The REVETEC engine design consists of two co-axial counter-rotating “Trilobate” (three lobed) cams geared together, so both cams contribute to forward motion. Two bearings beneath each piston run along the profile of both tri-lobed cams (four bearings on each piston plate) and stay in contact with the cams at all times. The bearings are mounted on the underside of the two inter-connected pistons, which maintain the desired bearing to Trilobe clearance throughout the stroke.
The two co-axial contra-rotating cams raise the piston with a scissor-like action to the bearings. Once at the top of the stroke the air/fuel mixture is fired. The expanded gas then forces the bearings down the ramps of the cams spreading them apart ending the stroke.
The point of maximum mechanical advantage or transfer is around 20-30deg ATDC (when the piston moves approximately 10% of its travel) making the most of the high cylinder pressure. This compares to a conventional engine that reaches maximum mechanical advantage around 60-70deg ATDC. (after the piston has moved through just over 40% of its travel, losing approximately half of the cylinder pressure).
The effective cranking distance is determined by the length from the point of bearing contact to the centre of the output shaft (not the stroke). A conventional engine's turning distance is half of the piston stroke, with our engine one piston stroke is one sixth (1/6) the turning distance.
The piston acceleration throughout the stroke is controlled by the Trilobate “cam grind” which can be altered to suit a wide variety of fuels, torque requirements and/or rev range.
The piston assembly slides rigidly through the block via an oil pressure fed guiding system eliminating piston to cylinder-bore contact, this reduces wear and lubrication requirements in the cylinder, and also reduces piston side shock making ceramic technology suitable.
One module can either comprise of two trilobate cams and either two, or four pistons in an “X” configuration.
The counter rotation is performed by a reverse gear set at a 1:3 ratio shaft, providing two strokes of a piston to 360 degrees of output shaft rotation on the X4v2 engine.
Revetec's CCE technology shows conventional Crankshaft is an inefficient way of transferring power.
The Revetec CCE enhancement of the bottom-end of the internal combustion engine includes the following improvements over other current designs:
- Increases mechanical efficiency with any fuel type.
- Can be adapted with any current top-end design.
- Reduced Emissions.
- More Compact in design.
- Higher power to weight ratio.
- Higher torque at lower RPM’s.
- Better thermal efficiency.
- Piston stroke does not determine torque.
- Smoother torque curve for various applications.
- Reduced friction and wear.
- Increased piston dwell time.
- Significantly higher mechanical advantage.
- Less wasted Energy.
- Leaner cold starting and running.
- More efficient combustion.
- Runs on leaner fuel mixtures.
- Easily scalable in size and power output.
- Cheaper mass production possibilities.
The Revetec engine is not just highly efficient, the performance and acceleration is outstanding.
During all dynamometer testing we have experienced an excellent torque curve due to the early and prolonged torque lever produced. This was achieved without the use of features such as forced induction.
In tests using asymmetrical Trilobe's, we have achieved almost 90% of peak torque from the earliest in RPM we could start the dynamometer tests.
We designed and built our X4v2 gasoline prototype and optimise the engine to be most efficient at 2,000rpm. We had the X4v2 engine independently tested at 2,000rpm and the result was 207g/kW-h or 39.5% efficient making it the world leader. Revetec engines are the most efficient gasoline engines in the world at the time of testing, and because our technology is none fuel specific, we will soon prove that it will be the most efficient in the world running on diesel.
Click Here for list of Prototype engines