Advanced 12" powerstroke gasoline engine.

[TommeyReed]

Hello all,

I'm hoping in a few weeks I will be back home working on these new engine designs.

This is a special design engine that has a 6" crankshaft with a 12" powerstroke.

What make this design so efficient is a 6" compression stroke and a 12" powerstroke output. This will allow total expansion of heat before the exhaust valve opens.

This also has a overhead cam(not shown) that controls intake while piston is moving upward before compression starts at 90deg.

As we all know, exhaust of any engine open up and waste energy with a load bang, this exhaust gas is wasted and can be used for more mechanical work. 

This size of a engine would not matter. It's the compression stroke and combustion chamber that will make up the output of any engine.

This design allow higher efficiency with a longer expansion of expanding heat to do more work.

Tom

[citfta]

Hi Tom,


Ever since I got your message I have been trying to remember the name of this engine that might give you some ideas for your new engine design.  I finally remembered that it is the Bourke engine.  It is unique because it doesn't use a conventional crank and connecting rod.  It uses a scotch yoke connection to move the pistons.  It simplifies the design and supposedly runs much smoother than a regular engine.  If I recall correctly it also allows you to build much higher compression because the connecting rods only move forward and backward.  Here is a link:


https://en.wikipedia.org/wiki/Bourke_engine


Take care,
Carroll

[Thaelin]

    Last time I was at the ESTC in Hayden Id., there was a display of the Bourke 2cyl opposed engine. They are working to bring it to the market for small uses as in pumps and such. Very clean running and balanced due to the opposition. I had the blueprints for the 4cyl 450+ CI engine years ago. The only down side I see to the yoke is the bearings in it will have to survive the blunt of the push.
   In the article it stated they guy took a car with one in it to the DEQ for testing and it was rejected as having a leak in the exhaust somewhere as the readings were near zero. It also has a high compression ratio and burns fuel more efficiently.
   With the onset of the "Electric only Cars" dribble, they will most likely kill the use of it anyhow. Couldn't have a car that ran clean and got 150mpg now could we. Tommy, knock em out. There is hope with this design.
thay

[picowatt]

Atkinson Cycle engine..

https://en.wikipedia.org/wiki/Atkinson_cycle

PW

[onepower]

Tommy

The intake versus power stroke is not the real problem.

Most people add way to much fuel to an engine in order to generate more power which increases the Exhaust Gas Temperature and waste heat. This is the power versus displacement ratio.

For example, I once tested a 3hp lawn mower engine running on 1/10th the fuel in a super lean burn condition. It used 1/10th the fuel and only generated 1/10th the power however the EGT was 95% lower. In effect I ran the gas engine like a diesel with 100% intake air and 10% fuel. This will cause pre-detonation or ping which can be managed with water mist injection. In fact, a water injected lean burn engine can have an EGT down to 100 degrees C and doesn't even need a cooling system.

In all these heat engine cycles the efficiency is dictated by the intake versus exhaust temperature. Lowering the EGT lowers the Delta T thus increases the efficiency, it's that simple.

Another option is CHP(combined heat and power). Use the waste heat to heat domestic water or our house when it's cold. The waste heat can also be used in an absorption type refrigeration system to cool our house. We could literally heat/cool our house and charge an EV with a lean burn ICE CHP system running near 90% efficiency. Lot's of options...

Regards
AC