The FIVE Types of ENGINE SYSTEMS

There were four engine types historically.  

Now there are five engine types:

1) Piston- Otto or Diesel

2) Turbine- Jet or Turbo Prop

3) Electrical- Battery or Fuel Cell

4) Hybrid- Electric, Air, Hydraulic

5) New Engine Type- A combination of all types in one

The picture to the left shows the efficiencies.  0% efficiency means the engine needs to idle to operate and thus wastes fuel/energy when stopped.  An electric motor and this New Engine type do NOT need to idle and therefore have an effective lower limit of efficiency where they are "turned off" to a degree. 

An electric motor requires current to hold a static (no rotating, stopped) torque, whereas the New Engine Type can hold a torque without running.  This is valuable in several situations.

Below are listed the characteristics and features of each type.  This is by no means a complete list. 

• In Development
• Currently looking for mechanical engineers with talent.  Are you the "Right Stuff" for the job?
• Combines benefits of pistons and jets into one combustion system,
• Allows electrical generation for grid, vehicle lights, and battery power via thermal cycle.
• Can power house with car engine at 12 cents/kwh with gasoline at $2.4/gal. 
• Distributed power using many small and efficient motors to do the work of one large engine,
• Similar to how the the grid works with many engines working together.
• Turn motors on or off as needed to maintain high efficiency of each motor within a range of 50-100% of torque.
• Efficiency will be 60+% at full power and up to 75% at lower power with combined cycle. 
• Higher efficiency is via unused motors that run a secondary cycle much like a "combined cycle" on grid does.
• 1.25 hp/lb for airplane applications as a system, no transmission
• 3 hp/lb for motors by themselves in remote locations such as wings
• Needs high/low/reverse transmission for road use, not many gears. 
• Engines turn off and on to function as gears.  
• Can run on electricity at low power.
• No catalytic converter needed due to ultra clean combustion and electrical heat support.
• Brake recovery near 100%.  Store compressed air that compressor would have done.  Use later...
• Can run several old or new cycles
• Can run with no electrical power to spark plug at medium to high power after initial start using electricity...
• Can be zero electrical emissions for special apps.
• Extremely low thermal signature near ambient.

Two Types of Motors:

 
1) For wings (smaller)

• 81:1 expansion.  
• No torque reversals, 
• like 10 piston engine in torque ripple
• 2 main pulses/rev
• Efficient (60%) Medium or high power, but not low or ultra low power
• Good enough for long drive shafts to props and gear boxes 
• no torque reversal/slap found like on old piston engines with 6 or fewer pistons
• Needs torque converter on drive applications
• Electric heated as needed to keep hot when off
• Does not need to be cooled at motor.  It is insulated
• smallest size, 5 inch diameter x 10 long, round
• Can fit in wing and be rotated
• Great for quad drones apps with medium to high power.
• Great for power on lift application for prop and long drive shaft

2) For compressor and low power drive

• 9:1 expansion or 81:1,
• No torque reversals,
• Like 16 piston engine in torque ripple,
• 4 main pulses/Rev (like 4 pole motor electric motor)
• 60% efficient low, medium or high power
• Ultra low power (1% of peak) at 50% eff
• Smooth torque 0-full RPM, 
• Torque out at zero RPM, like electric motor, 
• Torque converter optional on drive apps
• Electric heated as needed to keep hot when off
• Does not need to be cooled at motor.  It is insulated
• Smallest 5x10x10 inches, two round bodies side by side
• Can fit in wing (5 wide) but cannot be easily rotated due to shape
• Not ideal for drone props due to shape, but great for inside. 

Compressor Group

• Motor + compressor = compressor group = gas generator (analogous to jet engine) 
• Similar function to Jet engine compressor and turbine combo independent of power turbines, like jet.
• makes compressed air for motors similar to jet engine turbine, but different cycles.
• Can be set anywhere in vehicle and away from motors.
• Removes/separates: Intake + Compression from Power + Exhaust.
• Compressor is cooled, motor kept hot.
• Cooling is via inter-cooling (like P-51), compression process and expansion internal to motor
• Motor needs no cooling.  Insulated.  Self cooling via expansion and fuel amount vs pressure.  
• Lower drag due to smaller motor on wing without need for thermal cycle compression on wing.
• Weight and balance of vehicle can be adjusted by moving compressor group without moving drive motors
• Modular, can add or subtract "lungs" to change altitude reach.
• Can fit in wing next to drive motor if needed/wanted.  5 inches thick by 10x10 square allows it to be where needed to balance craft.

Two types of energy storage:

1) Compressed air used for:

• Brake recovery
• Slow speed torque
• Stop and go traffic
• Power control
• Thermal control
• Thermal recovery
• Water recovery
• Water distillation (optional)
• Spin reserve 
• Quick response for grid electricity
• Quick response for vehicle apps
• Support functions, such as suspension, crash protection, airbags, compressed air supply

2) Small Battery in Vehicle is used for: 

• Electrical loads 
• Slow parking garage/indoor movement without combustion
• Preheat of engine for starting
• Emissions elimination control
• Keeps motor ready to use when motor is not used for extended periods.
• Ignition when needed (optional depending on power)
• General support of small electric motors (windows, small pumps, wipers, steering, etc)
• House power generator support
• Optional electric slow drive via generator
• Wheel spin up motors for zero tire wear landings
• Small relative size in the 2 kwh range, not 85 kwh found in BEV
• Can be large if electric drive needs are large.  Weight is concern... 

 (Found in cars, trucks, ATVs, hydraulic equipment and small airplanes.)

Otto Engines

• 5-10% city, 
• 15-20% highway, 
• 13.5% average, 
• 25-30% peak
• 1/2 hp/lb no transmission
• 1/3 hp/lb with transmission
• Bulky, poor for wing
• Start/stop OK, but no way to keep warm
• Speed variation OK from 1000-5000 rpm
• Can't add fuel in stroke like Diesel or New Engine Type can
• No zero speed torque
• Torque reversal below 8 pistons (drive shafts hard to do)
• emissions of NOx and Hydrocarbons, poor combustion.
• Prop thrust efficiency 26%, 28% engine x 92% prop
• Engine weight makes car 1.5 times heavier than NET engine.

Diesel Engines

• 35-42% heavily loaded, 
• 18-25% average, low load (pick up or car)
• 55% large ocean freighter engines, loaded
• Efficiency drops quickly below 50% torque
• 1/8th hp/lb with transmission (semi truck)
• Heavy and bulky for wing
• Low speed variation
• Usually in 1200-1800 RPM range for semi trucks
• Low speed variation, no ultra quiet props at 1/2 RPM
• Burn rate of fuel key factor in slow speed
• Can add fuel in stroke, thus good for torque apps
• Strong and slow power pulse, bad for drive shafts
• Poor emissions of soot, NOx and hydrocarbons, 
• Urea needed to meet regulations
• Noisy 
• Prop thrust efficiency 38%, 42% engine x 92% prop
• Engine weight makes vehicle 1.9 times heavier than NET

 Jet engines used in Airlines, fighter jets, power generation

• 45-55% peak at the core.  
• Compression ratio is 20-25:1 in new engines (787)
• Fan/nozzle 70%,  
• Total thrust efficiency 55% x 70%=39%. 
• Good only for high and fast applications, 
• Very poor at low speed, 
• Not valid for door to door, 
• Very poor for small craft due to low compression ratio.  
• Larger the engine, the higher the compression ratio.
• Great for massive power for airliners
• Great for high Mach number and supersonic flight
• Gas versions used in electrical generation
• Gas used in "combined cycle" Brayton + Rankine cycle. 

Medium Turbo props used in commuter airlines, large helicopters

• Good for applications that need speed below 400 mph
• High power, heavy loads
• Efficiency is 1.5-2x small turbo props
• Better than piston engines efficiency at 35-45%
• Worse than LARGE Jet Core efficiency at 45-55%
• Prop gives 85-90% prop eff vs Jet fan at 70%.
• New unducted props can allow higher speeds
• No road applications

Small turbo props used in fast and small GA airplanes

•  450-1800 hp, 21% efficient, 9-10:1 compression ratio
• 90-100% torque efficient, narrow speed range
• Newer turboprops with 12:1, 27% eff 
• 2x fuel flow/power at around 1/3 power
• 3x fuel flow at 1/8th power (1/2 cruise speed)
• Limited to high power only apps at 80-100% of torque
• Constant  RPM...no 1/2 RPM quiet prop cruise. 
• Better for wing with streamlined engine than pistons.
• Small engine limits it to low compression ratio
• Cannot be used in road applications

 Characteristics

• Very complex technology with millions of parts found in power modules, controllers and electronics
• Able to have many motors work together
• Zero RPM torque
• Traction motor with precise torque control
• Smooth torque for great drag racing traction
• Three ranges of power 1) constant torque, 2) decreasing torque (constant power), 3) back emf over speed
• Electric motors have few moving parts and don't need a transmission, can use one gear ratio.  
• The power module IS the transmission and is as large as the motor, thus doubling the size
• Quick response, instant torque, traction control, reverse without gears, remote torque
• Motor torque is level to around 45 mph typically and then drops with constant power to 90 mph, then lower power.
• Motor spins very fast, but is OK, just like turbine due, due to no friction.  Wind from motor a factor

Efficiencies

• 59-73% efficient (EPA numbers)
• 73% Highway
• 59% City 
• 65% Average combined 
• 25-50% efficient stop and go brake recovery typical
• Energy in and out of battery loss of 19% (.9 x .9=.81), 10% each way.
• Motors are very efficient at around 90-95%  (Note: Hydraulic motors are as efficient -96%-from a flow source)
• System efficiency at extreme low power (1-5kw) is about 1/2 peak, 30-35%
• The battery weight in EV car makes the MPGE  50-66% compared to New Engine Type in same car body.  130 EV vs 195 NET engine = 130/195=66%

Battery Issues

• Over 60-70x more weight/energy than fuel, with and without tank
• 13-36 more volume/energy than fuel.  85 kwh battery size is 32.5-90 gallons volume.
• Battery makes vehicle 2x heavier than it needs to be with New Engine Type and 1.5 more with Otto engine.
• Battery has cycle limit for charge/discharge which limits life.  (Note, cycle limits are getting longer for cars, but no cell phone works long) 
• Brake recovery costs about the same money in terms of battery costs than the electricity cost to charge it.  12 cents/kwh charge and 12 cents/kwh for brake recover.  New Engine Type is free...
• Battery ages with time.  20 years is an extremely long time for a battery.
• Warranty is usually around120,000 mile on battery, 8 years.  
• New battery needed for around 200-300k miles or 12-20 years.  Replacement costs exceed car value at time.
• Fuel cells eliminate some battery weight with longer range, but still require a massive battery to function well in acceleration due to current needs.

Fuel Cell Issues

• Weight of cell, battery and tanks about same as BEV
• Complexity of fuel cell and BEV similar to hybrid cars with piston engines
• Need for battery to power surge loads.  
• Small size of battery limits peak torque (selling point of Battery EV)
• Need for fuel tanks, complexity over BEV
• Needs pure fuels, such as hydrogen or electro-fuels NH3.
• Cannot use dirty gasoline or Diesel
• Little or no weight savings over BEV
• Costs much higher than BEV due to double system (hybrid) and fuel costs
• Unique fuel needed.  Cannot use many fuels, clean or dirt

General Electricity and battery costs found in Battery EVs and Fuel Cell EVs

• Electricity is 12-28 cents/kwh = $4 to 9.44/gal equivalent to gasoline...expensive!  
• 100% Renewable grid will be 60-160 cents/kwh = $30-54/GGE
• Battery use is 12 cents/kwh = $4/gal
• It costs $4/gal to put the brakes on to recover energy....not free.  Same cost as grid electricity.  Brake recovery only extends range and saves little to nothing!
• Electricity usually does not include road tax...not fair to other drivers.  
• Road tax would be 7.7 cents/kwh = $2.6/gal e for a 2 cent/mile tax at 130 mpge for 4000 lbs car. 
• Total "fuel" cost (electricity, battery use and road tax) for super charge is: $9.4+$4.0+$2.6= $16/GGE !
• New battery (85kwh) in ten years will be over $9000 at $106/kwh.  Current price is ~ $17000 to replace.  
• $9000/300,000 miles=3 cent/mile =$3.9/gal e at 130 mpg.  $4/GGE for battery installed is close to reality in future.  Now it is $8/GGE with current battery prices.
• Home charging reality: Road tax $2.6/GGE + battery $4/GGE + house plug $4/GGE = total $10.6/GGE  = 31.5 cents/kwh.
• All these costs apply to fuel celled vehicles with respect to battery charging.  

 Characteristics

• Prime mover usually with fueled combustion engine, piston or turbine.  
• Basic layout is: Prime mover + generator/compressor/pump + Storage + motor, depending on what type. 
• Storage can be battery (electric), pressure tank (air) or Accumulator (hydraulic)
• Able to have many motors work together
• Zero RPM torque with electric motor, air motor or hydraulic motor
• Traction motor with precise torque control possible
• smooth torque due to many waves/pulses.
• Can accept power flow from prime mover and accumulator for short duration peak power.
• Don't need a transmission, can use one gear ratio.  
• The power module IS the transmission for electric motors and is as large as the motor, thus doubling the size
• Quick response, instant torque, traction control, may reverse without gears, remote torque
• Motors can spins very fast.
• Motors can run from storage without need of prime mover

Efficiencies

• Prime mover dependent
• Conversion loss at generator/compressor/pump 7-20%
• Conversion loss at motors 7-20%
• Always less efficient than direct drive unless storage is used and prime mover is at peak efficiency when duty cycle is mostly at off peak.  Not valid in airplanes where constant power is used at peak efficiencies.  
• 25-50% efficient stop and go brake recovery typical
• Energy in and out of battery loss of 19% (.9 x .9=.81), 10% each way
• Motors are very efficient at around 90-95%  (Note: Hydraulic motors are as efficient -96%-from a flow source)
• System efficiency at extreme low power (1-5kw) is about 1/2 peak

Battery issues

• Similar to BEV above

Air issues

• Losses due to lack of full expansion 
• Noise
• Losses due to cooling, lack of proper air treatment
• Losses in power variation/throttling

Hydraulic

• Oil injection into hand or limb with leak is a show stopper for most consumer applications and airplanes 
• Can cause amputation injury  
• Leaks can cut through metal
• Oil can cause fires
• Extra weight for oil processing and heat control
• No existing motors will work
• Existing companies of motors and pumps won't allow use in airplanes.  New design needed...

Question:  What is meant by a "type" of engine?

Answer: The word type means: 

• A number of people or things having in common traits or characteristics that distinguish them as a group or class: synonym: kind.
• n. A person or thing having the features of a group or class.

In this case, the thing is an engine, and the common traits or characteristics are shown above.  This New Engine Type is unique from all other engines types.  

In essence, the New Engine Type is a new kind of engine, and is a combination of traits found in other engines types but applied differently or in a fashion that adds value and synergies to the system not found in other types of engine systems.  It is the "heart" of the future of energy.