Is a Toroidal Engine a More Powerful Alternative to Reciprocating Engines?

Thread starter Kenneth Mann
Start date Aug 23, 2009
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Gearing

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The discussion centers on the design of a gearing assembly for a toroidal engine, aiming for a mechanism that allows for specific output increments while holding the output stationary during certain phases. Participants explore various mechanical solutions, including the use of interrupted gears, cams, and worm gears, while emphasizing the need for a robust and efficient design. The conversation also touches on the importance of locking mechanisms to prevent unwanted movement during non-driven phases. Concerns about vibration and shock loads during piston locking are raised, suggesting that careful engineering is required to mitigate these issues. Ultimately, the thread serves as a thought exercise in engine design, highlighting the complexities and potential advantages of toroidal engines.

Aug 31, 2009

Kenneth Mann

The main attraction of the toroidal engine is its power density which is a lot greater than that of the conventional reciprocating engine. As example, an engine of the size (to scale) of that illustrated in my previous insertion would have a displacement of approximately 118 cubic inches (1.9 liter). At any given RPM, its equivalent displacement would equal that of a reciprocating engine of twice the displacement (236 cubic in./3.8 l). An increase of toroid "tube" diameter to 4 inches and of the torus center to center of the tube also to 4 inches yields a displacement of approximately 280 cubic inches (4.6 l), (equivalent to 560 cubic inches or 9.2 l). This would be approximately 12 inches in diameter.

KM