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Most people want inlet air to be cool so they can get more into the cylinder, but when you aren't pumping out 6k rpm at 150mph what's the point ?
In order to retain a good not-too-lean mixture at lower, more normal power requirements, preheat the air variably using the exhaust manifold. If you're
just toddling along let it come in hot, if you want faster acceleration, blend in more un-heated ambient air.
wiki
http://en.wikipedia...ki/Heated_air_inlet
wiki [WcW, Aug 29 2009]
wiki
http://en.wikipedia...iki/Carburetor_heat
wiki [WcW, Aug 29 2009]
Regen
http://en.wikipedia...tive_heat_exchanger
[iron_horse, Aug 29 2009]
Uncooled oilless internal combustion engine having uniform gas squeeze film lubrication
http://www.patentst...51/description.html
probably your missed site [rotary, Aug 30 2009]
Boiled Gasoline Engine
Boiled_20Gasoline_20Engine
As mentioned in an annotation [Vernon, Aug 31 2009]
[link]
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[marked-for-deletion] pathetic and completely baked. |
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that's a bit harsh isn't it? It might be pathetic OR completely baked (I'm not an expert in this area), but can't see how it could be both. A bit of explanation might help. |
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You should do a tiny bit of research. Anyone familiar with the carbonated age in automotive history knows that intake air preheating has been tried hundreds of different ways. Furthermore "heat risers" function to do exactly what he describes by substantially heating the mixture at low velocity while leaving it essentially unchanged at high velocity. What (FT) fails to explain is what benefit we are to expect. Hotter intake air does not improve combustion efficiency of modern engine designs. |
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Ah the sound of [WcW] hedging a bet... |
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Barring a turbo/supercharger you're stuck with the same volume of air no matter how much fuel you're mixing it with. |
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By heating the air we reduce the actual amount of air per volume, thus we can retain and manage the fuel:air mixture dynamically. |
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Nothing to do with improving carburetted engine fuel vapourization. |
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(no it's not explained well: it was well past my bedtime when I jotted that down) |
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nonsense. you can manage the mixture by simply adding more or less fuel. |
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//simply adding more or less fuel// and what does that do ? regarding fuel economy I mean. |
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If it's efficiency you're after, the best strategy
would be to heat the fuel, but not necessarily the
air. |
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See the (lengthy) discussion at [Vernon]'s "Boiled
Gasoline" about improving fuel vaporization. |
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Heating the intake air would improve efficiency by
acting as a regenerator.. although the proportion
of heat that could practically be regenerated in
this way would be small. |
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hmm... what I'm after is decreasing the density of the intake air to maintain a desired fuel:air ratio while maintaining compression ratio, because you can't decrease the size of the cylinders and current engines which do manage to decrease the volume of air present in the cylinder at combustion (Atkinson for instance) do so at the cost of increasing pumping losses and mechanical complexity. |
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(Strictly speaking from a pure energy regeneration angle, you'd be adding (T2 - T1) * Airflow amount of energy back into the system, though I'm not sure what the overall accomplishment would be.) |
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can we all recognize that this is widely known to exist yet? |
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[WcW], the MFD is already in place and has not been challenged, so it should remain. The idea will be liable to deletion after 7 days without activity, if a moderator feels it deserves the MFD. |
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Flying Toaster, if you only try to cool the intake air by vacuuming out a gasoline heat exchanger tubes with the resulting gasoline vapor forced into the cylinder ABDC by a vacuum pump driven by turbocharger, then the intake air is tuned to ram supercharging with the additional aid of contraction due to cooling tubes, you might as well can develop an effective two stroke cycle with no loss of gasoline fumes to the exhaust, and effectively reduce the engine size to almost half of the common conventional four-stroke cycle...! |
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thankyou [rotary] that was just as relevant as [WcW]'s anno's. [edit] and just as intelligible as [beanangel]'s. |
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Now, hurry! Look for patent attorney and file the idea and develop it into prototype. When you will be successful, remember me. |
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how's that cam engine of yours going ? |
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Well, I have found a way to keep the center of gravity perfectly centered without a conventional counter-weighting option, thus having too minimal vibration. I have modified the CV Transmission too to occupy the inner rotor for a flushed profile. Yet, I have no funds to make any actual prototype. |
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Btw, I had come up with that previous anno idea when fiddling with conventional engine design, yet I abandoned it after I have found out that diesel rotary engines with dedicated chambers are the best way to pursue. See how RX-8 stuns the racing community. How much more if they're presented an even more effective and efficient, even smaller rotary engine... |
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[rotary] I tripped over a CWless lubeless 3cyl 2-stroke rotary diesel awhile ago and forgot to bookmark it. Toss me a link would you ? |
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Hmmm, I found it. Sounds interesting. I have to read it still. There's the link. |
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if you heat the air before mixing fuel what about the
chance of precombustion messing things up? |
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i think using the heat from the exhaust to power a
refrigeration unit around the air intake manifold
might be more effective to manage
fuel consumption. |
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//precumbustion//
no clue; I could say "Diesel only" but I'd like to sign in on the lighter HC's and alcohols which are more auto-ignition resistant. |
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//refrigeration unit//
Starting from 25C I think it's alot easier to go up to 325C for half the density than it is to go down to -125C for double. (not claiming that I mean to increase the temperature that much, just giving an example) |
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[rotary] not too sure about that "minimal vibration": all those components have circular travel, but not the same circle, so component acceleration changes brought on by the various cycles will still produce an additive vibrational effect. The fact that the entire engine is a huge honkin' flywheel might lower the amplitude of the vibration interms of movement but not in terms of energy. |
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