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<p style="text-align: center;"><strong>Torque<em></em></strong><em><strong>-</strong><strong></strong></em><u><strong><em></em></strong></u><strong>Vector</strong><strong></strong> Engine<br>A Twelve Cylinder Elliptical Roller-Cam Crankshaft Engine<br><u></u><u></u><br></p><p><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}" id="fbPhotoSnowliftCaption"><span class="hasCaption"><span class="text_exposed_show"><br></span></span></span></p><ul><li><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}" id="fbPhotoSnowliftCaption"><span class="hasCaption"><span class="text_exposed_show">This 12 cylinder elliptical (roller-cam) crankshaft engine has two cylinders firing at equally opposite sides of the engine every 30 degree's of rotation of the crankshaft. The full stroke of the piston pushes upon the elliptical crankshaft for a maximum of 90 degrees of applied rotational torque. That means there are 24 piston power strokes in one revolution of the crankshaft. This design operates similar to a 2-stroke engine in how often the pistons fire, but has the efficiency of a 4-stroke, in how it uses seated valves. The elliptical shaped crankshaft is how it acquires a greater number of power-strokes than a regular reciprocal style crankshaft 4-stroke engine.</span></span></span><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}" id="fbPhotoSnowliftCaption"><span class="hasCaption"><span class="text_exposed_show"></span></span></span><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}" id="fbPhotoSnowliftCaption"><span class="hasCaption"><span class="text_exposed_show"></span></span></span><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}" id="fbPhotoSnowliftCaption"><span class="hasCaption"><span class="text_exposed_show"><br><br><br><br></span></span></span></li><li><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}" id="fbPhotoSnowliftCaption"><span class="hasCaption"><span class="text_exposed_show">Note: There are parts of this engine that are not yet added to complete this design such as: Oil lubricating system, ignition system, intake airflow controller, fuel system, sensors, and power output shaft. The exhaust system was recently added (a twin turbo system that is intended to connect to the intake system and provide positive intake pressure).<br><br><br><br></span></span></span></li><li><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}"><span class="hasCaption"><span class="text_exposed_show">A large part of the length of time it took to design this engine project was from researching the many details involved in engineering something as advanced as an internal combustion engine. About 25% of the time spent on designing this engine to the stage it is currently was the time involved in researching the necessary Engineering Knowledge necessary to complete each stage of the design. For example: If you were going to invent your own Custom Designed Engine, where would you start? Which parts would you begin with? Because I can tell you, that the starting point is very important when designing an engine from scratch. In reality Engine Innovation Engineering happens with a Strong TEAM of Experienced Engineers tackling each stage involved in the engine design process and the rate at which a TEAM can accomplish Projects is exponentially greater per member that is added to the team in comparison to someone tackling a Engineering Project such as this under their own solo effort and capacity. <br><br><br><br></span></span></span></li><li><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}"><span class="hasCaption"><span class="text_exposed_show">At this point I am learning how to properly use the Physics - 'Simulation Environment' - to test the Physics of the Engineering involved in the design as it is thus far. Learning the Physics - 'Simulation Environment' - is more of a complicated task than I realized for the experiments that I am trying to run. For example, I'm trying to measure the lateral forces applied to the connecting rods as they push against the Elliptical Roller-Track-Crankshaft when 1500psi is applied to the top surface area of the the Piston and various Counter-Active-Torque-Forces (Engine Load) are applied to the crankshaft to acquire a series of incrementally increasing Engine Load Simulation Results in order to optimize the specs and ratios in the design.<br><br></span></span></span></li><li><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}"><span class="hasCaption"><span class="text_exposed_show">One person commented that it might be an improvement to the design to run the engine with a 2-stroke pre-mix fuel lubrication system as opposed to a Sump Style found with many 4-stroke style designs - this is an idea that might solve one of the problems the engine will have with initial burning up excess oil during ignition of the engine - as is seen with the old Radial Engine Designs. Once I get the Physics - 'Simulation Environment' - figured out so I can process the Simulations necessary, I will be able to revise the design of the engine exponentially and achieve the goal of getting the parts and sections of the Engine to work complimentary to one another creating reciprocal relationships of mechanical interaction (much like the final stage of building a guitar is that of Tuning the strings in relation to one another according to a map of existing Keys).<br><br><br><br><br><br></span></span></span></li><li>I am recruiting other designers that would like to collaborate on design work to get the design finished. I had to build a new computer with greater RAM in order to continue with adding onto the design I have developed so far. After reviewing the engine designs from a refreshed perspective, I have realized where a lot of improvements could be made such as: The Design of the Cylinder Head - Chronologically Following is the Location of the Intake and Exhaust Ports on the New Cylinder Head - New Style of Valve Combination (possibly Dual Intake and Exhaust valves) - New Style of Engine Lubrication System (Pre-Mix Style) - Examination of New and Alternative, <strong>Off-Center-</strong>Circular-Roller-Track-Crankshaft (Opposed to the Elliptical Style Crankshaft) Reasons being it might reduce the problem of <strong>Lateral Force </strong>that is involved with the Elliptical Style Design. <br><br></li><li>Reach out to me if you would like to help with this design. I've learned how 3D Models can be shared with others so that they can add to the design and then those additions can be sent back to the Primary Design in order to be implemented into the Primary Design as a form of Team Design Collaboration. What I really need help with right now is running the necessary Simulation Tests to see what kind of Experimental Results are produced with the design as it is thus far - the first prototype version of the design. There are things like the many Variable Width to Height Ratio's of the Elliptical Crankshafts that need to be examined in order to be able to dial in the Most Optimal '<strong>Elliptical WxH</strong> Ratio' for the Best Selected Application of the Engine Design. <br><br><br>For Example: There are certain '<strong>Elliptical WxH </strong>Ratios' that are best applied as a Broader-RPM-Operating-Range-Engine than they are applied as a Low-RPM-Operating-Range-Engine. Vice Versa, There are 'Elliptical Ratios' that are best suited for Narrow-RPM-Band-Engine-Applications at the Lower Range Designed for Greater Torque Output than other Ratios provide. Yet, there are difficulties that come along with different Ratios of the Elliptical Roller Style Crank and the main difficulty is consequential cause of a dynamic-value of what are referred to as <strong>'</strong>Lateral Forces' that act on the 'Connecting Rod' in a Lateral manner in respect to a compression form of force as is created as the 'Connecting Rod' moves through its Compression-Power-Delivery-Stroke-Range. Having assistance with Running simulations of these types to collect and compare data would be a crucially important set of steps to get completed at this stage of the engine design development. So if there are people out there that have the capacity to Experiment with various 'Width x Height Ratios' of the Elliptical Roller Crankshaft at various engine loads of opposing rotational torque force, as well as, running Experimental Simulations with various Piston Diameter x Bore Stroke Length Ratios, then, by all means get in contact with me because as of May 1st 2019 this is the stage of focus for this engine design project and it would be great to see the enhancements brought about by implementing the advantages of having a Team working on the project.</li></ul><p><span class="fbPhotosPhotoCaption" tabindex="0" data-ft="{&quot;tn&quot;:&quot;K&quot;}" id="fbPhotoSnowliftCaption"><span class="hasCaption"><span class="text_exposed_show"><br><br><br><br><br><br><br><br><br><br></span></span></span><br></p>