Skip to comments.MYT engine to be demonstrated to Society of Automotive Engineers (SAE)
Posted on 11/20/2009 9:03:52 AM PST by smokingfrog
Inventor Raphial Morgado has been invited as a guest speaker a the Oregon chapter of SAE to discuss and demonstrate his Massive Yet Tiny (MYT) engine. Also working on building 5.5-inch versions to demonstrate this 40x power-to-weight ratio engine.Inventor Raphial Morgado has been invited as a guest speaker a the Oregon chapter of SAE to discuss and demonstrate his Massive Yet Tiny (MYT) engine. Also working on building 5.5-inch versions to demonstrate this 40x power-to-weight ratio engine.
We've got several updates to report on Angel Lab's Massive Yet Tiny (MYT) engine -- the internal combustion engine with multiple firings in one cycle, producing enormous torque in a small area. With 40 times higher power-to-weight ratio, low parts count, low maintenance, high mechanical efficiency, and low pollution, the MYT Engine stands to benefit every engine application.
Guest Speaker at Oregon SAE
The inventor, Raphial Morgado, has been invited by the Oregon Section of the Society of Automotive Engineers (SAE) to be the guest speaker at their annual event in Portland on March 20, 2010 from 12-2 pm. Raphial has been enthusiastic about this opportunity to present and defend his revolutionary technology before a group of engineers who know automobile engines.
(Excerpt) Read more at pesn.com ...
If you want ON or OFF the DIESEL KnOcK LIST just FReepmail me.....
This is a fairly HIGH VOLUME ping list on some days.....
It is Hokum. He claims the pistons don’t touch the “cylinder”, only the rings. If this design were to actually run, the force pushing the pistons out axially would be tremendous. Think of the “shoot around a corner” rifle, same thing.
I dont see any robust coupling of the piston to the shaft. There appears to be a disk on the inside diameter of the piston/cylinder, perhaps there is a slot cut in the piston which engages the disk. Can’t tell from the videos. That would allow it to function as an air motor for short periods of time.
Combustion creates heat. There appears to be no provision for cooling except for some very abbreviated fins on the outside of an entirely aluminum combustion chamber/cylinder arrangement.
All the while claiming power to weight ratios better than a turbine? We should remember why titanium, monel, stainless, and so forth were invented; to survive the heat that comes out the back end of a jet engine.
It’s a scam.
Look again at the first video (here,) and you will see that there are two discs, each one holding 4 pistons. The pistons are attached to the inner or outter disk at 90 degree intervals. About 30 degrees or so of the circumference of the piston wall is attached to the disk, making for what should be a very robust mounting.
However, the big problem I see long term for this engine is the same one that plagued the Wankel, which is lack of piston ring lubrication. In a conventional piston engine, the cylinder walls are coated with oil during the piston's upstroke, and the piston rings ride a film of oil on the downstroke.
In a Wankel, the three seals ride along the chamber walls dry, causing extreme wear issues. Same for this motor, no place to introduce cooling and lubricating oil on the cylinder walls, which will lead to longevity problems.
Very ingenious engine, but lots of hurdles before it ever becomes practical.
By disks, are you saying the two halves of the toroid are each one assembly, with four pistons each? Sort of two four-armed paddles, and that they oppose each others’ cumbustion pressures? To what do they react the combustion forces? Perhaps that is his cam arrangement opposite the toroid.
Regardless, there is no way that device is an internal combustion engine for very long. Imho.
Each disk assembly is spun on it's own concentric shaft by the cam and arm assembly behind the piston assembly. This gives each disc the staggered spin rate.
Then there are two torid halves that comprise the sides and top of the cylinder wall. The inner torid half is not installed on the demonstration model, giving the view of the internal piston action.
“sigmoid rumbling below the belt line”
Ha - never saw that one before.
Not me. It's been around quite a while and all I have seen are the same videos of him pumping air through one, absolutely nothing to support his power and efficiency claims.
There might be something in the effective reduction of reciprocating mass but I don't see (as someone else posted) a robust means of transferring power to the shaft at any respectable output level, especially if used as a Diesel. You don't have to be a ME to envision some tremendous forces at play in whatever is connecting the pistons to the shaft.
Everything is a compromise and I don't see the advantage outweighing the mechanical issues. And besides - shaving weight and reciprocating mass doesn't necessarily turn into increased efficiency (turbine, Wankel).
It makes an interesting air pump though.
My curiosity is “how’s he going to make money with it”? If I could figure that out; I’d push my perpetual motion machine onto the unsuspecting dolts that believe this crap. Hey, where’s Billy Mays when I need him?
That was my first thought.
Serious question: I remember when Mazda first came out with its Wankel and all the hype was about less moving parts, cheaper repairs and efficiency. So...why haven’t Wankels taken over as the primary ICE? To me it seems a huge failure. But I make that observation via casual observation based on the lack of its prominence vs the original hype.
There are many small Wankel designs in use in various applications. So it's not a forgotten technology.
There are a lot of factors in the selection of engineering technology in the multi-billion dollar automotive industry. The engine is one part of a system with many components. The whole system is the selection, not the engine. Decision makers tend to favor established technologies unless new ones are superior enough to be worth the risk of the negatives. If you look at the history of the Wankel you'll find it coming up short in the face of key decision points, like the fuel crisis of the 70's, emissions control regimes. A lot of these things were overcome, but not in time to change industry direction.
Then it hit me. There is nothing as unsafe as an underpowered snowmobile. Finally, with all that extra power, we can make a safe snowmobile!
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