Dreamer3000′s Weblog

Opposing piston 80% thermally efficient NASA

latest update 21 Feb 2014  i still need to re do this weblog.

A one cylinder engine electrically turbo charged  engine with a displacement of one liter IS producing 900 Horse power, with same amount of fuel used in similar size engine, it is at least three times more efficient, while a normal american engine of 5 liter 8 cylinders produces 350 horse powers.

The true and only 80% thermally efficient engine is the one talked about by Professor Fred Major in a documentary below.

Back ground on Prof. Fred Major.
Professor Fred Major was the CEO of Energy Dynamics Corp.
His background is in aerospace missiles, he started working on that in 1975 developing the Air continental missile called the Atlas missile.
Helped in the Development of the missile technology in the USA .

He talks in this documentary about lots of stuff including his work on the  Dr.Marius Ana Paul engine.

 

Discussion.
As we all know, Scientifically the engine is just a pressure vessel with lots of heat.

The energy in fuel is released through combustion as heat into the working medium-gasses which is basically Air and combustion products .

Heat expands the gases increasing their size creating pressure inside combustion chamber (vessel).

The Gasses DO WORK on the inner surfaces of the combustion chamber, Cylinder lining, HEAD of the engine and Piston crown.

This work of heated gases is what we call Pressure.

Opposite_piston_engine_anim

Animation from Wikipedia, click to go there.

Opposite_piston_engine

click to visit Wikipedia.


Engine parts react to this work of the hot burned gases manifested as pressure in same way, They all get hot, but we use different reactions from them to our benefit .
Head we cool while pistons we dedicate to making torque.

Talking about the regular engine head piston arraignment.
lets call The piston +connecting rod + crank shaft MECHANICAL CONVERSION MECHANISM (P-MCM), P for piston , this P-MCM system has a mathematical equation , The mathematical efficiency result of it is only 25%. you cannot get any more. simple. why is that ?  Long story, but basically you have the equation of the Circle multiplied  by  a  sin of the rotation angle of the crank to create the  reciprocating effect, go here in this  page   you can see why .

This P-MCM enables the piston (FIRST DYNAMIC – MOVING – PRESSURE PORT,) to simply absorb this work pressure of heat in gases, turning the Gases work (Pressure) into stress on the piston crown, that pushes across piston to the connecting rod, to the crank shaft, converting Heat-pressure into torque.

This is how WE as human decide what the piston should do with this heat pressure , is simply MOVES ,

This mechanical movement of the piston our (FIRST DYNAMIC MOVING PRESSURE PORT) , is actually a MECHANICAL stress /pressure / heat reliving method (MECHANISM) , it reliefs pressure/Heat  through increasing the volume holding the hot gases.

WHY is this??

Basic Gas law .
The movements of piston INCREASES THE VOLUME holding the gases, which will decrease pressure, thus heat.
so heat is converted into useful work.

Again fuel burns releasing heat into the air( gases ) trapped inside the combustion chamber which intern expands because of the heat creating pressure, pressure creates stress inside chamber and on piston, piston can move and so it does move , this movement of piston increases internal volume of combustion chamber so also internal area is increased , which drops pressure so heat goes down. Nice idea, yeah?

So we can say that WE or the P-MCM has mechanically absorbed or TURNED some of the heat /pressure combination into work/torque.

Or that we relieved the Stress (Heat /pressure combination ) inside the chamber -on the piston side by allowing the FIRST DYNAMIC MOVING PRESSURE(heat) PORT to move mechanically so the piston movement increased volume , thus mechanically relieving SOME of the pressure / heat and stress and getting SOME work/Torque .

NOW the HEAD of the engine. or the STATIC PRESSURE PORT ,
Remember the work done by the hot gases (Pressure) on the head of the engine the (THE STATIC PRESSURE PORT).

The Heat->Pressure->stress combination isn’t relieved at the head  at all,  in fact the work done by gases (heat- pressure) is totally absorbed differently as thermal power.

Basically the heat/pressure stress combination on the head is ONLY RELIEVED THERMALLY on the head side, no MECHANICAL relief is present , see we have the water coolant taking heat from the head to prevent it from snapping or bending ,etc.

Meaning the heat in the gases is thermally absorbed through the metal of the head into the coolant water, meaning the heat is withdrawn from the gases into head into the environment through the vehicles radiator.

So the mechanical stress is never released on the heads side.

So three ways for heat leave the deep working of the engine

1) Piston mechanical relief ———–> Heat into pressure + stress into torque. Stress mechanical relief.
2) Head thermal relief ———–> heat into pressure + stress , no stress relive but only heat relive going into engine head metal into coolant into radiator into environment
3) Exhaust gases thermal relief —> have lots of heat going through them. it is never relieved or utilized , just through out into atmosphere.

that is how we only get 25% over all thermal efficiency .

 

Now in the opposing piston in one cylinder arraignment.

Since the Area of piston is met by relatively same area on engine head , we can presume that  using the same amount of power (heat) that goes into the piston crank mechanism also goes into head as heat and then wasted.

How to make use of that wasted heat into head? make it do work ?

The solution is presented in the page “80% thermally efficient “

The answer is simple

Put another piston opposing the FIRST MOVING PRESSURE PORT.
remove the head .

So now we have a SECOND DYNAMIC (MOVING) PRESSURE(heat) PORT. pushing against the first

So by replacing the STATIC PRESSURE PORT (the head) with a SECOND DYNAMIC (MOVING) PRESSURE PORT (opposing piston)

We now have TWO DYNAMIC MECHANICALLY MOVING PRESSURE PORTS.

What does that mean???
It means
1- We have doubled the working area of the mechanical conversion mechanism , i.e the AREA of pistons absorbing the pressure to do work.
2- We have doubled the length of the power stork.
3- We have doubled final volume of cylinder chamber when in BDC thus….
4- The minimum exhaust temperature is twice as low as before ,that means thermal efficiency has been increased by 50% please read gas laws and thermal efficiency equations. will past link later.

Last but not least which is most important

5- WE CAN PRESSURIZE THE AIR INSIDE THIS VERY DYNAMIC COMBUSTION CHAMBER AS HIGH AS WE WANT , REACHING COMPRESSION RATIOS OF 30 TO 1.

So now we can make 50% more power from pistons. Of what ever engine capacity you have.

Why can a piston take compression ratios of up to 30:1 while engine head only can take up to 15:1 unless it is Diesel.
Simple thermal Fatigue.

back to the P-MCM
what i said a few lines before is not totally true .
since the PCRM is not truly 25% efficient. It is less than that.

The Centrifugal forces on connecting rod and the reaction of piston as it goes up and down rubbing viciously against cylinder walls creating friction and heat drops the mechanical efficiency of P-MCM. What to do??

We have to eliminate the wast of the crank connecting rod . what to do ?

by putting two connecting rods and two crank shafts(counter rotating) for each piston.

the stress on a piston weather going up or down is totally and equally distributed .

So we don’t have piston side friction , the piston doesn’t swing inside the cylinder.

So now we have two connecting rods and 2 crank shafts for each piston.

Eliminating piston side friction to an absolute minimum.
and counter balancing each other .

Now we have an auto balanced 50% thermally efficient opposing piston engine.

When supercharged it gave 900 horse power .

There are SIMILAR engines like this one this one BUT they are not the same for example the Deltic , the pattkon , the Morton.

but this is the best of the best.

Here is a time track verses subject matter Dr Fred Major address so you can jump to the juice parts.

The Dr. Paul Internal Combustion Engine – 80% Efficient!!!.mp4
___________________________________________________________________________
Timing
2:35 I want to talk about engines
2:43 in 1988 we won a contract from us Government DARPA agency
2:51-3:00 the challenge was to see if we can build and engine the is 50% efficient
3:00 the most efficient engine built is 30%.
7:40 the engine is a pressure vessel, poor pressure vessel.
9:20 End plate 39 engine head, 46 tear the bolts. Blew the engine stress
10:38 the problem is the way engine itself is built.
15:27 the problem is this head, very heavy especially on diesel, 20:1 pressure ratio 294 PSI. will break the engine.
17:00 head problem flat surface
17:30 all we did is solve the problem.
17:36 -18:00 we cut the head off , two pistons are opposed to each other .each piston acting as the compression port for the other, since the piston isn’t attached to the side walls you eliminated all of those stresses. You can pressurize it all what you want to pressurize it.
18:02 compression ratios (10:1 is actually 147 PSI ) while ( CR 30:1 is 4410 PSI ) , doesn’t fall apart since all pressure is on moving pistons.
19:28 eliminate the head
19:32 another problem connecting rods piston side friction
19:58 piston side friction pushes on side walls of the cylinder
20:10 elliptical cylinders
20:24 what we did two connecting rod to one piston, no pressure on cylinder.
21:08 to 21:25 single cylinder one liter 900 horse power
21:30 Normal engine 5 liter engine 300 horse power.
24:25 normal engine tank engine is about 11% Efficiency.
24:34 designed an engine uses all of the fuel ,
25:46 maximum horse powers not just 50% we got 80%
25:50 maximum thermo dynamics
26:25 the muscle car of the 70 where more Efficient than the engine of today
26:43 today’s engine is less Efficient
26:45 the car has become more efficient
27:20 car is more efficient but engine is less efficient
27:28 companies lies
27:41 catch 21 about engines they can’t get more out of it
29:35 trying to promote lets redesign the engine.
31:00 no pollution
32:07 Promoting cold exhaust so no infra red detection missile can target track it , too cooled.
__________________________________________________________________________

Now that is a nice documentary .

Now if you have one liter giving 900 how about 2 liter ?
how about 2 liter you average car is 2 liter displacement engine .it comes to a total of 1800 HP can you imagine that ?
how about america size engine 5 liter engine 4500 HP ! WOW.

This engine is similar to the deltic but even more powerful then the deltic here is a caught from Wikipedia, about the Deltic I past the text referencing Wikipedia,

Development began in 1947 and the first Deltic unit was produced in 1950. By January 1952 six engines were available, enough for full development and endurance trials. An ex-German E-Boat, powered by three Mercedes-Benz diesel engines, was selected for these trials, since its power units were of approximately equal power to the new 18 cylinder Deltic engines. Two of the three Mercedes-Benz engines were replaced with Napier Deltics, the compactness of the Deltic being graphically illustrated: they were half the size of the original engines. The Deltic weighed one fifth of its contemporaries of equivalent power[1].

this is another opposing piston engine

In a regular Piston+ head engine, the head of the engine a STATIC pressure port or (heat port) , the gases heat the head, and the head heats the cooling water, that takes the heat to the radiator where it is disposed of into ambient air, in other words  it ports out heat in its native form  without doing and  useful  work.

The engine head also is  the reference for the gasses to act on or against in order to be able to push the piston crown .
At the same time  the piston a DYNAMIC PRESSURE PORT   or  dynamic heat port,  where the piston works on relieving  the pressure/heat  of the gases by moving down the cylinder, increasing internal size or capacity that is holding the hot  gases, thus turning heat-pressure into useful work. in other words it port the heat into work .
While in  the arraignment of two opposing pistons facing each other in one cylinder,  there are fundamental differences and advantages,
1- Each piston is the reference or the head for the other piston, i.e. Piston A is the head for Piston B, while Piston B is the head for Piston A.
2-The two pistons act and work on porting the heat into work, so basically we get DOUBLE the working  area, thus double the extraction rate of work from the same engine volume.
3-Since both pistons are traveling away from each other,  we got half the travel distance for each piston to achieve  the same amount of expansion for an engine of the same size of classical head+piston arraignment. not to forget less friction. less stress on parts so lighter parts.
4- Since each piston travels less distance, that means it has less momentum, which means more RPM, which means more  horse power, which means more efficient.(look at the the horse power equation, the relation of RPM to that, which is directly dependent on RPM.
5- Its much easier to achieve large expansion ratios.
6-Larger Expansion ration than compression ratio.
7-Variable compression ratios.
8- Since there is no head, camp shaft, Power to wight ratio is much higher in a direct relation, if you add to that the smaller parts of the pistons……

9- Since both pistons are moving, this allows them to handle much higher compression ratios. thus increasing over all thermal efficiency

3 Comments

  1. You are assuming that transfer of heat (energy) is equal to surface area. That is not true, it totally depends on the material(s) used how much energy is transferred. Take a good guess why wearing a jacket over your clothing makes your body lose less heat in the winter, even tho your skin surface area is still the same. Right, because there is more insulation.

    If you were to measure energy loss due to tilting of pistons (what you call side friction), you would know that this is trivial compared to the energy lost by the piston rings or by the (extra) bearings in the conrod and crankshaft. You are putting more conrods and crankshafts in an engine, generating more friction loss.

    If you want to measure energy, you shouldn’t talk about force. Force, in this case, torque, is not transferring energy unless there is a way to do so. It can be done by motion, by heat transfer or by heat radiation, for instance. Comparing the heat transfer on a certain surface area to the mechanical transfer of energy on a similar surface of a piston crown is not possible, because these are 2 totally different forms of energy transfer that use totally different formulae to calculate the transfer. If the two would be the same, that would be purely coincidental and in fact, you’d need a killer cooling system that would most likely crack your cylinder head due to the extreme heat differences to achieve that.

    You are incorrectly assuming that doubling the amount of pistons will double the amount of thermal efficiency, because you double the surface area. Thermal energy efficiency is measured in how much of the thermal energy is transferred into motion. If you double the piston area, you are doubling the loss of pressure during the power stroke, because you are working with 3 dimensions. Because the pressure drop is doubled, only half as much energy is transferred to each piston, resulting in the exact same amount of energy transferred to the piston crowns of your miracle engine. This is energy to the piston crowns, not to the drive shaft of whatever you are powering with it. Because you have extra piston rings, crank shafts, conrods and whatnot, you are in fact losing more energy in friction than you would be in a single piston engine. The end result is a loss in thermal efficiency, compared to a traditional engine.

    Comment by WhizzMan — October 4, 2010 @ 10:31 pm

  2. [...] The engine you see running in the vid is about the size of a large briefcase….making 900HP. https://dreamer3000.wordpress.com/80-…istons-engine/ There is a prototype engine running at San Diego land fill that has three cylinders making 2800HP. [...]

    Pingback by Writting an Essay. - F150online Forums — March 27, 2011 @ 6:51 pm

    • Dear sir
      Can you please give me more info ?
      hope to hear from you soon.

      Comment by dreamer3000 — March 29, 2011 @ 4:09 pm


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