18" (457.2 mm) H x 26.5" (673.1 mm) W x 14" (355.6 mm) L. Add 6" (152.4 mm) to length for each pair of cylinders added.
- Weight-
2 cylinder, 50 hp.: 75 lb. (34 kg.)
4 cylinder, 100 hp.: 130 lb. (59 kg.)
6 cylinder, 150 hp.: 185 lb. (75 kg.)
8 cylinder, 200 hp.: 240 lb.(109 kg.)
The above weights include a 22 pound flywheel, which may be reduced considerably depending on the propeller chosen.
/
What is HCCI Combustion?
Specifications- Crank Engine
Specifications- Crank Engine
There are two main types of combustion engines: spark ignition (SI) and compression ignition (CI). Spark ignition engines use gasoline and a well-mixed fuel and air charge, while compression ignition engines use diesel fuel and high compression to auto-ignite the fuel.
Spark ignition engines are quieter, produce less soot, and have lower emissions, especially oxides of nitrogen (NOx). They must be throttled to control speed and load.
Compression ignition diesel engines use high compression to auto-ignite the fuel when the piston is near the top of its travel in the cylinder. Diesel engines have high NOx emissions and produce soot due to exposing the fuel to high injection pressures and heat prior to mixing with air. They do not need to be throttled, as varying the amount of fuel injected will control speed and load.
HCCI (Homogeneous Charge Compression Ignition) engines combine the best features of both SI and CI engines. They use the homogeneous fuel-air charge of gasoline engines, which is then compressed to the ignition point without using a spark. This produces quieter exhaust noise and better fuel efficiency. However, controlling this process in 4-cycle gasoline engines can be challenging.
Early combustion pioneer Max Fiedler found that using very high compression ratios on a 2-cycle HCCI diesel engine provides better control over the process, suppressing pre-ignition and controlling the burning of the fuel on the down stroke of the piston, resulting in an even quieter and more fuel-efficient engine.
Find out more about Max Fiedler and his research: