Control emissions at the cylinder level, with Zero CO, Zero HC and near zero NO
Control emissions at the cylinder level, with Zero CO, Zero HC and near zero NO
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filler@godaddy.com
Pending New disclosures.
When the occupying structure is mechanically connected to a crankshaft, the overall engine design will be similar in its industrial feasibility and parts requirements to opposed piston arrangements, however, the physics principles involved are completely different.
An opposed-piston engine physically represents motion as a function of position.
Relative Motion cylinder, having two pistons fired at the same direction, represents in physical terms, motion as a function of time, where the second piston creates a field of pressure that changes how the power output is calculated.
By using a skirt from the past century practice, we tried to solve the combustion and ports seeling challanges.
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Good results were accomplished by this design
superior sound and vibration insulation, known of using sleeves.
Failures Realized
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Inferior friction losses
Inferior air flow management
inferior lubrication results
Spring-support model
The idea of this assembly was to replace tradetional turbo & Super charge methods, by a control cylinder dedicated only for suction and compression to lower the cooling needs.
Failures Realized
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inferior in friction losses
inferior oil management
inferior air management
limited to a fixed speed applications like a generator
The figure is from a mesh designed using Converge
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When we hired a third party using Converge software to perform a comparison test between a conventional and a Relative-Motion cylinder, using similar crank piston size and stroke distance, and comparable fuel and air volumes, we learned that they had to delay their delivery of result, as for the first time in many years of their work, they experienced what they called " Higher trap mass at BDC than that of TDC by 40%, meaning the calculated exhaust mass at BDC was 40% bigger than the starting mass used at TDC of air and fuel.
The lab had to contact the Software vendor for consulting and after few months of verifications, it was decided that the Relative Motion cylinder design is causing such results, which were never seen in a conventional cylinder testing.
Before this communication, the 40% advantage was explained in physics terms as a result of space saving from motion as a function of time, where the occupying structure is competeing for space with the combussion gas, and now we learned that we can use a simpler engineering term, which is a computer reading gain addressed as " a bigger trap mass result in a Relative Motion Cylinder"
The computer reading showed also that the mean effective pressure increased from 90 bars in the conventional cylinder to 180 bars in the Relative-Motion cylinder.
The lab reported a 40% power enhancement based on the trap mass figures reading, and not based on the mean effective pressure.
For us it was not about how much gain they interpreted, but about learning the engineering term of the gain we know we established in physics.
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