RE: 4 Stroke Redesigned
Discussion
dilbert said:
Strangely I think it was designed around the same sort of time, by Napier, with the same sort of war winning goal in mind. It was used on the fast patrol boats for defending the east coast, I believe.
I don't think it was designed until after the war. It was inspired by the Junkers six-cylinder inline opposed piston two-stroke diesel aircraft engine which the Germans used on a few aircraft in the war; someone thought it would be cool to put three Junkers-type blocks in a triangle. Which it was
dilbert said:
When we came out of the war, there was high demand from the ministry of transport for rapidly available heavy haulage on the railways. GEC dropped the deltic into/onto a hydraulic chassis/bogie, tuned the heck out of it and the rest is history.
Cor, now that really would have been something, a hydraulic Deltic... Unfortunately they were just plain diesel-electric. As diesel-electrics go, however, they are closer than anything else of the time to the German V200 diesel-hydraulics which inspired the hydraulic experiment on the Western Region, being a high power-to-weight ratio machine with two independent power and drive trains.
They weren't particularly "tuned" either... the Type 1 Deltic used in the locomotives made 1650hp. The later Type 2 and 3 Deltics for naval use ended up making nearly double that. They also developed out a lot of the reliability problems. It's a great shame they were never retro-fitted to the locomotives.
It looks better in color [pic] www.new4stroke.com/swiece.jpg [/pic]
or [pic]www.new4stroke.com/oknow.jpg [/pic]
Sound is „special” (first open in maximum speed of exhaust piston)
>> Edited by Feliks on Sunday 11th September 21:26
or [pic]www.new4stroke.com/oknow.jpg [/pic]
Sound is „special” (first open in maximum speed of exhaust piston)
>> Edited by Feliks on Sunday 11th September 21:26
Found another 'new' engine design folks....The GUN Engine.
http://pesn.com/2006/05/02/9500266_Gu
http://patents1.ic.gc.ca/details?pate - The Patent
The inventor of the gun engine, Kazimierz Holubowicz says:-
"My gun-engine has many things in common with a traditional engine, (induction and exhaust evacuation valves, crankshaft, etc.) yet it is different since it explodes fuel; traditional engines cannot withstand the explosions. The key point of difference is that the explosions of fuel vapor pre-mixed with air (homogeneous fuel) do not act on the primary piston that produces work, but rather on an additional piston that floats on a compressible air pocket. This arrangement introduces certain delaying of pressure building over the primary piston that produces work. This provides the important opportunity to improve torque up to 70 to 90 times without fuel consumption increase. Also, the arrangement changed torque vs. Speed, and power vs. speed characteristics. The torque is independent of speed, and power is in proportion to speed, which eliminates the need to use transmission or reduction gears. In addition, this new arrangement eliminates the need for advancing the ignition, which is responsible for related parasitic torque in every traditional engine. Therefore the arrangement also allows development of transmission-free gadgetry such as cars and trucks."
"Every traditional engine is infested with causes of inefficiency; therefore, it is bad by design. I've eliminated most of the causes, so I believe my gun-engine is better by design. One of the most important causes of the inefficiency is the waste of heat by cooling through a radiator. Another not less important cause of the inefficiency is the release of hot, incompletely-expanded exhaust. I've replaced the radiator -- the major cause of the inefficiency in every traditional engine -- with an internal cooling that preserves heat, which could be converted into extra work.
I've integrated a gun with this engine, therefore the expansion of exhaust is to, or even below, the atmospheric pressure.
Traditional engines work in a four stroke cycle, (some in a two stroke cycle) yet my gun-engine uses a four-stroke cycle during starting and to reach the destined speed, upon which it switches automatically to a twelve-stroke cycle that converts all the energy released from fuel into work.
The twelve-stroke cycle comprises:
- an induction stroke to supply fuel vapor with air into explosion chamber;
- a compression stroke to initiate explosions trough the compression heat;
- primary power stroke similar to that in traditional engines and;
- up to four compression and four extra power strokes that convert this energy that is wasted in traditional engines into extra work.
The conversion does quadruple the efficiency over that of traditional engines, and in combination with elimination of transmission, allows construction of a vehicle capable of exceeding 220 mpg in mileage."
It builds on current engine design by removing the work piston from direct force, thus allowing dramatically increased forces to be released in the chamber. He makes the destinction between slow burning and explosion of fuels by completely evaporating the fuel into gaseous form and combining it with what I presume to be a stoichometric ratio of air. This differs from present engines, in which fuel is in the form of droplets, the outside of which are accessible for slow burning. By putting an oscillating buffer between the work piston and the explosion he proposes to be able to explode the fuel at the exact end point of the work stroke, where the piston is closest to the cylinder end and where the chamber is most compressed. With directly linked pistons, explosion/ignition at this point would snap the cam or the link between the piston and cam. Ok, so we can blow the fuel up getting complete fuel consumption, and we can do it at such a point in the cycle to get maximum force out of the explosion... sounds like a reasonable claim to increasing efficiency. Furthermore, the oscillator is free to move seperate from the work piston, condensing and expanding the exhaust allowing for further extraction of energy from the heat. He injects water into the chamber before the explosion to provide cooling for the the chamber. The condensation and evaporation of the water potentiates the extraction of thermal energy from exhaust as well. He proposes to power the exhaust valves from energy stored in the compressed space between the oscillator and the work piston, somehow, as opposed to leeching energy from the flywheel. Also it seems that the engine can “run on air”. After the engine is hot it cools off by running a few intermittent air only cycles. The air draws off heat from the engine and expands cooling the engine and using up heat energy that may have been lost. You could also imagine that a water injector could be used also to cool off the engine and allow it to run as a steam engine for those few cycles.
I would like to see the prototype working before I get too excited about this. I supose the next BIG and simular thing for the four-stroke engine is HCCI technology www.greencarcongress.com/2005/10/honda_making_si.html
http://pesn.com/2006/05/02/9500266_Gu
http://patents1.ic.gc.ca/details?pate - The Patent
The inventor of the gun engine, Kazimierz Holubowicz says:-
"My gun-engine has many things in common with a traditional engine, (induction and exhaust evacuation valves, crankshaft, etc.) yet it is different since it explodes fuel; traditional engines cannot withstand the explosions. The key point of difference is that the explosions of fuel vapor pre-mixed with air (homogeneous fuel) do not act on the primary piston that produces work, but rather on an additional piston that floats on a compressible air pocket. This arrangement introduces certain delaying of pressure building over the primary piston that produces work. This provides the important opportunity to improve torque up to 70 to 90 times without fuel consumption increase. Also, the arrangement changed torque vs. Speed, and power vs. speed characteristics. The torque is independent of speed, and power is in proportion to speed, which eliminates the need to use transmission or reduction gears. In addition, this new arrangement eliminates the need for advancing the ignition, which is responsible for related parasitic torque in every traditional engine. Therefore the arrangement also allows development of transmission-free gadgetry such as cars and trucks."
"Every traditional engine is infested with causes of inefficiency; therefore, it is bad by design. I've eliminated most of the causes, so I believe my gun-engine is better by design. One of the most important causes of the inefficiency is the waste of heat by cooling through a radiator. Another not less important cause of the inefficiency is the release of hot, incompletely-expanded exhaust. I've replaced the radiator -- the major cause of the inefficiency in every traditional engine -- with an internal cooling that preserves heat, which could be converted into extra work.
I've integrated a gun with this engine, therefore the expansion of exhaust is to, or even below, the atmospheric pressure.
Traditional engines work in a four stroke cycle, (some in a two stroke cycle) yet my gun-engine uses a four-stroke cycle during starting and to reach the destined speed, upon which it switches automatically to a twelve-stroke cycle that converts all the energy released from fuel into work.
The twelve-stroke cycle comprises:
- an induction stroke to supply fuel vapor with air into explosion chamber;
- a compression stroke to initiate explosions trough the compression heat;
- primary power stroke similar to that in traditional engines and;
- up to four compression and four extra power strokes that convert this energy that is wasted in traditional engines into extra work.
The conversion does quadruple the efficiency over that of traditional engines, and in combination with elimination of transmission, allows construction of a vehicle capable of exceeding 220 mpg in mileage."
It builds on current engine design by removing the work piston from direct force, thus allowing dramatically increased forces to be released in the chamber. He makes the destinction between slow burning and explosion of fuels by completely evaporating the fuel into gaseous form and combining it with what I presume to be a stoichometric ratio of air. This differs from present engines, in which fuel is in the form of droplets, the outside of which are accessible for slow burning. By putting an oscillating buffer between the work piston and the explosion he proposes to be able to explode the fuel at the exact end point of the work stroke, where the piston is closest to the cylinder end and where the chamber is most compressed. With directly linked pistons, explosion/ignition at this point would snap the cam or the link between the piston and cam. Ok, so we can blow the fuel up getting complete fuel consumption, and we can do it at such a point in the cycle to get maximum force out of the explosion... sounds like a reasonable claim to increasing efficiency. Furthermore, the oscillator is free to move seperate from the work piston, condensing and expanding the exhaust allowing for further extraction of energy from the heat. He injects water into the chamber before the explosion to provide cooling for the the chamber. The condensation and evaporation of the water potentiates the extraction of thermal energy from exhaust as well. He proposes to power the exhaust valves from energy stored in the compressed space between the oscillator and the work piston, somehow, as opposed to leeching energy from the flywheel. Also it seems that the engine can “run on air”. After the engine is hot it cools off by running a few intermittent air only cycles. The air draws off heat from the engine and expands cooling the engine and using up heat energy that may have been lost. You could also imagine that a water injector could be used also to cool off the engine and allow it to run as a steam engine for those few cycles.
I would like to see the prototype working before I get too excited about this. I supose the next BIG and simular thing for the four-stroke engine is HCCI technology www.greencarcongress.com/2005/10/honda_making_si.html
John_S4x4 said:
Found another 'new' engine design folks....The GUN Engine.
Found another 'old' engine design folks....The OLD Engine.
Regards Andrew
I hope,so people was right health next total block engine :|
>> Edited by Feliks on Sunday 7th May 15:24
>> Edited by Feliks on Sunday 7th May 21:48
After reading the whole article - the engine does sound like a complete revolution !
Bit like the triple expansion stream engine in relation to the single ..
He even aludes in his interview about governments / big companies not backing stuff like this because of maintaining the status quo.
Bit sickening really - I'd like to see someone like 'Ricardo' take it and run with it.. I'm sure if they had invented it then we would all be driving them in the next 5 ~ 7 years.
Bit like the triple expansion stream engine in relation to the single ..
He even aludes in his interview about governments / big companies not backing stuff like this because of maintaining the status quo.
Bit sickening really - I'd like to see someone like 'Ricardo' take it and run with it.. I'm sure if they had invented it then we would all be driving them in the next 5 ~ 7 years.
Just picking up from the first couple of pages of the thread, the Rolls Royce engine that was a vertically opposed 2 stroke, supercharged (mostly for scavaging purposes, although at one stage they did try bolting a turbo to it aswell!) 6 cylinder was the R-R K60 engine, was and is still used in the FV430 rance of armoured vehicles. It's also used as an APU in several other military vehicles. A stonking engine that allows you to adjust compression ratio while the engine is running by varying the phase angle between the two crank shafts so one starts chasing the other, so it is a multifuel engine allowing you to run on both petrol and diesel/AVTUR as and when fuel supplies dictate, although these days it is purely a diesel engine. It's also designed to be a totally gasketless engine.
The block has recently been updated to solve issues with blocks cracking and is now remanufactured by Cosworth under contract to Powerfield Specialist Engines based in Crewe.
Regards
Iain
The block has recently been updated to solve issues with blocks cracking and is now remanufactured by Cosworth under contract to Powerfield Specialist Engines based in Crewe.
Regards
Iain
cooo - haven't seen this thread before. I was working on a "valveless" engine ages ago, sort of got somewhere with it but peetered out when I couldn't get much further with my current tooling. I was only thinking recently once my new workshop is done I'd have to look at it again.
Has anyone here seen the RCV engines used in model aircraft? the valve is the cylinder itself, which rotates around the piston via a gear on the crankshaft, opening the inlet and exhaust "ports" which are just holes in the sidewalls - fantastic little engines and though obviously too limiting for the needs of automotive use still an excellent idea which really does work.
Has anyone here seen the RCV engines used in model aircraft? the valve is the cylinder itself, which rotates around the piston via a gear on the crankshaft, opening the inlet and exhaust "ports" which are just holes in the sidewalls - fantastic little engines and though obviously too limiting for the needs of automotive use still an excellent idea which really does work.
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