Introduction
Started by Gary Hammond · · 32 posts · last reply 4 November 2013
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#26 ·
deiselGary Hammond wrote:
Hi Ken,
Yes, it made about 2 or 3 psi boost in the manifold. But it would only run a few minutes untill all the oil was in the separator instead of the oil sump! NOT GOOD!
As a result, I was never able to drive it that way. 
Theoretically, this idea would produce 14.7 psi boost if it had an infinite compression ratio in the crankcase and there were no pumping losses. Mayby a little more due to the heat of compression. Of course in the real world a well designed, from the ground up, engine would probably only attain a 5 or 6 psi boost which would still give a good power increase. And a proper redesign of the lube system and oil separator would solve the oil entrainment problem. As would never allowing the oil to mix with the air in the first place by using a sealed lubrication system.
Another neat little trick would be to install automatic intake valves in the piston top with only cam operated exhaust valves in the head. This would be a uniflow design with high breathing capacity, internal cooling, and better heat managment in the engine.
Tom C -
#27 ·
Hi Tom.
Yes, it can be used with diesel, LP, gasoline, or whatever! It can be direct injection, indirect injection, or carburetion!Tom C wrote:
deisel
Tom C
The problem is separating the lube oil from the induction air. There are several ways to do this, but I ran out of resources (aka time & money) to actually make an engine with an effective separator. I still think the best way is to use a sealed lubrication system and eliminate the oil entrainment and the need for a separator. -
#28 ·
Has anyone tried the Singh Somender grooves in the cylinder heads?
I made a crude mod to my heads on my Ford Explorer v-6 when replacing head gaskets. I also did the Gadgetman groove in my TB. Both made significant improvements to the performance and economy of my truck, despite winter arriving here in Alaska and tired high mileage engine.
I have played with HHO as well. Had some success, 25% increase in economy, but had lots of drivability issues, along with overheating of the cell and brown sludge build-up as well. I got rid of the overheating by going to, what amounts to 4 generation leap in design. The sludge buildup was in part not using distilled water, not conditioning the plates and using poor grade of SS. Have not cured the drivability issues as my truck seems to be really sensitive to sensor tweaks and being a 1st generation fuel injection system, I have OBD 1 which make tuning and tweaking more challenging. Working on the PVC mod now.
Anyways, great to see some activities from experienced mechanics. So many folks are to afraid to share their ideas and inventions with others.
I love the idea of internal supercharger. That is a huge way to increase efficiency and power to a very inefficient ICE. -
#29 ·
ref Gary Hammond quote "Other benefits include the capture and reuse of piston blowby, and preheating of the intake charge for better fuel vaporization"
great idea for sure and should be revisited.
what temperatures did you see in the charged air from your design.
I can see how it worked on a flat 4 .
However I can see a number of problems that would need to be addressed to achieve any reasonable service life from the engine.
On a factory designed inline 4,5,6 cylinder, v8 ,v10 , v12 etc engine you would need some major redesign work due to the negative effect of apposing piston stroke on a open block design which would cancel out the positive pressure cycle,the need to chamber each individual cylinder into compartments throughout would be required.
Issues with increase back pressure would force atmosphere into oil system via all open internal oil journals and thus reduce oil flow due to pressure difference, probably best to require supply and return oil ways with seals.
problems with piston ring oiling / sealing due to crank side pressure , probably different tolerances required and sealing redesign for correction.
Any major boost increase would require either doweled / pegged oil seals or retaining plates to stop outer oil seals being forced out .
The oil starvation issues can be partly over come with a proper dry sump setup , remote oil reservoir, multi stage oil pump and collection system.
Piston to cylinder wall lubrication would need some fancy work.
Gudgeon pin lubrication would need separate supply and return oil ways & oil seals to reduce oil vapor and positive pressure reversal causing reduced lubrication.
The concept is totally possible as you have proved but without complete block , crankshafts, conrods etc being redesign to deal with much of above , and as you stated you found the engine very close to failure due to oil lubrication problems, ouch.
have you gone any further with the design since. -
#30 ·
Hi Jonnychooch,
Thanks for you interest!
I never was able to keep it running long enough to measure it. Theoretically it will pick up internal heat from the hot engine parts as well as heat from being compressed.what temperatures did you see in the charged air from your design.
Correct. No open block design for this to work. In line engines would require main bearings and their supporting web between each adjacent cylinder. This is desirable anyway for a high performance engine. Opposed engines would require a main bearing and web between adjacent opposed pairs. And v type engines could use a different crankshaft with overlaping rod journals, so that both pistons (across from each other) traveled up and down at the same time. This is already done in 90deg v6 engines.On a factory designed inline 4,5,6 cylinder, v8 ,v10 , v12 etc engine you would need some major redesign work due to the negative effect of apposing piston stroke on a open block design which would cancel out the positive pressure cycle,the need to chamber each individual cylinder into compartments throughout would be required.
None of this would be difficult to do in an engine designed from the ground up. However, modifying most existing engines would be more problematic.
The problem isn't oil pressure and oil flow to the bearings. That can be increased a small amount to compensate for the slight pressure (2 psi to max 15 psi) in the crankcase. The problem is all the oil that escapes into the airstream and has to later be separated from the induction air! A sealed lubrication system could be used to totally eliminate oil entering the air stream along the lines you sugested.Issues with increase back pressure would force atmosphere into oil system via all open internal oil journals and thus reduce oil flow due to pressure difference, probably best to require supply and return oil ways with seals.
I have several ideas for solving these issues with a sealed lube system. And these issues are not a problem with a conventional lube system that requires air/oil separation.problems with piston ring oiling / sealing due to crank side pressure , probably different tolerances required and sealing redesign for correction.
This is what I started to do when I tore down the engine and found bearing damage. I was only able to run the engine for a few minutes before all the oil would get trapped in the separator and I would have to shut it down. Was never able to drive it this way, so I blocked off the intake reeds and unhooked the boost plumbing from the carb and drove the car that way for a couple of years or so. Because the oil sump I made was not properly baffled, it would starve the engine for oil during hard cornering. And some of the epoxy I used to "stuff" the crankcase and seal the intake reed valves came loose and wound up in the oil supply! Not good! This is what caused the bearing damage, along with high oil temps caused by elimination of the factory oil cooler. .......IF induction air had been flowing through the crankcase all the time, it would have cooled the oil and heated the air as per my design.The oil starvation issues can be partly over come with a proper dry sump setup , remote oil reservoir, multi stage oil pump and collection system.
Only with a sealed lube system. Not a problem with the conventional lube system and air/oil separation.Piston to cylinder wall lubrication would need some fancy work.
Again, not a problem except with the completely sealed lube system. I have incorporated all the required lube points in a totally sealed system idea I have. Never built it!Gudgeon pin lubrication would need separate supply and return oil ways & oil seals to reduce oil vapor and positive pressure reversal causing reduced lubrication.
The main failure was the inability to separate out the oil, and then running it in normally aspirated mode for two years while the epoxy was letting loose inside the engine! And yes, I have contemplated building a complete engine from the ground up. Decided the cost and time required are beyond my present means.The concept is totally possible as you have proved but without complete block , crankshafts, conrods etc being redesign to deal with much of above , and as you stated you found the engine very close to failure due to oil lubrication problems, ouch.
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#31 ·
Gary:
Reading about your internal supercharger reminded me of an animated gif I saved one time as I have an interest in double acting cylinders. Can't remember now what the article, which I didn't save, was about, but on looking the gif over it seems to be more of a positive fuel inlet delivery system for a two stroke engine than a supercharger. However, it does use the concept of a double acting piston with an enclosed bottom cylinder end, as you were mentioning; which seems to demonstrate a case of great minds thinking alike... Here's a link: http://i41.tinypic.com/2z8yutu.jpg (fyi: Opera will download and open just the image using this link, while Firefox will resolve it into http://tinypic.com/view.php?pic=2z8yutu&s=5 which displays a tinypics webpage with the image - I like Opera's style better...)
I really admire people with machinists skills, as while at one time long ago I was able to put a suture or two into those who couldn't object much, with machinery I've only ever rated as a poor backyard mechanic. I think the last engines I ever worked on were some late 60's MoPars. Although my favorite personal auto was a '55 Studey President, with deep dish reversed chromies, which sat about six inches off the ground, and a four on the floor with that electric over-drive, it was a cornering devil - until I put it in a ditch..
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#32 ·
Hi ckurtz,
The animated gif you posted shows a normal third port induction two-stroke engine cylinder, as used in many two-stroke engines, but with a closed bottom end and linear reciprocating connecting rod rather than the usual crankshaft and nonlinear oscillating connecting rod. This type of connecting rod results in simple harmonic motion, which has several advantages in some applications. It is used in many very large engines and also in free piston designs which drive hydraulic pumps or those engines that only drive a turbine from the exhaust. (And of course this rod design is also used in double acting steam engines.)
Thanks for your encouragement! And I must confess that one of my all time favorite vehicles was the '55 Studebaker President Speedster. Awesome machine and precursor to the supercharged Golden Hawk ............another one of my favorites.
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