HCCI Fickett-Jacobs Cycle Double Acting Internal PDE

Votes: 32
Views: 1085

Our team has over many years developed a double acting fickett-jacobs cycle internal detonation engine that boasts pure isochoric constant volume heat addition, giving it the world's highest efficiency for a given stroke to bore ratio. Instead of conventional engine architecture, we have modernized the scotch yoke with new technology. Our working prototypes have a static compression ratio of 30 to one and our newer designs have a compression ratio of 300 to one, meaning we have the highest compression ratio engine ever made. The merits of such a design include but are not limited to the near total elimination of piston side thrust, pure sinusoidal reciprocating mass which obviates the need for counterweights in 4 and 8 cylinder designs, and the ability to use both sides of the piston as a combustion chamber for maximum power to weight ratio.

Our prototypes have achieved a power to weight ratio of 4 horsepower per pound and our double acting design has a projected power to weight ratio exceeding 8 hp/lbs. Our engine design is as simple as it is elegant with only two moving parts, allowing for fast, easy, and affordable mass manufacture and maintenance. This will facilitate a more rapid industrialization of developing nations, especially given the engines fuel agnostic capability of using unrefined biomass derived fuels and low grade fuels absent additives without compromise of low emissions or efficiency. Measured EGT's right out of the exhaust ports are 220 F under load. We have achieved reliable HCCI under all operating conditions without the need for complex monitoring and adjustment systems/algorithms because we exploit the elegance of physics rather than relying on over engineered systems.

With a measured BSFC of 0.25 and a calculated BSFC of future designs at 0.21, our 49cc design with its ability to produce over 60 horsepower is highly suitable for package delivery via drone because its vastly superior range and reliability will allow for a point to point model of parcel delivery for faster and more affordable logistics and will allow for multiple packages to be delivered with a total payload capacity upward of 75 pounds. The design allows for uninterrupted operation even in the event of total electrical system failure irrespective of cause. Another unique feature of this design is its ability to operate in lean burn conditions, which allows the engine to operate at its maximum volumetric efficiency throughout the entire RPM band (idle can be set as low as 100 RPM and can safely spool up to 30,000 RPM) by obviating the throttle plate from the design which virtually eliminates parasitic pumping losses caused by conventional throttle plates. This allows the engine to dynamically adjust the AFR to facilitate a load based fuel consumption irrespective of RPM, which means the engines torque can arbitrarily spike at any RPM by enrichening the mixture until stoich is reached. Lifespan is projected to exceed 100 thousand hours (approximately 10,000,000 miles) with modern metallurgy, coatings, and nano-tribological technology. There are many more advantages than this.



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  • Name:
    Sky Huddleston
  • Type of entry:
    Team members:
    Sky Huddleston, Roger Richard.
  • Profession:
  • Sky is inspired by:
    Growing up in a family that always lacked funding for newer automobiles, I quickly found myself helping my father rebuild the family's old work truck and vehicles. I learned fast and became acutely aware of the various problems that plague aging engines. When I joined the Army (ARNG 88 Mike) I realized the need for longer lasting more reliable prime movers that would be easier to maintain and have a higher degree of efficiency and a lower thermal signature. I set about intensely studying and learning everything I could about all aspects of engine design. I realized that the ICE has not advanced much in 100 years at a fundamental level. We still use the same architecture developed in the late 19th century. I did not accept that merely adding control schemes to old architecture, moving the camshaft above the block and into the cylinder head, and adding 2 extra valves per cylinder was the paragon of engine design. I've never trusted poppet valves and I've experienced too many valvetrain failures to trust them. Camshafts wear out exceptionally fast, and slapping piston skirts create asperities along the surface of the cylinder walls, wearing them out faster and causing an elliptical wear profile. I then started researching every possible architecture that has been experimented with in the past, understood their advantages, disadvantages, and why they never reached adoption. I then over the course of years of intensive study combined the best aspects of every possible architecture, looking at all engines from RC nitro engines for cars, to aviation, to marine, diesel, top fuel, alcohol burners, old stationary engine design quirks of the 19th century, every possible approach to design, and I combined the best aspects of the best designs taking into consideration every possible node of failure, wear, maintainability, and future proofing, to create what I am strongly convinced to be the best engine design thus far conceived. My research didn’t stop at simply reviewing the architecture, however, and included metallurgy of engines, tribology and oil formulation, the organic chemistry and nuances of how various fuels oxidize and burn and how to optimize their characteristics, emissions and catalytic reactions, and so forth. If it at all relates to ICE’s even indirectly, I’ve read dozens of books on the subjects and reproduced and ran experiments on the models outlined in said books. After much research I selected the scotch yoke engine invented by Russel Bourke in the mid 20th century as my foundation, as the scotch yoke boasts virtually all of the advantages of tri-lobe engine designs such as rotary’s without their high surface area to volume ratio’s (which always limits efficiency) and short lifespans, and is much easier and affordable to manufacture than even conventional engines which is especially important for developing nations, and indeed has a lifespan much greater than conventional engines.

    My partner and senior advisor in this endeavor, Roger Richard, had a similar path in life to lead him to this conclusion. Having been an aviator for years coupled with his experience in the Vietnam conflict of the 1960’s and early 70’s he too became passionate about the development of more robust, reliable, and efficient engine designs and independently arrived at the same conclusion years before I did. Roger being a master machinist and myself being an apprentice machinist, we’ve been machining, assembly, testing, tweaking, and developing this engine design for nearly a half century of combined effort and we are very close to being ready for mass manufacture. Indeed, our single acting iterations ARE ready for mass manufacture.
  • Software used for this entry:
    Fusion 360, Draftsight, FreeCAD
  • Patent status: