New engine

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Feliks
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Re: New engine

Postby Feliks » Wed Mar 04, 2015 4:49 pm

Now why I summoned Riccardo..Ricardo developed fairly firebox V-Comet .. Especially in diesel played a significant role - helped make a high speed diesel engine .In my also applied the swirl chamber, knowing about its merits. The eyebrow appearances, this is what you see on the animation, this is not the combustion chamber. It is only the cross section through the center of the engine combustion . At the rear, with the cross-sectional view as seen in the picture, it is a channel connecting the piston "sucking" piston "exhaust". Flows this way the entire load of fuel and air, but it achieves a very high speed, which in the initial attempts resulted in taking ionized air from between the spark plug electrodes and prevented the formation of spark .Only after a magnification of this channel, began to develop a spark. If sweeping spark plug, this place was a diesel injector, it would be very beneficial ,, because after falling into the space above the small pistons with a very high speed, it would be very intense spin and excellent mixing of fuel and air. I think it is possible to build a high speed diesel, well, up to 10 000 RPM. Also on gasoline this spinning is beneficial and Ground your walls on the smallest piston, is probably the smallest of the previously used, and the heat losses are the smallest .Also at such a high speed of rotation of the smallest piston samozapłonów foci formation will be very difficult. Apart from this place, burning virtually runs elsewhere, because the distance between the planes must be greater than two millimeters in height, so that there could arise a flame. In total combustion occurs with forced intensive centrifugation only over a small piston in the cylinder least .. This is the very Riccardo improved swirl chamber, with the movement of loads in one direction and forced mechanically great speed of combustion. Looking only at the same animations, we are not able to notice it all properly. Today on the combustion chamber.

Image

Andrew :D

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Feliks
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Re: New engine

Postby Feliks » Fri Apr 17, 2015 4:08 am

Here, the film made using the experience to lift air wing. So yes, at the beginning of the film can be seen in the enclosure fan that blows the wind a piece of the wing, cut the stropianu, and nałożonegona these two metal rods that utzrymuja it in a horizontal position and transferred to the balanced Machinery with electronic scales, which shows the size of the wing lift when the wind blows at him with a fan .. size of this force is minimal and barely can observe the movement of machinery. The experience is best several possible KINDS wings of varying thickness profile, which can be changed in a device measuring and watch the size of the lift (which produces leaf vacuum) .. Thanks to this I like the wing of a set of experiments, it turned around and walked to the wing installed on your device . The wind from the fan created between them, comparatively very high vacuum. This vacuum is so huge that in gets called when I wanted to raise above the upper wing, lower, despite a solid metal load measuring machine, also raised very high up. This example shows that the strength of Spoon Effect, is several times greater than the single wing lift force, and thus, it is possible to use the vacuum between them several times larger ....
You see, with my theory, practice works well also..

https://www.youtube.com/watch?v=u1q2TbR ... ture=share

Andrew :D

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Feliks
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Re: New engine

Postby Feliks » Fri Apr 17, 2015 4:12 am

Here on this simulation, made to explain the effect of ground on which it is about as shown in red, the increase in pressure, which float plane in the vicinity of the land that it represents a lower profile. And it is clear that the intensity of the red color that hypertension is very high and justifies the construction of such aircraft .it strongly an increased pressure in paktyce operates up to 3 meters above the flat surface of the earth
Coincidentally, in this simulation also shows a very intense blue vacuum which interests me, for good performance Windmill Red Baron. can be seen clearly very intense blue color, providing the emerging high-vacuum, which practically see in the video above .. Here are not only rake angles are important, but also the distance between these profiles, as well as setting between the longitudinal profiles, which is not necessarily also be symmetric. Also there is a completely new profile with a gap, certainly will little affect on its size.
After these few facts, I can estimate that the vacuum, with well-chosen all dimensions and angles profiles can be 20 times larger than the negative pressure created by a single profile .. It is a very good message for the Red Baron Windmill

https://youtu.be/z1QOp_9IWLc


Andrew :D

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Merlyn
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Re: New engine

Postby Merlyn » Sat Apr 18, 2015 11:52 pm

Andrew, I have looked at your ideas and videos with great interest but am at a loss as to how you can create lift in a vacuum. Looking at the wife's hairdrier experiment I presume the two cross sections depicted in the airflow represent a rotary wing section, I would further make observation that your engineers over there appear to start at a very young age and wear a different uniform to us over here. The clip being brief did not allow me to make out his rank but I will say he did appear enthusiastic throught the experiment. How many inches of mercury are you attempting to achieve? I have been involved from 1982 till 1999 concerning lift in rotary wings ( partime ) in quite a way whereby had I been operating in a vacuum I cannot possibly see how I would be writing this today. Looking at your experiments and ideas and the vacuum theory could I make the assumption that perhaps the air density is different to ours here in the UK and if so could this possibly be the answer to both aspects?
Remembering The Good Old days, when Chiefs stood watches and all Torque settings were F.T.

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Feliks
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Re: New engine

Postby Feliks » Fri Apr 24, 2015 6:39 am

In other forum ;
Quote:
Originally Posted by Brutus1967 View Post
The efficiency of a vacuum engine is horribly low: the first ocean liners had what was then called "atmospheric steam engines" in which the actual labour was done by the atmospheric pressure acting on one side of the working piston, and the vacuum created by condensing the steam on the other side of the working piston.

The efficiency was less than 5%, and the first vessels crossing the atlantic ocean on engine power alone, were known to need to burn wooden chairs and other furnitures, window sills and deckplanking, in order to reach the other side of the pond because the coal fuel was finished...

Brgds, Bert


Well, not good with this efficiency .. You mix two completely different concepts, the efficiency of the steam engine The carbon burning, with the efficiency of a wind turbine ( in the negative pressure wing profle NACA - FELIKS ).

When energy comes from burning, really important thing is the efficiency with which it is done. Because we have a limited amount of fuel has just available. and then the 5% is actually a small value .. and the ship has trouble swimming.
But the sail-powered ship, even as it has efficiency of 2%, it still can freely sail around the globe całakule around, for this, the wind energy at sea is missing and NEVER run out why performance in this case the energy of secondary importance, if we have an infinite the amount of free energy to use .. Only at the very beginning, that the construction, we need to build a bigger engine .. Well, for example, in this case, if we want to have 100% efficiency Such as is the atmospheric engine would have to be 20 times greater. So that you can imagine .. .Then all energy supplied will be free to move the engine, and it is certainly several times higher efficiency of such an engine than the normal propeller fan of the same size ..
This engine is sufficient to tens of millibars vacuum, that he began to work very efficiently .. Such differences of pressure observed in Nature, during hurricanes, or tornadoes ..No and efficiency of what is a tornado ?? Large, certainly a big ...

Write or understand the performance issues that the traditional concept is here entirely at long plan, since it does infinite quantity of wind energy to use and we will be sure to have it for the next thousand years. . At most, we can improve the efficiency of its use, using modern methods of testing and optimization of these completely new systems caused by wind Red Baron Windmill..

Andrew :D

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Feliks
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Re: New engine

Postby Feliks » Fri Apr 24, 2015 6:41 am

Such experience existing in the Museum of Aviation, showing the magnitude of the resistance of various airfoil, by replacing and inserting a rod, profiles of different thicknesses .. I used it to show the enormous size of the vacuum between the two profiles airlines, facing each other, "stomachs" .. So yes went my experience: first suspended weighed on an electronic scale, which is the size of kilograms of force needed to raise the single wing slid over to the bars .. turned out that about 300 Grams. that is to pick up all the rods and wing forces need 300 Grams vacuum. Applying a second similar profile, "belly" to that, at the time of blowing "wind" velocity of about 10 km / h. effects can be seen in the movie .. The strength of the vacuum, causing such rapid weight increase this up must have a value of about 1000 Grams (1KG) .. The Wing has a length of about 30 cm, on that basis, I present a first estimate of the forces in the world .. Namely, when length of about a meter, such wings, this force would have a value of about 3 KG ... or even if only 30% of the force could be used in Windmill Red Baron, its size would be about 1 KG with wings 1 meter .. Now you can try to calculate much larger projects, estimated at least ..

https://www.youtube.com/watch?v=-kH6sdSjTrc

Andrew :mrgreen:

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Re: New engine

Postby Feliks » Fri Apr 24, 2015 6:42 am

gruntguru, on 24 Apr 2015 - 00:29, said:
Your "enormous vacuum" (taking the figure of 1 kg on an area of 300mm x 300mm) works out to about 110Pa, 0.11kPa or 1/1000th of one atmosphere. That is plenty of pressure difference if you want to make an aeroplane fly but very little if you want to turn a generator.


Oh no , no ,no, .. I'm sorry but your argument is a little convoluted ..

After the show I open an airplane that with such surface wings 30 cm X 30 cm, with a weight of 1 KG can fly at speeds of 10 km / h ...
Minimum of the minimum speed is 100 km / h.

Now this: What is the wind ??
The wind is created when there is a difference of pressure air (i.e., on the one hand must be vacuum)
Now tell me, what is the difference of pressure between these points: 2 km in front of the windmill and two kilometers behind him .. sure there a lot smaller than me, and more than one megawatt generator drives the few, the difference of pressure, which can be even only 1 / 100000 ... one atmosphere. Despite the huge amount of fans suppliers provide free energy.
Such airplanes as ekranoplan have only 1/10 of an aircraft wing surface normal, and even a few hundred tons of flying over water., Is Hypertension .. For me, it is the same big (or and bigger) but the vacuum .. And it's certainly enough to generator drive .. I make such a system of reinforced concrete, 10 times bigger than the Boeing 747 is not technically any problems .. And certainly when compared to the size of a normal fan can by tens of times more energy in the generator. than a traditional windmill.
Well at the end, I show 'windmill, which at a diameter of 30 cm, and a wind speed of 10 km / h will give us the potency of its axis 1 KG rotary or thrust .. well ......
So is mine is really huge compared to what you knew so far .

http://en.wikipedia.org/wiki/Ground_effect_vehicle


Andrew

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Merlyn
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Re: New engine

Postby Merlyn » Tue May 12, 2015 7:30 am

Having now studied your rotary wing sections in your experiment I am of the opinion that without doubt that they require tracking in order to prevent further resonance and thereby vibration. The Chadwick Kit or the Flag method? Having done both the Flag method is far more exciting versus the strobe kit. What do you think?
Remembering The Good Old days, when Chiefs stood watches and all Torque settings were F.T.

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Feliks
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Re: New engine

Postby Feliks » Wed May 13, 2015 6:08 pm

Such a message regarding my two wings. When you are so positioned, with an angle of about 60 degrees, when you measured the exact speed of 4 m / sec wind from a fan, a small windmill starts at high speed ..
four meters per second is 14.4 km / h, it means that we can experiment while riding a bicycle ....

Andrew :D

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Merlyn
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Re: New engine

Postby Merlyn » Wed May 13, 2015 11:35 pm

Yes Chief/ Wingcommander Andrew, but what about this tracking? Which method? Chadwick or The Flag method? Needs sorting.
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Re: New engine

Postby Feliks » Sat Jul 04, 2015 5:50 am

So once again we return to the thermodynamic efficiency new4stroke .. Here the hearing of the efficiency of the charts made for the traditional engine.
https://www.mhi.co.jp/technology/review/pdf/e451/e451021.pdf

You can see on the chart with the highest efficiency is low speed engine sea, which is 47%.
My engine as reported above, draws about 360 cc more than the old conventional engine, which did a prototype or 600 ccm ... But this extra volume displacement, is implemented by the system of pistons which rotate two times slower, ie, the force of inertia are four times smaller, because they are dependent upon the square of the rotation. that is, we can just to count the inertial forces relative to the sucked air further. 360 ccm divided by four is going to give us 90 cc. These 90 ccm going to beat the additional forces of inertia (ie a total of friction). But now we have a net profit of 360 ccm minus 90 cc = 270 cc. It is pure extra profit aspirated air, without any mechanical losses already on its construction .. that is entirely theoretical operational efficiency engine so it looks .. traditional engine of 600 cc is 47%, ie 12, 76 ccm is 1% plus an additional 270 cc, which is 270 divided by 12,76 = 21% additional efficiency .. So the total increase the efficiency regarding displacement capacity should be at 47 +21 = 68%. additionally, we can still make a profit energy by stopping propelling Similar systems poppet valves and springs which will have at least the 7% efficiency more .. So, the total physical ability of such an engine 68% + 7% = ~ 75% .

ie it is to increase efficiency, which can not be subject to discussion.

If we add all the above mentioned advantages, no such low temperature in the combustion chamber, the combustion speed, and more, which can contribute to higher efficiency even further by around 5% this will give us the final number of efficiency of up to 80% .....
Andrew

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Merlyn
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Re: New engine

Postby Merlyn » Sun Jul 05, 2015 6:55 am

Well, after giving the matter serious thought my considered opinion would be to state that the gorviendo valve is clearly operating at incorrect intervals on this installation, particularly so during crash stops. This is possibly due to the valve and injection timing being set up with a DTI gauge incorrectly by not taking the backlash in its right rotation and causing intermittent valve bounce. Further to that the absence of two start left handed threads throught the instalation are clearly causing a resonance of left instead of right equality. This could lead to cam followers turning the wrong way particularly when crossing the equator, especially so if the ship was going astern at the time. However you will no doubt be pleased to learn that not all is lost as I have knowledge of a diagnostic/ reprogram tool that could well solve this problem, this specialist tool is the B/S Mark 9 AMD tool which is more than capable of solving this incorrect oscillation of the Gorviendo valve problem. A word of warning here, if I may, this tool is very expensive and you may well see the B/S mark 8 tool on the Internet for much less monies. However, beware as the AMD depicted on the mark 9 means it is a Amibedextros rating and can therefore monitor both clock and anticlockwise rotations of cam followers and rotary valve caps, which as I am sure you are aware must turn in sycronisation at all times, the change of direction ( ie, going astern ) only permit table at slow speeds. The use of the tool? Well it has many modes, to start with looking at the top of the followers an infra red corrected compass type pattern of 0-360 degrees is displayed quite clearly. It is essential that only head up display is used for Wartsila and True north for MAN/B/M, other makes are clearly displayed on the screen. Starting the engine and at this point on tick over only both lead and lag/ overlap and advance/retard observations can clearly be seen depicted on the screen. Lifting the RPM to half throttle marked differences can be observed quite clearly, the lead/lag are up by .0076 per cent and the advance/retard readings can clearly be seen to be up by .000652 per cent. Both speed and rotation direction are recorded on screen in both rpm and kph together. Raising the rpm to its top governed rpm remarkable changes will occur. Now at this stage it should be noted the differences between the 0-90 degree segments are different to the 270 -360 sector. It is essential at this point to whip the rocker covers off to ensure( if fitted ) the rotary caps are indeed turning in the same direction as the cam followers (we do all know what turns them, don't we ) it has been reported that in the artic circle areas that exhaust valves cam followers have been seen to be turning counter clockwise but we are assured that the tool makers are working on this. You may well recall the theory at this stage of water discharge rotations when crossing the equator can change from anti-clockwise to clockwise into a sink/ bath waste pipe and one of the functions of this tool is to apply similar monitoring of this aspect concerning other modes of rotation ie camfollowers and rotating valve caps when crossing " the line " To that end the tool makers have conducted serious research by steaming ships in both directions, both ahead and astern over the equator, and in different parts of the world to attempt to simulate the water discharge direction theory and apply the findings to the tool concerning followers and rotating caps rotations therein. Indeed the latest software update depicts all of this quite clearly concerning followers and caps and bar and line graphs can clearly be displayed and indeed once again superimposed as necessary. Now astern modes should be selected and the whole episode repeated bearing in mind that all of the followers and the caps contain a chip, inserted during manufacture and as such via the Internet/ low level satellite can be reprogrammed with relative ease therein. Not a lot of people know that. Do not fall into the trap that all previous findings will automatically be reversed as this is not so in most instances when going astern, additionally and Interestingly the hardness element can also be measured digitally by firing hardness Rays fired from the top only of the camfollower thereby averting dismantling can project the working surfaces of both the lobes and camfollowers at the same time, all of this is clearly displaced on the screen and overlapping can be attained by superimposing one display over another. Graduated scales depict contact areas with relative ease thus enabling full assessments to be carried out. This, when magnified allows the operator to display any scoring or perhaps more importantly any highs and lows contacts which when coming together infrequently will emit that once in a blue moon camfollower tapping heard regularly every Bank holiday and Good Friday's and this of course averts expensive strip downs in an attempt to pin point the exact source of the noise. This enables the operator to test the camshaft contact areas during the Bank holidays with full confidence forthwith. Valve coil springs if manufactured with a left instead of right hand throw would further exasperate the problem therein. The tool manufactures state that part no 361798/ Drs/3 be fitted to all cam and rocker covers to speed up removal and refitting times. As we all are aware this part no refers to two start left hand acme threaded brass wing nuts, this is to assist the " null period spot checks. " For persons who are not familiar with this phrase of engineering I will attempt to explain. The null period runs from approx 12 midnight till 4 am and this has been found by manufactures to be the time for spot checks concerning rotations. Monitoring via satellites back to their bases has revealed that this is the high risk factor time for incorrect rotations, in human talk this can, of course be likened to, there's no one about, skive time maybe. Well , anyway that's what I was told on the operators course I attended. It was suggested that no pattern be attached to this and perhaps visits un announced would be better than advanced planned trips. Personally I always liked to catch the followers in particular out after a few pints in the ships bar, the bar graph patterns allways looked better to me that way and the air operated nut gun used for whizzing the brass butterfly nuts off allways appeared to me to run faster and sound better in the " null period ". Further more I would have further thought that the use of starter cartridges should be avoided wherever possible in future. Left instead of right hand throw cranks would appear to be beneficial in this type of installation with larger radii ground on nos 3 and 4 cylinders ( not actuall but in firing order ) journals with a left hand radius ground on no 6 cyl for beneficial oil flow benefits. I am not clear as to whether waste gate adjustments can be effected here as necessary during daylight hours or on bank holidays. All of this is of course just my humble opinion and I do earnestly hope some or all of it is of some use to you. Please do not hesitate to contact the writer should you feel any further clarification deem necessary . May I take this oportunity to congratulate you on your futuristic design features as I am sure that it must take a very, can I say, different person to design such installations and, may I say even further have the nerve to publish them on this site. PS, ever thought of making a working model? PPS don't forget to patent all of this. Seems perhaps things are different over there than to us here in UK? My only further question to yourgoodself would be as to which watch maker is the air cooled finned block from on your site? I say Omega but my friend says they only made water cooled ones of recent design so we are in a quandary over this I D problem. I realise a lot of this might appear shall I say perhaps unusual to most of our readers but I can see you are a Chief and admiring your advanced design features It is my considered opinion that where others might not fully grasp all of the foregoing for yourgoodself this would indeed present no problems whatsoever and as such I look foward to the solving forthwith of " The Goviendo valve Spring oscillating " at now, the correct intervals throught the Rev range loading range and indeed going astern. All of the foregoing is subject of course to the QNH and QFE readings which as you are obviously aware varies from region to region. I look foward to your reply with much interest. PPPS, next month's exciting write ups will encompass four channel Bluetooth Oscilliscope pattern displays of rotator caps and subsequently followers, stacked, superimposed, bar graphed and expansions of therein during dead engine testing together with loading throughout the Rev range and of course all T's and P's therein displayed. In conclusion and concerning your rotary wing experiments with the wife's hairdrier and your assistant on hand I never did work out your calibration method of same. Chadwick or Flag?
Remembering The Good Old days, when Chiefs stood watches and all Torque settings were F.T.

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Big Pete
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Re: New engine

Postby Big Pete » Sun Jul 05, 2015 8:58 am

Holy C****
No pun intended
It is always better to ask a stupid question than to do a stupid thing.

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Merlyn
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Re: New engine

Postby Merlyn » Sun Jul 05, 2015 11:44 am

Well thanks to BP for his encouragement and kind remarks concerning my article . Such a person as Andrew makes for a difficult reply owing to the complexities of his designs and to that end I felt that in view of the few replies to his design features perhaps I would add my humble comments to same and would be therefore perhaps seen to be an encouragement to him in order for him to pursue his complex design features even further on the site. I personally hated all that third angle projection stuff etc in the getting of the tickets and as such perhaps this is why so many years later I struggle with some of his theories and calculations of same in Andrews design features.
Remembering The Good Old days, when Chiefs stood watches and all Torque settings were F.T.

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Big Pete
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Re: New engine

Postby Big Pete » Mon Jul 06, 2015 1:49 am

Andrew confuses me with his usage and abusage of the English Language, and his designs for what appear to be "perpetual motion" machines. I don't think he has much understanding of MHE, Applied Thermo, Theory of Machines or EKs, or any of the rest of the boring, theoretical stuff we flogged through in College but he is a fount of wild, totally impractical and amusing ideas. Almost a latter day Heath Robinson.
As for Melvyn, he has proved himself a Grand Master in the art of BS, and extracting the moisture. Maybe we should link this to the post on Desiccant filter driers?
Keep on "Ducking"

BP
It is always better to ask a stupid question than to do a stupid thing.


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