Hi everyone,

In an effort to bring PCT technology to those not schooled in its operating principles I pursued the Symmetrical design I have provided details of. I did this to reduce the knowledge of rotor balancing required for SAFE operation of the system.

However, one thing has always bothered me about this design...

Remember previously when I have talked about the differences between Spark Plugs and Glow Plugs, well that is what was bothering me...

A Glow Plug combusts by heating the combustion chamber to a temperature above that required for ignition of the fuel, once operating temperature has been reached the engine continues to run with automatic timing with combustion occurring on each fresh injection of fuel.

Now, the LFV is not designed to run on automatic timing, it is designed to be fired at a precise phase angle of the PCT output shaft using a Spark.

The problem is that Hydrogen burns VERY HOT and you would experience misfires from the valve chamber heating to a point above that required for ignition, acting as automatic timing. This does not create a problem with the "injection of hot gas" into the Rotor as the PCT is a Rotary Engine and will accept energy input at any point in its phase rotation.

The problem comes with getting a "full charge" of HHO into the LFV before the heat ignites it. The NRV would effectively close almost immediately it was opened, giving you only a very small "Pulse".

Following on from what I posted last night I have slept on it and now fully developed my idea for the Heat Exchanger...

Looking at the diagram we can see that I have completely enclosed the LFV, PMA, Hot Rotor and Hot Gas Collection Chamber inside a Tank of Water. This serves TWO purposes.

The first purpose is to "Reclaim" the waste energy exhausted from the Hot Rotor in the form of heat.

The second purpose is the "act of reclaiming the heat" takes it away from the Rotor housing (improving efficiency of heat exchange through increased surface area) and more importantly conducts the heat away from the LFV.

It remains to be seen if this is sufficient to bring the LFV assembly operating temperature down BELOW that which is required for automatic ignition of Hydrogen.

To facilitate this new concept I have returned to the traditional design of a Hot Rotor with a single exhaust. I have put up a picture from PNG to illustrate one of Ken's designs with an enclosed PMA and Hot Rotor in one assembly. (Note the dual pulley on the PMA output shaft exterior to the casing).

To integrate this design of turbine into my Heat Exchanger design it would simply need a Hot Gas Collection Box adding on to the exhaust side of the Rotor housing. The Heat Exchange piping must also have more than one output from the collection box to avoid a dangerous over pressure situation arising from a blockage and also to prevent restriction of the exhaust impairing efficiency of the Rotor. (Unless you want to control the Rotor Back Pressure in this way )

Because it will be submerged in a tank of pure water Stainless Steel Hydraulic Fittings are essential to avoid corrosion. This is what I am talking about:

http://buyfittingsonline.gb3.com/Fittings/cat417_1.htm

So in summary by opting for a non-symmetrical design we can enclose all the separate assemblies into one housing that will act as the Heat Exchanger and also "may" solve the potential problem of automatic ignition. The Energy Conversion of Heat into Steam Pressure can also then be used in a number of different ways.

RM:)

Hi everyone,

I am updating the LFV sectional view with a new improved version. I was not happy with the original, it conveyed the basic concept but had some unacceptable engineering flaws. I have corrected these in the image posted below.

I consider this to be the final iteration of the highest efficiency LFV. I have designed it so that it only has one moving part and one spring. I have isolated the spring from the HHO inlet and from the combustion process.

The entire valve is assembled by sliding the ECV into place, inserting the custom poppet piston, sliding the NRV housing into place, inserting the spring, screwing in the spring retaining plug and finally screwing on the quick release inlet fitting that locks everything into place (Final operation of quick release attachment not shown).

The LFV Final Version can be built entirely with the following skill sets:

Turning
Drilling
Reaming
Tapping
Threading
Attention to Detail
Tolerance 10 Microns or less

The Custom NRV Poppet is highly important:

It allows free flow of HHO injection under pressure during the priming cycle, it also should act as an expansion pressure / flame speed differentiator. What I mean by this is that the "snake" forces the flame to take the longest linear path, while the pressure of expanding hot gas should close the valve before the flame speed can get through the cone seat.

I have reconsidered my position on off the shelf hydraulic NRV's as long as the following caveats are met:

1) Metal to Metal Cone Seat ONLY
2) Stainless Steel 316 Minimum Specification
3) Taper Male to Taper Female ONLY
4) Parallel Thread with Ceramic Seal ONLY
5) NO PLASTIC SEALING EVER

However, a custom piston must be made to follow the schematic.

RM

Ok...

Some more pieces of the jigsaw are about to fall into place...

You are all probably bored tinkering about with one valve so lets give the system 48 and gain some potential in the process

Here are the Phase Angle Locations of a 48 LFV PCT:

Disc Gap 1 has an LFV every 30 Degrees from Top Dead Centre (TDC).

Disc Gap 2 has an LFV every 30 Degrees from TDC with a 15 degree phase angle offset from Disc Gap 1.

Disc Gap 3 has an LFV every 30 Degrees from TDC.

Disc Gap 4 has an LFV every 30 Degrees from TDC with a 15 Degree phase angle offset from Disc Gap 3.

The reason for the phase angle offset is to accommodate the physical diameter of the valve casing. It does not affect in any way the valves performance it is purely a spacial consideration to fit as many valves in workable positions as possible.

Each individual valve must still be positioned so as to inject fluid at a perfect 90 Degree angle to the disc stack. Do not compromise on this parameter, it is critical, reduce the number of valves if you must.

Now, The beauty of a 48 LFV 4 Disc Gap System is in Timing...

When 1 valve is Firing, 11 are Priming. This increases Potential Energy via fuel compression. It also reduces heating of the valve chamber by allowing a large gap between firing pulses, where cooling can occur.

Each individual valve of 12 will fire once per 12 revolutions of the disc stack. 1/12 : Firing/Priming Ratio. If you want a valve to fire every 2 full rotations, or 3 full rotations, or 4 full rotations etc. adjust the reduction pulley ratio accordingly. It is a very flexible timing system.

This is to our advantage, the longer the time between firing, the more cooling can occur and the larger the "charge" that can be potentially stored for detonation.

With each valve being 1/12 the size of a single valve of the same energy potential less heating will occur reducing the possibility of automatic ignition that we all know is bad for a PCT.

One other thing we should talk about is the function of the LFV itself:

An internal combustion engine functions by restricting the expansion pressure of the exploding gases, this converts the pressure into a linear force, and produces a lot of heat in the process.

The LFV converts static pressure to kinetic flow, reducing heat and increasing velocity.

This velocity is utilised by the boundary layer turbine without any compression forces and therefore reduces heat while maximising and utilising energy conversion of the expansion process.

RM

I have amended the original System Architecture to show the Timing System:

If you use a pulley reduction of 1:12 then the driver pulley will rotate 360 degrees in phase with the PCT output shaft. The driven pulley will rotate 1/12 of 360 degrees in this time or 30 degrees.

Pulley reduction ratio driver to driven would be 1:12 for a 12off LFV / Gap System.

A timing magnet at a different radius every 30 Degrees on the Timing Wheel will fire the Buzz Coil for each individual LFV.

Each Disc Gap will have its own Timing Wheel.

1 LFV will fire for each Disc Gap / 360 Degree rotation of the PCT output shaft.

Each LFV / Disc Gap will fire once per 12 complete rotations of the PCT output shaft.

Firing / Priming Ratio 1:12

If you get clever with the wiring you will only need 1off Buzz Coil / Disc Gap and not 1off / LFV.

RM

This is a compromise for the ECV insert for people that do not have the capability of machining one to the proper specification as already documented. This will not perform as well as the one above but will perform.

% efficiency reduction ratio unknown but it will still work!

http://www.drill-service.co.uk/Product.asp?Parent=080520000000&Tool=197

This is the 10 degree taper included angle reamer you need for the expansion phase.

Countersink anything you want they are easy to get in a few different angles for the compression phase.

Have fun

RM