“Are plans available for any of our members who may wish to build this engine. Also a build log of your construction would be helpful”
is a dxf AutoCAD2000 drawing of a PatRon:
that can be used as a basis for designing / making a prototype.
Here is a more “unconventional” PatRon for small airplanes, ultralights etc.:
(the dxf AutoCAD2000 drawing wherein the animation is based is at
It is an over-square direct injection Diesel.
With 120mm bore and 60mm stroke (about as over-square as the Ducati Panigale 1299) it gives a 2-Stroke capacity of 1,350cc.
The maximum dimension of the spinning cylinder is 1ft, i.e. the distance from the top of the one cylinder head to the top of the other cylinder head is only 305mm.
The scavenging is quite strange:
At some angle of the cylinder the piston opens the “leading” port and the pressure of the gas in the cylinder drops sharply.
Several (like 10 or 15) degrees later the piston opens the trailing port, too. The exhaust happens through both ports. Gradually the leading port becomes the intake port with the trailing port being the exhaust port:
The motion of the cylinder in the ambient air pushes air to enter from the leading port to scavenge the cylinder and then to exit from the trailing port.
After the BDC the pistons moves “upwards”; initially it closes the trailing port; the air entering the cylinder from the leading port continues to enter (due to inertia) until the piston closes the leading port, too.
The gas in the cylinder is compressed. Near the TDC diesel fuel is injected into the bowl at the center of the crown of the piston.
After the TDC it follows the expansion.
After the middle stroke the piston opens the leading port (it serves as exhaust port and as intake port) and so on.
I.e. it uses neither crankcase scavenging, nor some external scavenge pump.
If it works, it makes an extremely compact, simple and lightweight Diesel, which is also perfectly balanced, which also provides some 15% longer piston dwell at the TDC as compared to the conventional Diesels (the PatRon running at 5,000 rpm gives to the combustion as much time as a conventional Diesel running at 4,500rpm), and which eliminates the load between the piston skirts and the cylinder liner (the skirts are there to seal the crankcase).
At 5,000rpm of the cylinder (i.e. at 10,000rpm of the crankshaft) it could make some 200bhp (i.e. as much as the Ducati Panigale 1299) because it is a 2-stroke.
As for its weight, 1/4 of the Panigale 1299 engine is reasonable.
As for its Brake Thermal Efficiency, it has all the characteristics for a top BTE.