Nutating Engine | Nutating Disk Engine | Baker Engineering

The Meyer Nutating Disk Engine, is a new engine concept with a higher power density than conventional reciprocating piston engines. Thermodynamic analysis shows that the Meyer Engine has two times the power density of 2-stroke piston engines and 4 times the power density of 4-stroke piston engines. The Nutating Engine is a positive displacement engine with features not found in conventional rotary or piston engines. This engine concept can be designed for compression ignition, spark ignition, compression only, expansion only, or as a bottoming cycle energy recovery device. Advantages include very high power density, increased thermal efficiency, low part count, multi-fuel capability, variable compression capability, low vibration and bearing loads, and a modular, flexible design.

The Nutating Disk Engine was awarded a prestigious Silver Award at the annual World’s Best Technology Showcase. Development is supported by the Army Research Laboratory, the Air Force Research Laboratory and DARPA, for use in unmanned aircraft (UAV and UAS) applications.

Prototype/demonstrator engines have been built and preliminary testing continues for two variations of the Nutating Engine, as well as an APU that pairs the Nutating Engine with a generator. Details are described below.

7 Hp Nutating Disk Engine (4” Single Disk) Target Specifications:

Gen 1 Prototype: preliminary testing underway
Specific Fuel Consumption (lb/BHp-hr): .600 (peak torque)
Power to volume ratio (BHp/ft3): 57
Rated Speed (RPM): 5,000
Power to Weight Ratio (BHp/lb): 0.88
Power to Displacement Ratio (BHp/in3): .47
BMEP(psi): 75

100+ Hp Nutating Disk Engine (8” Dual Disk) Target Specifications:

Gen 2 Prototype: program complete
Specific Fuel Consumption (lb/BHp-hr): 0.43 (peak torque)
Power to volume ratio (BHp/ft3): 62
Rated Speed (RPM): 4,000
Power to Weight Ratio (BHp/lb): 1.39
Power to Displacement Ratio (BHp/in3): .65
BMEP(psi): 120 psi

Nutating Auxiliary Power Unit (APU)

The overall goal of this program is to design a high output alternator system capable of producing 5KW continuous rated power @ 5000 rpm. The system features a single disk 7 Hp Nutating Engine with an alternator system, that together form an APU. Target specifications follow:

Rated Power: 5.0KW
Output Voltage : 28.0 VDC
Fuel Type: JP-8
Mass: 16.4 lbs.
Dimensions (LxWxH): 9.865 x 8.750 x 7.200 IN
Volume: 0.36 CUFT
Power Density: 0.30 KW/lb or 13.9 KW/ CUFT
Fuel Consumption (at 5 KW): 4.464 lbs/hr or 0.66 gal/hr
Cooling Media: Air/Fuel

Nutating Family of Engines

	Disp. (CID)	Disp. (L)	# of Disks	Rated Power (Hp)	Rated Speed	Torque (ft-lbs)	Engine Weight (lbs)	Width (in)	Height (in)	Length (in)	Engine Volume (ft^3)	Injection	BMEP	Hp/lb	BSFC
4" Single Disk	15.2	0.24	1	7.2	5,000	7.6	6.2	5.6	4.8	6.8	.11	Direct	75	1.16	.65
5" Single Disk	28.36	0.46	1	14	4,300	17.1	11.2	7.1	6.5	7.8	.21	Direct	90.9	1.25	.59
6" Single Disk	49.02	0.80	1	23	4,100	29.5	19	8.4	7.6	8.9	.33	Direct	90.6	1.21	.50
4" Dual Disk	29.05	0.48	2	14	5,000	14.7	14.2	5.6	4.8	15	.23	Direct	76.3	.99	.66
5" Dual Disk	56.73	0.93	2	25	4,300	30.5	27	7.1	6.5	17	.45	Direct	81.2	.93	.60
6" Dual Disk	98.04	1.61	2	44	4,100	56.4	48	8.4	7.6	19.5	.72	Direct	86.7	.92	.51
8"Dual Disk	232.38	3.81	2	120	3,800	165.9	108	15	12.12	22.9	4.41	Direct	107.6	1.11	.42

The Opposed Piston Turbo Diesel (OPTD) family of engines is being developed by BEI with support from TACOM/TARDEC and is proving to be very successful. The engine concept is based on traditional design coupled with advanced engine health management strategy. Operating on the two-stroke cycle, the inwardly-opposed-piston engine offers reliability and efficiency of a breathe-easy piston port design. Crank phasing and port layout promote cylinder cooling and scavenging in preparation for high-pressure common rail direct injection. The concept utilizes two pistons that converge at the central region of a common cylinder. The electrically-assisted turbo charger provides manifold pressure for engine starting and boost assist under desired operational conditions previously unavailable with traditional turbochargers and mechanical superchargers. Engine controls manipulate the turbo speed, assist or electrical draw, based on engine operational conditions for maxiumum efficiency. Applications for this technology range from ground vehicles to maritime, military or commercial.

Benefits of the technology include:
High power density
Low heat rejection inherent to inwardly opposed piston engines
Improved combustion through high-pressure direct injection
Improved combustion through advanced bowl geometry
Operational tailoring facilitated through electric turbo assist
Automated starting through engine & turbo controls
Improved flow characteristics through advanced porting geometry and phasing
Dedicated and proven simulation tools specific to this engine technology
Low profile, flexible engine configuration
Reliability of piston port design
Low part count inherent to engine
Prototype OPTD engines have been built and tested in two sizes. See details below.
30 Hp OPTDE (0.4L)

The Baker Opposed-piston Single Cylinder Engine is a 24 cu.in., 0.4L single cylinder, inwardly-opposed engine with electrically-assisted turbocharger designed to produce 30 Hp, resulting in high power density (0.642 Hp/lb or 35.7 Hp/cu.ft.) and capable of running on multiple fuels. The engine concept offers a totally new look at small engine development while utilizing several conventional engine components (COTS). In addition to high power density, the engine offers significant advantages over current small engine programs, including low part count, fuel efficiency and the capability of operating on heavy fuel. These advantages benefit both military and commercial applications. Target specifications:

Rated Power: 30 Hp
Overall Dimensions (LxWxH): 20.1 x 14.4 x 5.0 in.
Mass: 46.7 lbs.
Volume: .84 cu.ft.
Power/Displacement: 1.222 Hp/CID
BMEP: 142 psi

Test Results of the first prototype/demonstrator engine are shown below. A second prototype build is underway.

500+ Hp OPTDE (5.8L)

Testing of the 5.8L OPTD prototype engine developed under this program successfully demonstrated the inwardly-opposed diesel engine technology. In addition to the power output achievements, testing demonstrated hardware reliability, easy starting, fuel efficiency and power density.

Number of Cylinders: 3
Compression Ratio: 20 to 1
Max Engine Speed (RPM): 3300 rpm
Total Engine Displacement: 358 in3
Target Brake HP (BHP)@2400 rpm: 500 Hp
Torque (ft-lb) @ 1800 rpm: 1300 ft. lbs.

A small electronically-controlled Fuel Injection System is being designed and developed by Baker Engineering, sister company Kinetic BEI, LLC. for diesel engine applications ranging from 2.5 to 100 Hp. The system designed to operate on a variety of diesel fuels, including military grade JP-8. Development efforts are in partnership with the Air Force Research Laboratory and the Navy. This technology is being integrated into three in-house engine development programs, the Nutating Disk Engine, the Opposed-piston Engine and the Heavy Fuel Rotary Engine. Interest from other engine manufacturers is growing.

Baker Engineering Inc. is working with the Air Force Research Laboratory to demonstrate the heavy fuel operation of a UAV rotary engine based on the approach of direct combustion chamber fuel injection optimized through Computational Fluid Dynamics (CFD). The modified Rotary engine design integrates new engine hardware, a turbo-charger, and new micro fuel injection technology. Engine testing is being conducted.

BEI Technologies