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. 

Engine efficiency - Wikipedia

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...

Sun-Planet Gear Systems and Sinusoidal Centripetal Acceleration

This is my invention as well as the physical representation of my theory. My theory is simple and it actually works. I present all of this as open source data, that you are welcome to COPY and USE in anyway!

I am going to derive how energy is calculated mathematically in most force induced systems such as a windmill or hydroelectric turbine in order to show a simplified method for harnessing energy from mechanical vibration.

Typically when we go to generate energy in a force induced system what is required is an outside input force, where: Force = Mass x Acceleration. (Units = Newtons)

Work is then defined as Force x Distance, and the units are in (Newton x Meter = Joule).

All that is required to create energy is Force x Distance.

Power then is measured in Watts = Joules per second. It is the rate at which Energy (Joules) is being created through time (Seconds).

Consumption, or what you pay the utility is measured in kiloWatt-Hours. If you notice the units are the same as Joules, just on a different time scale. If you take Power and multiply it by hours, you get kiloWatt hours, that is to say 1 kiloJoule x 3600 = 1 kiloWatt-Hour, because there are 3600 seconds in an hour.

So in my version I did something slightly different. In the first formula F=MA, I added a sinusoidal component. Planet gear systems will create a sinusoidally oscillating centripetal acceleration on whatever is placed in the planet gear so long as it isn't place at the center of the planet gear.

Gravity and centripetal acceleration have the same units, namely Meters per Second Squared, (m/s^2).

So instead of having a steady push force on a mass across a distance, which would give you Work in Joules, I have decided to take a different approach.

The centripetal acceleration at the edge of a spinning disk is defined as A=V^2/R, where V = the instantaneous velocity of a point on the edge of a disk and R = the radius of the disk.

If A=V^2/R and for disk 2 it is A2=V2^2/R2, then the net acceleration is the sum except that to add them you need to know the angle, because you are adding two vectors.

Without going into it too deeply, you can conclude that at some point a tooth from the planet gear will face the sun gear and at another point in time it will be 180 degrees opposed to the sun gear, call this angle x. Therefore the sinusoidal acceleration would look something like this A(t) = A1 + A2 sin(x). Where t is time, and A1 and A2 are the magnitude of the acceleration force for each gear at that RPM.

So in summary, we can conclude that in a typical system:

F = MA
W = FD, or MAD
P = W/S or MAD/S

We can also conclude that in our system:

F = M(A1 + A2 sin(x))
W= M(A1 + A2 sin(x))D
P = M(A1 + A2 sin(x))D/s

F=Force, M=Mass, A=Acceleration

W=Work, F=Force, D= Distance

P=Power, S=Seconds, for D and W it is the same as above

In short what all of this means is that the power input to the system for very small systems would be much more than the power output, because induction is proportional to the size of the magnet being used, but for larger systems where the volume of the magnet has increased to a significant size, the output energy should be significantly impressive, it is much much more than the power input.

The input motor torque is opposed by three forces: air resistance, gear tooth friction and bearing resistance, it doesn't actually have a mechanical load attached to it and the inertia doesn't change after the gears have accelerated to their full RPM.

The output energy on the other hand is proportional to Mass x Acceleration x Distance which is equal to Work.

Final notes:
1) You can add mass to a magnet by encasing it in steel. 
2) Theoretically if the RPM of a system could achieve extremely high speeds then the power output could also be extremely high, as acceleration is proportional to the velocity squared. So as the RPM climbs the power output which is proportional to velocity squared would as climb as the square of the velocity.
3) As RPM goes up, Power density (kW/m^3) increases, but material strength must also increase in order to prevent structural failure. So as we engineer motors with very high RPMs we will witness very high power densities but the bottle neck on power density will be decided by the strength of the material.

4) Magnets that are a minimum of 1 inch cubed or greater are a good starting point for your research, if you make the magnets too small your output amperage will be hard to measure as it is miniscule. 

5) You can get the electricity out of your system by using conductive gears. You'll need 2 conductive plates for every magnet pair. 

Here is a link to high speed motors: http://www.celeroton.com/en/products/motors.html
Some of the motors can achieve speeds of 1 million RPM.