Love these things, I started "cutting my teeth" (an American saying that means getting started into something, not sure where it came from, but still its interesting for sure) with opposed piston concepts for increasing efficiency & just didn't look back after doing it. They are stupidly fun to come up with simple & easy new compromises for their designs. My first was figuring out how to just run a hydraulic fluid ram crank, which turned into using torque converters on either end & then having it return towards the center of the cylinder with built for that direction of flow turbine styles to split the flow up & back into the cylinder behind the piston.
Imagine the ram pushes the fluid from that turbine on the end, it diverts towards the center, the center has 4 different turbines, the side turbines send some back behind the ram piston part to fill it up again & then the top turbine does the same after capturing a little more.
The fun part was learning about how I can use a dumbell shaped piston. I went through a bunch until I got to the point of realizing I could absolutely just forget about conventional here & go with what works instead. Because I had been focusing on fluid channels that allow for fluid flow to travel from one side to the rear of the hydraulic piston head side like a conventional manifold that uses these channels that act like diffusers on the bottom of cars. They lower pressure there & then cause a ventilation (it just phase changes into a gas, terminology in others work I've learned) & then rides on the thin film of that gas to go around a corner faster.
Then I would get into vortex effects to cause it to naturally want to curve around corners more efficiently as well, taking the path with less resistance, then redesigning it with cavitation (vacuum areas) designed in to those channels to force the vacuum to pull in fluid from further down to cause a increase of speed & draw it up into the faster moving center flow of fluid. As the fluid (& depending on it, the gas) has momentum it carries forward into the flow & joins in via the Bernoulli principle effect & reduces the frictional losses by so much its almost a 100% again, in terms of efficiency.
That turned into rpm oscillation frequency for those effects to be managed in a passive casting that needed nothing special to make & because they act as structures that increase the strength of part through having those structures be there with more material while being properly shaped for it (similar to the interesting diamond shapes on the outside of some rocket engines, I forget what that ones called, integza did an old ceramic 3d print of a part that used the technique & I learned that what I was doing was something else that worked already for others already, didn't know it (sure) but didn't matter that was the intention behind doing it that way.
Then I fought myself on avoiding the thing I needed to stop avoiding & procrastinating on, the fluid having to act on something to cause rotation. I had built this whole concept of fluid moving around correctly & hadn't put the effort into the dang torque converter-like turbines. I had focused on just getting the fluid to flow behind a piston head & super efficiently so I could say it could be done. So I went about figuring out the needed center out approach of the conical like shape of the turbine, went about figuring out the needed tapering of the hydraulic fluid cylinder part so it can't have an easy time moving past a point & forces a faster flow into the turbine, the started figuring out the rest for the fluid lines/channel areas build into the surrounding circumference of the turbine to better capture the fluid without hurting flow velocity & then realized I needed it to return back to the rear of the hydraulic ram part....
Then moved on from there because it was all fine, sure,.... But I needed to have the dumb bell piston part work with a seal of some sort for the connection rod / shaft dude thing. So 3 compression rings, then a piston oil retention, the 3 more compression rings with 180 degree offset started things. & it worked. Not well enough to my standards so I drew a Bernoulli's principle effect tube into the channel areas for the oil retention ring side of things (hydraulic fluid is basically oil, the vast majority of the time so I just used a correct for lube & cooling oil for my fluid so its all just one fluid) to pump out oil in that area for the rod going through the plate that acts like a "head" or a "bottom" seal.
The piston side for the combustion chamber (engine part of this engine) worked with, initially, basic parts. I used recessed holes & bent poppet valves that seal into the cylinder walls. It worked & I didn't care. The rotating turbines needed to be made to stay in step with each other so a camshaft made sense to use to force them to stay together correctly & to have a flywheel & clutch area in the center sides of the cylinder. That allowed for rocker arm poppet valves to be used in the top & bottom of the cylinder, offset with the outside being the top intake, the center being the exhaust.
The piston heads got a little tiny indent along the skirts, just a small taper, to really reduce the chance of them ever hitting the valves, should something happen.
From there I added 3 combustion chambers, 1 center & the outsides together as 1 which are 2 points of combustion. Which made it so I had 3 total. I used solenoid linear motor & the turbines having electric motors added in to be the started motors to the engine to start flow & move the pistons. The inner cylinder walls got some coils of copper embedded behind the sleeve with it set up to have the outer block slid over them using magnets in the skirts of both sides to make it act as a solenoid. Similar situation for the turbines.
Since the plates act as head/bottom anyways (I call them the outers) I just added poppet valves there as normal using a different placement of rocker arms to move them. That from there meant it has to have a slight degree of angle towards the center. Meaning it has a very obtuse angle of the cylinders joining towards the center & this makes it so fluid drains out towards the bottom. During no operation, small tiny holes are allowed to open, as no flow & or energy is going through it, & anything in there can now slowly drip down.
A ball valve style was used initially, but changed later, still worked though.
Anyways, that got changed out for injectors that push air & fuel together into a chamber to burn them in there then into the combustion chamber, no need for a camshaft for anything other than the exhaust. I call them rocket injectors. Then I replaced poppet valves with ring valves that are just 2 bearing rings that have a hole, they get moved with just a conical gear attached to a much lighter axel shaft that allows for them to extend & pivot. This grabs gears teeth cut into the ring valves to have them rotate, groves are cast, part of the design, on the outer cylinder wall allowing for it to have those ring valves have an overhang they reside in.
2 bearing rings then get made to have the first size opening as default, the gear moving can move an outer ring versus the inner ring at a different rate change the size of the opening, there are inner grooves on the outer ring to allow for the inner ring's outer diameter tiny groove/stator structures to have fluid get pumped through them & then out from one side to the other, the inner ring have these resting t shapes cut/cast/etc into the inner diameter side of them, but later changed to grooves, to pump out oil & have the surface tension & pumping Bernoulli's principle effect force oil from anywhere inside of the cylinder to be a part of their seal with those grooves further acting like compression rings removing any ability for air to get pushed through.
A bleeder vent in the radiator was added to further improve any gas removal of the fluid, also helping you know when its time to check & change the compression rings out/valves/whichever & whatever it is that is needed to be repaired & or maintained.
A valve is placed in the piston head side, the hydraulic ram side has grooves placed on the side walls of the cylinder its in, together with fluid & the electric solenoid side of things to force it to move with fluid being pushed into the hydraulic ram to then move into the piston head side to move up & down the valve in the piston head. This means that it has 3 total stroke lengths, starting from center, to outsides, back towards center & while heading back towards center it gains scavenge effects for efficiency. Making it high torque & high efficiency with almost no loss to power from fluid movement & boundary layer issues. As stated above. This is an older design that still makes a 500ft of torque with me forcing torque drop-off at higher rpm (it wouldn't drop otherwise) to allow for only 500 horsepower at 28,000 rpm.
The exponential issue of rpm to torque maintaining is brutal & causes wheel spin & a duck-tail at the end of the graph that makes it rather unsafe. Besides, its only 49cc anyways & weighs almost nothing so its very hard to handle. This design was on my youtube channel about 2-3 years ago.
