Methodology for Improving Combustion Engines, Compressors and Generators.
In today's world we burn fuel in order to push a piston through a cylindrical and this process then creates CO2 gas which raises the average temperature of the earth. Then in order to reduce the CO2 in the environment we depend on something known as a tree. We also depend on the ocean which absorbs about half of the CO2 we produce. It would be smart to figure out a way to reduce global CO2 production to about 50% of what it is now so that the ocean could absorb most of it and our environment would not be affected.
In the meantime, it is obvious that learning how to make combustion more efficient is a wise choice.
Most engines on the road according to the above link operate between 20 and 40 percent efficiency but they could be much higher. There are two methods for increasing engine efficiency that I will talk about as we proceed: conservation of inertia via springs, in particular the cylinder heads; and weight reduction of the engine's moving parts via high strength to weight ratio materials. Titanium is a promising material.
In a four-stroke engine each cylinder head is at a 1/4 spacing from the other cylinder heads in the full cycle. This has benefits associated with canceling out vibrations and allows the designer of the engine to design at higher rotations per minute. When one cylinder is going down at full speed another is going up at the same velocity. This is why 4-stroke motorcycle engines are nicknamed screamers, because they run at a higher RPM and the pitch is higher, according to this video:
The Pros and Cons of Every Motorcycle Engine Type (youtube.com)
If the cylinder head is printed and then machined out of titanium using a process known as select laser sintering, the titanium powder can be set in place via a LASER such that very little machining is required. The outside diameter can be inserted in a lathe and machined while cavity spaces are applied within the cylinder. This will reduce the overall weight.
In a typical combustion process within a car engine we burn fuel exploding it in the chamber to accelerate the cylinder in the down direction, but because the camshaft and the linkages to the engine are all connected, we burn more fuel to slow it down (mechanically via the other linkages) and then reverse its direction to get it back to the starting position and then cycle starts all over again, with each cylinder 90 apart in the total cycle.
If the weight is reduced by developing cavities withing the cylinder without compromising the structure, we can limit the total weight of the previously solid cylinder. If we add springs at the top and bottom of the piston, the total amount of energy to return the piston back to its starting position is reduced. It is as if we get a discount because the spring absorbs energy and returns it to the system.
Basically, any part that moves back and forth including linkages to the camshaft, if braced by two springs can contribute to the reduction of total fuel consumed for the exact same output.
The last ideas that I want to mention are:
1) It would make sense to sinter the springs and the cylinder together enabling the production of only one part.
2) The engine block should be made of the same powder from the same supplier of the same material, in this case titanium, so as to not risk unequal expansion of the parts.
3) It helps to replace existing chassis in the vehicles we manufacture with titanium ones to reduce overall weight. It also helps to make vehicles compact for the same reason.
4) In areas where the weather is warm, vehicle manufactures may consider two lines for each model of vehicle produced, one is the typical steel and plastic body where the weather is cold and the other is a fabric enclosure where enclosure isn't really necessary all the way but is there to block the wind and for privacy.
4) High temperature titanium alloys (if required) may include the addition of vanadium.
5) Reverse braking is easily possible in large vehicles (trucks, pickups and vans) as retrofits to the central axle. It also helps to add a capacitor bank to make the reverse breaking process more efficient, as an intermediary between the reverse braking generator and the battery bank. The vehicles are far enough off the ground that there is space for a retrofit and the generator should simply be a long cylinder that is retrofitted to the axle and assembles along the axle so as to not require any dismantling of the drive train.
I may patent some of the information above, but I wanted people to think about these ideas anyways.
Thank you for reading, until next time...
