2/9/2026 - Retrospective Journal Entry — V1 Solenoid Engine

This journal entry documents the retrospective development of my completed hardware project, the V1 Solenoid Engine, which was built between August 2025 and January 2026. Although the project was completed before I joined Hack Club Blueprint, this entry serves to formally log the work, timeline, and effort invested into a shipped electromechanical system.

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Entry Date: 09.02.2026

Today, I officially logged into Hack Club, signed up for Blueprint, and got officially approved. I explored the entire platform and was intrigued by everything it offers. While thinking of projects, I realized that I had already completed a hardware project with my friend last month (on Jan 13, 2026) — the V1 Solenoid Engine, which I originally started in August 2025.

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The V1 Solenoid Engine

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Flashback

I wanted to make a V10 Solenoid Engine ever since I came across the fascinating concept of solenoids and solenoid engines producing electromagnetic actuation back in September 2024. I began working on it with the help of an engineer from the UK and self-learned Autodesk Fusion (leveraging my prior experience with Blender).

As things progressed, I was selected for a national-level round of the STEAM Innovation League, solely based on the idea itself. I also signed up for Autodesk Instructables. However, despite nearly completing the entire design (except PCBs), the project lacked practicality due to its high cost, which I was unable to fund.

So why didn’t I think about funding earlier?
That was paradoxical — to be precise about cost, I first had to build it.

Did I waste my time?
Absolutely not.

This realization led to the idea of a V1 Solenoid Engine, a prototype. That decision gave birth to the engine.

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Early Development

Aug 02, 2025 (Morning)
This was my friend Soumajit’s birthday. He later became crucial to the project and is the reason the engine works today. I initially planned to build the V1 Solenoid Engine and began gathering components, but soon decided to model it first.

Aug 15, 2025 – 4:10 PM
My school physics teacher, who was interested in the project, bought the most expensive components: 10 neodymium magnets (25 mm × 3 mm). They arrived within a week.

Aug 16, 2025 – 7:03 PM
I officially started modeling the V1 Solenoid Engine in Autodesk Fusion. At the same time, I contacted the owner of a local factory that manufactures plywood production machinery. He agreed to machine parts free of cost, provided they were not overly complex.

Aug 17, 2025 – 4:08 PM
The Mechanical Components Drawing was completed with all required dimensions. It was approved except for the piston head (due to high tolerances and complexity). The machined parts arrived within a week.

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Assembly and Iteration

Aug 23, 2025 – 5:30 PM
I completed modeling the Piston Pin and finalized the assembly joints and animation. This was a major success, as I had previously struggled with assembly animation in the V10 project.

Aug 29, 2025 – 3:52 PM
I began re-modeling the Piston Head, realizing it had to be 3D printed. I contacted a local 3D printing service — the same one I had earlier approached for V10 — and faced a major cost reality check. The print arrived the next day.

Aug 30, 2025 – 6:00 PM
I received the print. I glued the magnets to the flat end of the piston head, coupled the connecting rod using bamboo skewers, and sanded the crank and flywheel smooth.

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Pause and Resume

With exams approaching, the project paused. During this period, I purchased bearings online and sourced a PVC pipe for the piston cylinder from a hardware shop.

Dec 01, 2025 – 5:00 PM
I completed the Structural Components Setup in Autodesk Fusion and sliced it using Bambu Studio. Our school had recently acquired Bambu Lab H2D and Bambu Lab A1 printers, making it the perfect opportunity to print the remaining components.

Dec 19, 2025 – 11:30 AM
I received the printed structural components. This marked the moment when a long-thought, abstract idea became concrete reality. I assembled the axle, flywheel, crank, solenoid cylinder with copper windings, piston with magnets, pivots, and connecting rod. The engine could now be manually operated.

I tested electrical actuation using a relay and a low-voltage triple Li-ion battery (~8V). I observed partial motion, sparks, and semi-actuation. Seeing this confirmed that the concept worked. Exhausted, I went to sleep knowing it had to be completed.

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Bringing It to Life

Dec 20, 2025 – 8:00 AM
I worked solely on the solenoid engine. Manual actuation worked, the cam and switch were attached, but I realized the solenoid had only ~120 turns instead of the required ~300. Power was unreliable. We needed an SMPS. Soumajit arranged a Mean Well LRS-350-24 from school.

Dec 21, 2025 – 1:20 PM
The engine worked. Fully.
Credit goes to Soumajit Giri, who properly fixed the mechanical switch.

Dec 22, 2025 – 3:00 PM
I cleaned and refined the build: corrected holes, removed glue, replaced wiring, mounted the SMPS and switch properly using screws. However, the engine failed again — the switch was rated for 10 A, while the SMPS delivered 14.6 A.

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Final Fix and Completion

After winter vacation and travel,

Jan 09, 2026 – 2:20 PM
My physics teacher bought 16 A mechanical switches.

Jan 13, 2026 – 3:30 PM
The new switch was installed, and the V1 Solenoid Engine worked better than ever before. Project officially completed.

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Working Video

V1 Solenoid Engine 2026-02-09

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Workspace Snapshots

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2/17/2026 - Engineering Development Log — V2 Solenoid Engine (v1 → v7)

Author: Sunrit Hazra
Timeframe: 10-02-2026 → 16-02-2026
Version Span: Version 1 to Version 7

[Note: Lowercase 'v' represents 'version', and uppercase 'V' represents the number of cylinders which stays consistent as two cylinders (V2).]

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Journal Log Overview

This log documents the structured development of the V2 solenoid engine across seven design versions (v1–v7). The progression moves from mechanical replication to structural optimization, magnetic circuit refinement, and preparation for sensor-based electronic control. Each version addresses a specific engineering layer: geometry, kinematics, load stability, electromagnetic actuation, flux management, and rotational inertia.

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V2 Solenoid Engine — v7 (latest as of 16-02-2026)

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v1 — Direct Replication

10-02-2026 | 01:00 AM

The project began with an exact copy of the V1 Solenoid Engine v14. No geometry was altered.

Mechanical elements present:

• Single piston–sleeve assembly
  
• Crank and connecting rod
  
• Structural supports
  
• Basic flywheel
  

Objectives:

• Understand mechanical proportions.
• Study crank radius to stroke relationship.
• Observe piston guidance inside the sleeve.
• Analyze support placement and constraint hierarchy.

At this stage, the system remained magnet-based (neodymium plunger). The purpose was familiarization, not improvement.

V2 Solenoid Engine — v1

V2 Solenoid Engine — v1 (without Structural Components)

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v2 — Conversion to V2 (Bilateral Symmetry, 180° Phasing)

10-02-2026 | 11:29 AM

The entire mechanical assembly was duplicated symmetrically across the crank axis to create a two-cylinder configuration (V2).

Components duplicated:

• Pistons
  
• Cylinders (sleeves)
  
• Connecting rods
  
• Crank throws
  
• Cylinder supports
  
• Crankshaft support structure
  

A solid flywheel replaced the previous design.

Engineering impact:

• 180° firing separation introduced.
• Torque pulses distributed across rotation.
• Reduced rotational dead zones.
• Improved angular continuity.

The crank geometry was adjusted to maintain exact phase opposition between cylinders. Structural supports were widened to accommodate bilateral loading.

The engine transitioned from single impulse motion to phased rotational architecture.

V2 Solenoid Engine — v2

V2 Solenoid Engine — v2 (without Structural Components)

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v3 — Motion Definition and Flywheel Redesign

10-02-2026 | 01:04 PM

Motion constraints were implemented within the assembly.

Actions performed:

• Revolute joint added to crankshaft.
• Slider constraints applied to pistons.
• Connecting rod linkages validated.
• Full rotational motion simulated.

Interference checks were performed through manual rotation and motion study.

A new flywheel was modeled:

• Increased mass relative to v2.
• Designed with symmetric extrusion features.
• Modular geometry allowed weight adjustment without scaling diameter.
• Central bore tolerance refined.

Structural supports were strengthened slightly to manage the increased inertial load from the heavier flywheel.

This version confirmed:

• Smooth kinematic operation.
• No collision under full rotation.
• Balanced mechanical motion.

V2 Solenoid Engine — v3

V2 Solenoid Engine — v3 (without Structural Components)

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v4 — Structural Reinforcement Phase

10-02-2026 → 12-02-2026

The structural system was reinforced for durability.

Modifications:

• Thickened cylinder mounts.
• Increased cross-sectional area of support arms.
• Strengthened crankshaft support walls.
• Adjusted base plate thickness.
• Improved alignment between structural pillars.

Focus areas:

• Load path from piston force to base.
• Crankshaft bearing stability.
• Prevention of torsional flex under load.

This phase emphasized structural rigidity and alignment accuracy rather than performance increase.

The engine geometry became more compact and mechanically cohesive.

V2 Solenoid Engine — v4

V2 Solenoid Engine — v4 (without Structural Components)

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v5 — Electromagnetic Redesign

12-02-2026 | 11:28 AM

A fundamental redesign of the actuation mechanism occurred.

Change implemented:

• Replaced neodymium magnet plungers with AISI 1018 soft iron plungers.

Engineering reasoning:

• Permanent magnets introduce asymmetric bias forces.
• Soft iron allows purely field-controlled actuation.
• Enables independent electronic timing control.
• Reduces uncontrolled attraction during idle.

Additional modifications:

• Crank radius slightly reduced to lower mechanical losses.
• Crankshaft length shortened.
• Sleeve walls made thinner.
• Yokes introduced.
• Flywheel mass increased.
• Exoskeleton structure added.

Motion constraints were revalidated after geometry changes.

This version marked the transition to controlled electromagnetic actuation.

V2 Solenoid Engine — v5

V2 Solenoid Engine — v5 (without Structural Components)

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v6 — Thickened Yoke and Magnetic Circuit Optimization

12-02-2026 | 07:02 PM

Magnetic circuit geometry was refined to improve performance under higher current.

Changes:

• Yoke thickness significantly increased.
• Additional space created for copper windings.
• Sleeve length increased.
• Overall structure made more compact.
• Component spacing reduced to minimize magnetic path gaps.

Engineering intent:

• Reduce magnetic saturation.
• Improve flux continuity.
• Increase available ampere-turn capacity.
• Enhance force density at equivalent current.
• Improve mechanical stiffness due to compaction.

The magnetic path from coil → yoke → plunger → return path was shortened and thickened.

This version focused primarily on electromagnetic efficiency.

V2 Solenoid Engine — v6

V2 Solenoid Engine — v6 (without Structural Components)

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v7 — Crankshaft Extrusions and Inertia Management

16-02-2026 | 05:41 PM

Crankshaft extrusions were added.

Modifications:

• Added symmetric mass features to crank arms.
• Increased rotational stability.
• Light counterweighting effect introduced.
• Structural reinforcement at crank joints.
• Provided surfaces for potential electronics mounting.

Purpose:

• Reduce angular velocity fluctuation.
• Prepare system for alternating 180° firing.
• Improve mechanical durability.
• Create foundation for sensor-based integration.

This version is mechanically incomplete but strategically positioned for electronics implementation.

V2 Solenoid Engine — v7

V2 Solenoid Engine — v7 (without Structural Components)

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Technical Boundary Between Versions

Versions	Plunger Type	Control Method
v1–v4	Neodymium Magnet	Passive Magnetic
v5–v7	AISI 1018 Soft Iron	Electromagnetic Control

This boundary represents the transition from magnetic attraction to programmable field actuation.

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Current System State (End of v7)

Mechanical:

• Dual-cylinder (V2) architecture.
• 180° crank separation.
• Reinforced structural supports.
• Thickened yoke magnetic circuit.
• Adjustable-mass flywheel.
• Improved crank inertia distribution.

Electromagnetic:

• Soft iron plunger system.
• Increased coil volume capacity.
• Reduced magnetic saturation risk.
• Compact flux path geometry.

Prepared For:

• IR sensor-based crank position detection.
• Independent 180° firing control.
• MOSFET-based low-side switching.
• ESP32-based programmable timing.

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Development Pattern Observed

The progression follows a layered engineering sequence:

1. Mechanical replication.
2. Symmetry and phasing introduction.
3. Kinematic validation.
4. Structural reinforcement.
5. Electromagnetic transition.
6. Magnetic efficiency optimization.
7. Rotational inertia refinement.

Each stage builds on the stability of the previous one.

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Next Engineering Domain

The mechanical and magnetic platform is stabilized.

The next domain is timing precision:

• Sensor-triggered firing.
• Independent cylinder control.
• Adjustable dwell.
• RPM-responsive advance.
• Thermal monitoring and current control.

At this stage, performance improvements will come primarily from timing optimization rather than geometric redesign.

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Summary

Between 10-02-2026 and 16-02-2026, the V2 solenoid engine evolved from a replicated magnetic demonstrator into a structured electromagnetic platform ready for programmable control.

Seven versions addressed:

• Geometry.
• Symmetry.
• Motion validation.
• Structural strength.
• Actuation physics.
• Magnetic efficiency.
• Rotational inertia.

The engine is now mechanically mature and prepared for controlled electronic integration.

3/6/2026 - Engineering Development Log — V2 Solenoid Engine (v8 → v9)

Author: Sunrit Hazra

Timeframe: 17-02-2026 → 06-03-2026

Version Span: Version 8 to Version 9

[Note: Lowercase 'v' represents 'version', and uppercase 'V' represents the number of cylinders, which remains consistent as two cylinders (V2).]

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Journal Log Overview

This entry documents the continuation of the V2 solenoid engine development beyond v7. While earlier versions focused on mechanical architecture, structural reinforcement, magnetic circuit optimization, and crankshaft inertia balancing, the next stage begins the integration of sensing and control infrastructure.

Versions v8 and v9 move the project closer to a functional electronically controlled electromagnetic engine. These versions introduce sensor mounting geometry and initial layout considerations required for real-world control systems.

Rather than large structural redesigns, these versions focus on preparing the mechanical platform for sensor-based crank position detection, electronic timing, and external interfacing.

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V2 Solenoid Engine — v9 (latest as of 06-03-2026)

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v8 — Sensor Integration Preparation

24-02-2026 | 06:58 PM

Version 8 introduced preliminary features required for the upcoming control system and sensor integration. While the mechanical architecture of the engine remained largely unchanged from the previous version, several small but meaningful adjustments were implemented to prepare the design for optical sensing and electronic control.

The first addition was a text engraving on the structural frame displaying “V2 Solenoid Engine.” This serves as both a visual identifier for the project and a small design refinement that reinforces the identity of the engine within the model itself.

More importantly, mounting holes were introduced to house infrared reflective sensors, specifically the TCRT5000 IR sensors. These sensors are intended to detect crankshaft position by reading reflective markers on the rotating assembly. Their inclusion marks the beginning of the transition from a purely electromechanical experiment to a system capable of electronically timed firing control.

The holes were placed along the structural frame in positions where the sensors could observe the crankshaft region without interfering with the mechanical motion of the pistons or connecting rods. At this stage, the holes were simple cylindrical cutouts intended primarily as placeholders for later refinement.

Version 8 therefore served as a preparatory stage, introducing the first structural provisions required for sensor integration while preserving the stability and geometry established in earlier iterations.

V2 Solenoid Engine — v8

V2 Solenoid Engine — v8 (without Mechanical Components)

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v9 — Sensor Integration, Mechanical Refinement, and Control Electronics

06-03-2026 | 10:00 AM

Version 9 represents a major step forward for the V2 solenoid engine. This version introduced developments across three key domains:

• Sensor integration
  
• Mechanical refinement
  
• Dedicated electronic control system development
  

Together, these changes begin bridging the gap between a mechanical prototype and a programmable electromagnetic engine.

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Sensor Mounting and Optical Detection Improvements

One of the first modifications in this version involved refining the sensor mounting geometry introduced in Version 8.

The previously added sensor holes were flipped in orientation to reduce unwanted signal reflections. During evaluation it became apparent that the connecting rod could reflect infrared light, potentially producing false detection signals. By reversing the sensor orientation, the reflective detection path was directed more precisely toward the crankshaft detection region.

To ensure accurate placement, the 3D model of the TCRT5000 IR sensor was imported directly into the CAD assembly. The structural frame was then carved using the exact geometry of the sensor model, producing a cavity that matches the sensor's shape and dimensions. This method ensured a precise mechanical fit and correct optical alignment between the emitter and receiver components.

This approach provided several advantages:

• Accurate sensor positioning
  
• Improved signal reliability
  
• Reduced alignment adjustments during assembly
  

The resulting mounting structure holds the sensors securely while maintaining correct detection geometry relative to the rotating crank assembly.

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Solenoid Spacing Adjustment

To accommodate the sensors and their wiring more effectively, the spacing between the two solenoid assemblies was increased slightly. This modification created additional clearance within the central region of the engine frame.

The added space allows for:

• Sensor installation
  
• Cable routing
  
• Improved accessibility for assembly and maintenance
  

It also reduces the likelihood of mechanical interference between moving parts and sensor wiring.

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Axle Extension

Because the structural width of the engine increased slightly due to the new sensor placement and solenoid spacing, the crankshaft axle length was extended. The longer axle maintains proper alignment between the crankshaft, flywheel, and bearing supports while preserving the balanced geometry of the system.

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Bearing System Revision

The bearing configuration used in earlier versions was revised to simplify assembly and improve compatibility with the printed structural components.

The previous design used:

6153K26 — Corrosion-Resistant 440C Stainless Steel Ball Bearing

This was replaced with:

4481N33 — Steel Ball Bearing

The updated bearing offers more standard dimensions and integrates more easily into the printed housing geometry.

A dedicated bearing seating section was designed into the structure. This cavity allows the bearings to fit tightly within the frame with little or no adhesive required. The geometry provides sufficient support to maintain alignment while reducing the need for glue or external fasteners.

This decision simplifies assembly and allows bearings to be replaced more easily if maintenance becomes necessary.

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Development of the Electronic Control System

Version 9 also marks the introduction of a custom electronic control system designed specifically for the V2 solenoid engine.

For the first time in the project, a custom PCB was designed using KiCad (version 9.0.7). Learning the software required significant effort, and the design process involved several iterations of both the schematic and the board layout.

In total, approximately 40 hours of work were invested in developing the electronics system.

The final design resulted in a two-layer printed circuit board measuring approximately 210 mm × 140 mm, intended for fabrication through standard PCB manufacturing services.

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Power Supply Revision

During the design process, the main power supply for the engine was revised.

The previous power supply was:

Mean Well LRS-600-24

This was replaced with:

Mean Well LRS-450-24

The updated supply still provides a stable 24 V output capable of high current, which is sufficient for driving the solenoid coils used in the engine.

The electrical system operates using two separate voltage domains:

24 V Power Rail

This rail powers the solenoid coils and handles the high-current pulses generated during engine operation.

5 V Logic Rail

This rail powers the microcontroller and low-power electronics.

Separating these two rails helps maintain stable operation of the logic system even during high-current switching events.

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Microcontroller Platform Change

The original plan was to use the ESP32-WROOM-32 module directly.

During development this was changed to the ESP32-DevKit-V1 development board, which offers several practical advantages during prototyping and testing:

• Built-in USB interface
  
• Integrated voltage regulation
  
• Simplified programming and debugging
  

The ESP32 will control solenoid timing, process sensor input signals, and allow programmable adjustments to the engine’s firing sequence.

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High Current Handling Strategy

Early versions of the PCB attempted to route approximately 18.8 amps directly through PCB copper traces. After evaluating the current-handling limits of standard copper layers, this approach was abandoned.

Instead, a safer strategy was adopted.

High-current paths will not run through PCB traces. These connections will instead be implemented using 18 AWG silicone insulated wires, soldered directly between components after PCB assembly.

This approach:

• Prevents overheating of PCB traces
  
• Eliminates risk of copper delamination
  
• Allows flexible routing for high-current paths
  

Only control signals and low-current power lines remain on the PCB itself.

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PCB Architecture

The board layout is divided into three functional zones to improve reliability and reduce electrical noise.

Power Zone

This section handles the main 24 V input and energy buffering for solenoid operation.

Components include:

• Input power connector
  
• 25 A fuse
  
• Large electrolytic capacitor bank (4700 µF)
  
• MOSFET switching devices
  
• Flyback protection diodes
  

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Driver Zone

The driver zone contains circuitry responsible for switching the MOSFETs efficiently.

Primary component:

TC4427A Dual MOSFET Gate Driver

This device provides strong gate drive current, ensuring fast switching transitions that reduce switching losses.

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Logic Zone

The logic zone contains the microcontroller and sensor interface electronics.

Key components include:

• ESP32-DevKit-V1
  
• TCRT5000 sensor connections
  
• Buck regulators for logic voltage generation
  
• Pull-up resistors and signal conditioning components
  

Separating the logic electronics from the high-current switching components helps reduce electromagnetic interference and improves signal stability.

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Solenoid Driver Circuit

Each solenoid coil is driven by a MOSFET switching stage consisting of:

• IRFZ44N MOSFETs
  
• TC4427A gate driver
  
• MBR3060PT flyback diodes

The MOSFETs switch the ground path of the solenoids while the positive side remains connected to the 24 V supply.

Flyback diodes are placed across the solenoid coils to safely dissipate voltage spikes generated when the magnetic field collapses after switching.

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Sensor System

Two TCRT5000 infrared reflective sensors detect crankshaft position.

These sensors read reflective targets attached to the rotating assembly. Their signals are routed to ESP32 GPIO pins 34 and 35, which are input-only pins well suited for interrupt-based detection.

Pull-up resistors are used to ensure stable digital signals.

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Grounding Strategy

The PCB uses a star grounding topology.

Two ground domains are defined:

• Power Ground (PWR_GND)
  
• Logic Ground (LOGIC_GND)

These meet at a single junction near the power input connector. This arrangement prevents high-current switching noise from propagating into the microcontroller and sensor circuitry.

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PCB Layout Characteristics

The completed PCB design includes the following characteristics:

• Two-layer board
  
• 1 oz copper thickness
  
• Minimum clearance: 0.25 mm
  
• Signal trace width: 0.25 mm
  
• Wider traces for moderate power routing
  
• Full ground plane on the bottom layer
  

Additional design features include:

• 109 plated through holes
  
• 4 mounting holes for M3 screws
  
• Enlarged solder pads for manual high-current wiring
  

Both Electrical Rule Check (ERC) and Design Rule Check (DRC) passed successfully without violations.

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Functional Overview

The PCB performs several key functions within the engine system:

• Detect crankshaft position using infrared sensors
  
• Generate PWM timing signals through the ESP32
  
• Drive MOSFET switches through the TC4427A gate driver
  
• Control two high-power solenoid coils
  
• Monitor system temperature using an NTC thermistor
  
• Provide programmable timing control via firmware
  

Manual high-current wiring connects the MOSFET stage to the power supply and solenoid coils.

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Significance of Version 9

Version 9 represents a turning point in the development of the V2 solenoid engine.

Earlier versions focused primarily on mechanical structure and magnetic actuation. With the introduction of sensors and a dedicated control PCB, the system evolves into a programmable electromagnetic engine platform.

The project now integrates:

• Optical crankshaft sensing
  
• Microcontroller-based timing control
  
• High-current MOSFET switching electronics
  
• Custom PCB hardware
  

These developments establish the foundation for experimentation with firing timing, efficiency tuning, and closed-loop control strategies.

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V2 Solenoid Engine — v9

V2 Solenoid Engine — v9 PCBA 3D Model

V2 Solenoid Engine — v9 PCB

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Plunger System Boundary

Versions	Plunger Type
v1 – v4	Neodymium Magnet
v5 – v9	AISI 1018 Soft Iron

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Mechanical Configuration (v9)

Cylinder System

• Two piston assemblies
  
• Two sleeves
  
• Two connecting rods
  

Crank System

• Single crankshaft
  
• Dual crank throws
  
• Extruded crank arms
  

Rotational System

• Heavy flywheel
  

Magnetic Components

• Soft iron plungers
  
• Magnetic yokes
  
• Sleeve-mounted coil space
  

Structural System

• Reinforced cylinder supports
  
• Crankshaft support structure
  
• Exoskeleton frame
  

Sensor Mounting

• Four TCRT5000 IR sensor holes
  

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Development Sequence Observed

The design evolved through the following stages:

1. Replication of the original engine
   
2. Expansion to a two-cylinder architecture
   
3. Motion simulation and flywheel redesign
   
4. Structural reinforcement
   
5. Mechanical and electromagnetic redesign
   
6. Magnetic yoke strengthening and compact layout
   
7. Crankshaft mass additions
   
8. Sensor mounting preparation
   
9. Expanded sensor mounting capability
   

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Summary

Between 10 February 2026 and 06 March 2026, the V2 solenoid engine progressed from a replicated single-cylinder model into a reinforced two-cylinder electromagnetic engine structure with integrated provisions for infrared sensor mounting and electronic control.

Across nine versions, the work included:

• conversion to a two-cylinder architecture
  
• flywheel redesign
  
• structural reinforcement
  
• introduction of magnetic yokes
  
• replacement of magnet plungers with soft iron plungers
  
• compaction of the engine structure
  
• crankshaft mass additions
  
• mounting provisions for IR sensors
  
• development of a custom electronic control system
  

The current model (v9) represents the latest mechanical and electronic configuration created during this development period.

4/1/2026 - This is my message to all followers:

This project's design mught be complete, but the real thing is not even started. It is a pity that Blueprint is ending. So, I am going paste all the build journals in Fallout. According to my intuition, the design was most probably not even 15% of the actual project. So, I hope I could complete this soon.

I have been working a lot on the components I order. There are some takes that I forgot to add before so now I am cutting costs.

And by the way, I received some components as well: