cyclone engine
Posted by Harry Schoell
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Re: cyclone engine December 27, 2008 08:46PM |
Registered: 19 years ago Posts: 257 |
Harry,
I was wondering about a picture you have of a radial engine crankshaft and piston assembly on this thread. The next picture shows the crank installed and you can plainly see a counterbalance weight on the crank. What purpose does the counter weight serve on a inherently balanced engine design ?
Another thing I was wondering is if the condenser rotates with the engine, what happens in an installation that needs variable power like an automobile ? Even at low engine speeds is the condenser spinning fast enough to be 100% effective ?
Also how do you accomplish speed regulation on a generator with varying loads ?
Thanks
Peter Heid
I was wondering about a picture you have of a radial engine crankshaft and piston assembly on this thread. The next picture shows the crank installed and you can plainly see a counterbalance weight on the crank. What purpose does the counter weight serve on a inherently balanced engine design ?
Another thing I was wondering is if the condenser rotates with the engine, what happens in an installation that needs variable power like an automobile ? Even at low engine speeds is the condenser spinning fast enough to be 100% effective ?
Also how do you accomplish speed regulation on a generator with varying loads ?
Thanks
Peter Heid
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Re: cyclone engine December 28, 2008 08:43AM |
Registered: 18 years ago Posts: 8 |
Hi Harry. Long time no speak to.
I had a question about some of the issues you were having with your combustion chamber a while back. You said that you had worked with ceramics which had some problems with cracking and dealing with vibrations. I was wondering if you had considered looking at fused quartz as a possible material? It might be a bit of a weight problem but it would handle the high heat and vibration pretty well. It can handle temperatures over 3000 degrees fahrenheit.
Lonny Claypool
I had a question about some of the issues you were having with your combustion chamber a while back. You said that you had worked with ceramics which had some problems with cracking and dealing with vibrations. I was wondering if you had considered looking at fused quartz as a possible material? It might be a bit of a weight problem but it would handle the high heat and vibration pretty well. It can handle temperatures over 3000 degrees fahrenheit.
Lonny Claypool
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Re: cyclone engine December 28, 2008 10:06AM |
Registered: 19 years ago Posts: 835 |
Hi Peter
On the balance issue of a radial engine, it has a crank and a spider bearing which is offset and this mass still has to be counter ballanced. Ken is the resident expert on this and has writen several good papers on this. The engine is not difficult to balance, however the valves have to be right or it will run like a missfire. Oddly enough the WHE a will run with out a cam and the valves cracked open. as the exaust valve is open on the up stroke. Of course this is not very efficent but notable. Similar waste in a small turbine.
The concencer does not rotate the air cooling is run around the out side and it mostly cools the water which is jpumped around the cylinder ports then the steam is sprayed with more cooling water then cyntrifical force of the crank shaft slings the steam into the plate disks. The Mark V engine has over 40 sq ft surface area in these plates.
Lonny
Thanks for the tip on the fused quartz, will look into it. The combustion cover we were experiment was a thin cover to replace the steel one. The steel one has to have a ceramic coating to prevent radiant heat losses and a ceramic cover would weight less. This thin cover would not do all the insulation as pearlite does a great job for the backup. You can put your hand on the combustion chamber cover while running. We felt start up time could be enhansed a few more seconds by not heating the steel.
Harry
On the balance issue of a radial engine, it has a crank and a spider bearing which is offset and this mass still has to be counter ballanced. Ken is the resident expert on this and has writen several good papers on this. The engine is not difficult to balance, however the valves have to be right or it will run like a missfire. Oddly enough the WHE a will run with out a cam and the valves cracked open. as the exaust valve is open on the up stroke. Of course this is not very efficent but notable. Similar waste in a small turbine.
The concencer does not rotate the air cooling is run around the out side and it mostly cools the water which is jpumped around the cylinder ports then the steam is sprayed with more cooling water then cyntrifical force of the crank shaft slings the steam into the plate disks. The Mark V engine has over 40 sq ft surface area in these plates.
Lonny
Thanks for the tip on the fused quartz, will look into it. The combustion cover we were experiment was a thin cover to replace the steel one. The steel one has to have a ceramic coating to prevent radiant heat losses and a ceramic cover would weight less. This thin cover would not do all the insulation as pearlite does a great job for the backup. You can put your hand on the combustion chamber cover while running. We felt start up time could be enhansed a few more seconds by not heating the steel.
Harry
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Re: cyclone engine December 28, 2008 10:18AM |
Registered: 19 years ago Posts: 835 |
Peter
Missed your last question
In some alternaters there is a voltage regulater but it has to be battery excited. then the power can go to an inverter. In the PowerGen show in Orlando we ran two WHE engines on compressed air, one of which drove an alternater to hrough an inverter to light a lamp and ancomputer all on a desk top. Of course there was no sourse for solar or other steam there. Their are othe people far more experanced in the electrical side of this who are coming on board. I like Jeremy's sugestion on anouther post.
Harry
Missed your last question
In some alternaters there is a voltage regulater but it has to be battery excited. then the power can go to an inverter. In the PowerGen show in Orlando we ran two WHE engines on compressed air, one of which drove an alternater to hrough an inverter to light a lamp and ancomputer all on a desk top. Of course there was no sourse for solar or other steam there. Their are othe people far more experanced in the electrical side of this who are coming on board. I like Jeremy's sugestion on anouther post.
Harry
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Re: cyclone engine December 28, 2008 10:42AM |
Admin Registered: 18 years ago Posts: 2,086 |
Hi All:
Radial engines are inherently balanced for primary and secondary shaking forces except for the three cylinder which has an elliptical secondary unbalance.
Inherent balance refers to the fact that the primary and secondary reciprocating and rotating forces can be caused to cancel out without any additional moving elements such as dummy pistons or balance shafts. In a radial engine the forces generated by reciprocating parts such as pistons, rings, wrist pins and small ends of the connecting rods all conspire to cancel each other out. The crankpin, big end of the connecting rod, rod bearings and so forth are not reciprocating, but are rotating. The reciprocating forces aren't cancelling the rotating force on the crank in the radial engine. Therefore, a counterweight is necessary to cancel the rotating unbalance force. Since the counterweight is part of the crank and not an additional moving element the engine is inherently balanced.
This isn't unique to the radial layout. The 90 degree V-8 with crankpins laid out at 0-90-270-180 is inherently balanced because the primary shaking force for each 90 degree V-2 cancels out to a rotating force and the secondary force is a horizontal reciprocating shaking motion. Four such V-2s in a line, properly oriented, cause the secondary reciprocating motions to cancel. On the other hand, the rotating forces combine to cause a rotating rocking couple. By adding proper counterweight to the outside crank pins these rotating forces can be canceled. On the other hand, the inline 6 configuration is inherently balanced for both the reciprocating and rotating forces.
Even inherently balanced engines such as the inline 6 need to be balanced. Rarely is the crankshaft so precisely machined that the mass is ideally distributed, especially in production engines where cast or forged cranks are the norm. The crankpins and mains are all VERY precisely machined, but machining everything else would add significant cost and provide absolutely zero mechanical benefit. The vagaries of casting or forging leaves an unpredictable distribution of mass on the crank that is most effectively (and cheaply) dealt with by balancing.
Actually, counterweights are fairly common on inherently balanced engines even when not actually needed for balance. An inline 6 may have counterweights along its whole length, these aren't really there for balance so much as to provide a counter force so that the long shaft is less likely to bend at higher speeds.
Hope this helps some.
Regards,
Ken
Radial engines are inherently balanced for primary and secondary shaking forces except for the three cylinder which has an elliptical secondary unbalance.
Inherent balance refers to the fact that the primary and secondary reciprocating and rotating forces can be caused to cancel out without any additional moving elements such as dummy pistons or balance shafts. In a radial engine the forces generated by reciprocating parts such as pistons, rings, wrist pins and small ends of the connecting rods all conspire to cancel each other out. The crankpin, big end of the connecting rod, rod bearings and so forth are not reciprocating, but are rotating. The reciprocating forces aren't cancelling the rotating force on the crank in the radial engine. Therefore, a counterweight is necessary to cancel the rotating unbalance force. Since the counterweight is part of the crank and not an additional moving element the engine is inherently balanced.
This isn't unique to the radial layout. The 90 degree V-8 with crankpins laid out at 0-90-270-180 is inherently balanced because the primary shaking force for each 90 degree V-2 cancels out to a rotating force and the secondary force is a horizontal reciprocating shaking motion. Four such V-2s in a line, properly oriented, cause the secondary reciprocating motions to cancel. On the other hand, the rotating forces combine to cause a rotating rocking couple. By adding proper counterweight to the outside crank pins these rotating forces can be canceled. On the other hand, the inline 6 configuration is inherently balanced for both the reciprocating and rotating forces.
Even inherently balanced engines such as the inline 6 need to be balanced. Rarely is the crankshaft so precisely machined that the mass is ideally distributed, especially in production engines where cast or forged cranks are the norm. The crankpins and mains are all VERY precisely machined, but machining everything else would add significant cost and provide absolutely zero mechanical benefit. The vagaries of casting or forging leaves an unpredictable distribution of mass on the crank that is most effectively (and cheaply) dealt with by balancing.
Actually, counterweights are fairly common on inherently balanced engines even when not actually needed for balance. An inline 6 may have counterweights along its whole length, these aren't really there for balance so much as to provide a counter force so that the long shaft is less likely to bend at higher speeds.
Hope this helps some.
Regards,
Ken
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Re: cyclone engine December 28, 2008 01:49PM |
Registered: 19 years ago Posts: 1,268 |
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Re: cyclone engine December 28, 2008 03:05PM |
Registered: 19 years ago Posts: 835 |
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Re: cyclone engine January 07, 2009 04:10PM |
Registered: 15 years ago Posts: 10 |
Hi Harry: hope you are having a good new year
I was wondering I assume that your engine can burn SVO so I was wondering if your engine could burn unrefined algae oil- I don't know what the expense is of changing the Algae oil to Bio-diesel but I would think every little bit helps.
my second question involves your small propane engines they have 2 HP ratings one at 3600 rpm and a second at 6000 rpm- is the higher rpm a burst speed that should only be used for a few seconds or are those machines able to run continually at the higher rpm.
Last question do you have any idea of the hr/life of the small propane engines.
I was wondering I assume that your engine can burn SVO so I was wondering if your engine could burn unrefined algae oil- I don't know what the expense is of changing the Algae oil to Bio-diesel but I would think every little bit helps.
my second question involves your small propane engines they have 2 HP ratings one at 3600 rpm and a second at 6000 rpm- is the higher rpm a burst speed that should only be used for a few seconds or are those machines able to run continually at the higher rpm.
Last question do you have any idea of the hr/life of the small propane engines.
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Re: cyclone engine January 07, 2009 05:12PM |
Registered: 19 years ago Posts: 257 |
Harry & Ken
Thank you for the information.
Harry,
What pressures do you see in the condensers ?
On your big engine (Mark V I believe) about how much horsepower does the blower use for the condenser and the burner air delivery ? What size battery and alternator do you use with it ?
Thanks
Peter Heid
Thank you for the information.
Harry,
What pressures do you see in the condensers ?
On your big engine (Mark V I believe) about how much horsepower does the blower use for the condenser and the burner air delivery ? What size battery and alternator do you use with it ?
Thanks
Peter Heid
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Re: cyclone engine January 08, 2009 09:22AM |
Registered: 19 years ago Posts: 835 |
Hi Billy,
I belive you are refering to SVO is vegtable oil. This burns as other fuels however it's use in a diesel engine could be harmful to its health as the gycerin needs to be removed. As we burn fuel in an air atomized low preasure fuel injector in a cylindrical combustion chamber affording a complete burn. We can preheat this fuel with a nicrome wire on the fuel line just before the injector. This cannot be used on a diesel because of vapor lock.
The small single cylinder propane engine is rated at the lower RPM and at 3HP for the lawn industry where blade speed is important. Higher RPM on this engine of course can be achieved as it is design stressed higher. Engine rating is for use. Constant duty commersial rated engines could have a B-10 bearing life of 20,000 hrs where as your car engine might be at 1,000 hrs your car only uses about 25hp to go 60mph they are derated greatly for commercial use.
HI Peter,
The design operating pressure is at 5psi of course in tests we have has as much as 25 lbs this is not where we want to operate and was for testing only. the condencer is part of the engine so there is little effect on power as the pressure is balanced on the back of the piston. Water cooled versions showed no pressure rise and run so quiet that it is spooky as the most noise generated is from the cooling blower. THe MK2 at max out put of 18hp is 1,000 cuft of air per min. the MK 5 92 is 5,000 cuft per min. We are using special designed multstaged axiel flow blowers.Part o the air is used in combustion. Of course the higher the water rate the bigger the cooling problem. We are running tests on the MK2 and MK5 the MK6 is the truck engine and is in the construction stages.We are planing on generating on generating a large portion of the electrical demand using the WHE in the exaust with addition heat. I brought MK6 engine block casting to SACA the year before. This is the engine that Chuk is to use in his LSR car.It will run non condencing otherwise it would take 17,000 cuft of air per min. OK for a truck of 330 hp output.
Harry
I belive you are refering to SVO is vegtable oil. This burns as other fuels however it's use in a diesel engine could be harmful to its health as the gycerin needs to be removed. As we burn fuel in an air atomized low preasure fuel injector in a cylindrical combustion chamber affording a complete burn. We can preheat this fuel with a nicrome wire on the fuel line just before the injector. This cannot be used on a diesel because of vapor lock.
The small single cylinder propane engine is rated at the lower RPM and at 3HP for the lawn industry where blade speed is important. Higher RPM on this engine of course can be achieved as it is design stressed higher. Engine rating is for use. Constant duty commersial rated engines could have a B-10 bearing life of 20,000 hrs where as your car engine might be at 1,000 hrs your car only uses about 25hp to go 60mph they are derated greatly for commercial use.
HI Peter,
The design operating pressure is at 5psi of course in tests we have has as much as 25 lbs this is not where we want to operate and was for testing only. the condencer is part of the engine so there is little effect on power as the pressure is balanced on the back of the piston. Water cooled versions showed no pressure rise and run so quiet that it is spooky as the most noise generated is from the cooling blower. THe MK2 at max out put of 18hp is 1,000 cuft of air per min. the MK 5 92 is 5,000 cuft per min. We are using special designed multstaged axiel flow blowers.Part o the air is used in combustion. Of course the higher the water rate the bigger the cooling problem. We are running tests on the MK2 and MK5 the MK6 is the truck engine and is in the construction stages.We are planing on generating on generating a large portion of the electrical demand using the WHE in the exaust with addition heat. I brought MK6 engine block casting to SACA the year before. This is the engine that Chuk is to use in his LSR car.It will run non condencing otherwise it would take 17,000 cuft of air per min. OK for a truck of 330 hp output.
Harry
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Re: cyclone engine January 08, 2009 10:12PM |
Registered: 19 years ago Posts: 257 |
Harry,
Thank you for the information. I try not to ask too much but it is nice to know how you make things work. I remember the pictures of the cast aluminum axial fan blade, and the machined and assembled version that you posted. I am working with a 5 inch dual stage axial fan with cast aluminum blades that runs around 12,000 rpm full out. I am curious if you have over run yours with the cast blades to find the max rpm.
Peter Heid
Thank you for the information. I try not to ask too much but it is nice to know how you make things work. I remember the pictures of the cast aluminum axial fan blade, and the machined and assembled version that you posted. I am working with a 5 inch dual stage axial fan with cast aluminum blades that runs around 12,000 rpm full out. I am curious if you have over run yours with the cast blades to find the max rpm.
Peter Heid
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Re: cyclone engine January 10, 2009 10:36AM |
Registered: 19 years ago Posts: 835 |
HI Peter
The one that I liked the best was the first one at 4" dia. It has 3 rotors and 4 stators and we turned it 17,000 rpm for 1,000 cu ft min. and was not too noisy. moving air is a noisy proposition and we are still learing more about this. This little blower was faberacated by milling slots in the hub and inserting blades with a bent helix. It was a costly part and cost is an efficency. We have sence made composit molded blowers of larger dismeter. Just anouther area of experimention as you well know.
Harry
The one that I liked the best was the first one at 4" dia. It has 3 rotors and 4 stators and we turned it 17,000 rpm for 1,000 cu ft min. and was not too noisy. moving air is a noisy proposition and we are still learing more about this. This little blower was faberacated by milling slots in the hub and inserting blades with a bent helix. It was a costly part and cost is an efficency. We have sence made composit molded blowers of larger dismeter. Just anouther area of experimention as you well know.
Harry
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Re: cyclone engine January 12, 2009 02:21PM |
Registered: 16 years ago Posts: 83 |
Hi Harry!
This is a question from another forum concerning your Cyclone engine from poster Panic Button. We both thank you in advance for your answer.
I have a question about de-ionized water, please forgive if this has been asked before. I see that de-ionized water is required in the Cyclone engine. I know that it's a closed loop system but does the de-inonized water ever need to be replenished and if so where would the average person get de-ionized water? Would distilled water work? TIA
This is a question from another forum concerning your Cyclone engine from poster Panic Button. We both thank you in advance for your answer.
I have a question about de-ionized water, please forgive if this has been asked before. I see that de-ionized water is required in the Cyclone engine. I know that it's a closed loop system but does the de-inonized water ever need to be replenished and if so where would the average person get de-ionized water? Would distilled water work? TIA
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Re: cyclone engine January 12, 2009 03:40PM |
Registered: 19 years ago Posts: 835 |
HI Ernie,
The Cyclone is a closed loop as is the radiator in your car. Of course your car uses a special antifreeze. De-ionized is a very pure water so electrical ionization is slowed down and particals removed especialy metalic. Pure distilled is ok however watch out for ozone added as in bottled water, it will destroy things We are working on a filler gauge on the side of the engine similar to the one we have except it will deionize the water if there is any make up used.
Harry
The Cyclone is a closed loop as is the radiator in your car. Of course your car uses a special antifreeze. De-ionized is a very pure water so electrical ionization is slowed down and particals removed especialy metalic. Pure distilled is ok however watch out for ozone added as in bottled water, it will destroy things We are working on a filler gauge on the side of the engine similar to the one we have except it will deionize the water if there is any make up used.
Harry
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Re: cyclone engine January 13, 2009 12:17PM |
Registered: 16 years ago Posts: 4 |
Harry,
ive seen a video of yours on Enginnering TV, it was pretty cool.
Anyway, I´d like to ask you a question about the working fluid:
could the Cyclone Engine (inclugind the WHE) use a different substance other than water? por example, supercritical CO2. I think it would allow conventional lubrication with oil (not sure about that) and low temperature heat sources...
ALdreno
ive seen a video of yours on Enginnering TV, it was pretty cool.
Anyway, I´d like to ask you a question about the working fluid:
could the Cyclone Engine (inclugind the WHE) use a different substance other than water? por example, supercritical CO2. I think it would allow conventional lubrication with oil (not sure about that) and low temperature heat sources...
ALdreno
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Re: cyclone engine January 13, 2009 01:50PM |
Registered: 16 years ago Posts: 73 |
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Re: cyclone engine January 13, 2009 01:58PM |
Registered: 19 years ago Posts: 835 |
Hi Al
On the SC enngine it is difficult to beat water it just doesn't break down. As far as I know I haven't seen any organic fluid survive over 750f. The WHE operates at 600f so they can be used, however both engines are water lubed and very sucessfuly. Never a problem of fluid seperation. The SC engine is a high temperature engine to achive high efficencys. The WHE has a lower efficency but can operate on wasted heat or sunlight so free fuel you can afford a little less efficency. Burning a fuel is anouther issue.
Harry
On the SC enngine it is difficult to beat water it just doesn't break down. As far as I know I haven't seen any organic fluid survive over 750f. The WHE operates at 600f so they can be used, however both engines are water lubed and very sucessfuly. Never a problem of fluid seperation. The SC engine is a high temperature engine to achive high efficencys. The WHE has a lower efficency but can operate on wasted heat or sunlight so free fuel you can afford a little less efficency. Burning a fuel is anouther issue.
Harry
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Re: cyclone engine January 16, 2009 06:19PM |
Registered: 15 years ago Posts: 10 |
Hi Harry- I'm slightly frustrated- when I bring up your engine in discussion boards no one has the vaguest idea of what I am talking about- I tell them that it is an external combustion engine, like the steam engine or the Stirling but it has an power density in line with a ICE- they don't understand that if the steam engine had power densities in line with the ICEs we'd still be driving steam cars- one place I have this problem is the EVcast (you would be a great interview) and yes I know you don't think too much of hybrids but the series hybrid seems to be the direction of the future for personal cars- but I think your engine has it all over an ICE as a range extender- the fact that it doesn't have to duty cycle and needs no cooling system or complex exhaust system and is able to use less refined fuels makes much better in my opinion.
on another topic have you thought to market a generator to the off grid crowd- these people would love to able to sever another link to the corporations by having the ability of running their backup generators on what they grow.
on another topic have you thought to market a generator to the off grid crowd- these people would love to able to sever another link to the corporations by having the ability of running their backup generators on what they grow.
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Re: cyclone engine January 16, 2009 11:34PM |
Registered: 19 years ago Posts: 1,519 |
Billybob,
"they don't understand that if the steam engine had power densities in line with the ICEs we'd still be driving steam cars"
"they don't understand that if the steam engine had power densities in line with the ICEs"
The steam engine does infact have an equivalent total power-output, equal to, or exceeding most (otto)IC auto engines. To understand how, you shound realize that 'horsepower' and 'torque' are two separate measurements. In general, you will see either one of these numbers(or both) related to a given RPM. IC engines have a totally different output range(powerband) than the traditionally slow rotation speed of steam engines, when compared to an ICE. Understanding dynometer(dyno) testing will go along way to helping 'you' understand this.
Best
Jeremy
"they don't understand that if the steam engine had power densities in line with the ICEs we'd still be driving steam cars"
"they don't understand that if the steam engine had power densities in line with the ICEs"
The steam engine does infact have an equivalent total power-output, equal to, or exceeding most (otto)IC auto engines. To understand how, you shound realize that 'horsepower' and 'torque' are two separate measurements. In general, you will see either one of these numbers(or both) related to a given RPM. IC engines have a totally different output range(powerband) than the traditionally slow rotation speed of steam engines, when compared to an ICE. Understanding dynometer(dyno) testing will go along way to helping 'you' understand this.
Best
Jeremy
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Re: cyclone engine January 17, 2009 09:34AM |
Registered: 19 years ago Posts: 835 |
good explanation Jeremy,
Of course it is very difficult to find a dyno reading on an ice engine below 1000rpm as the efficency drops so dramaticly. That is the why of a Hi bred.
Billybob, if they they had known how dirty an ice was at the time, engineering would have concentrated on the steamer. They are quoteing old technoligy not the use of new materials. And where are the experts in this field, maybe most of them here.
Harry
Of course it is very difficult to find a dyno reading on an ice engine below 1000rpm as the efficency drops so dramaticly. That is the why of a Hi bred.
Billybob, if they they had known how dirty an ice was at the time, engineering would have concentrated on the steamer. They are quoteing old technoligy not the use of new materials. And where are the experts in this field, maybe most of them here.
Harry
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Re: cyclone engine January 18, 2009 04:13PM |
Registered: 18 years ago Posts: 6 |
Hello Mr. Schoell. I'm curious to know the power required to provide air for the Cyclone engines, both for condensing and combustion.
For example, consider the Mark II blower fan which provides 1000 cfm of air, as I understand it. What power is required to drive this fan at the required rate?
Also, what is the air pressure downstream the blower fan?
Thank you,
Mark Goodson
For example, consider the Mark II blower fan which provides 1000 cfm of air, as I understand it. What power is required to drive this fan at the required rate?
Also, what is the air pressure downstream the blower fan?
Thank you,
Mark Goodson
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Re: cyclone engine January 19, 2009 09:44AM |
Registered: 19 years ago Posts: 835 |
Hi Mark
The lower the water rate the less air is required to cool the condencer. The Mark 5 requires 3.75 hp to do the cooling with a low water rate in the 7 lb per hp range. requiring at least 5000cu ft per min of air. The upper portion of the condencer is used in the combustion chamber. It goes through an exaust heat exchanger first to bring the temp to 500f. The lower section of the condencer cooling air is dumped to atmosphere. The condencing is happening in several phases, cylinder port condencer, water spray, centrifical force,for compressive condencing, and high surface area. there is over 40sq ft in the compact radial condencer wheras the typical automotive radiator is about 10sq ft surface area not to confuse with frontal area.
Harry
The lower the water rate the less air is required to cool the condencer. The Mark 5 requires 3.75 hp to do the cooling with a low water rate in the 7 lb per hp range. requiring at least 5000cu ft per min of air. The upper portion of the condencer is used in the combustion chamber. It goes through an exaust heat exchanger first to bring the temp to 500f. The lower section of the condencer cooling air is dumped to atmosphere. The condencing is happening in several phases, cylinder port condencer, water spray, centrifical force,for compressive condencing, and high surface area. there is over 40sq ft in the compact radial condencer wheras the typical automotive radiator is about 10sq ft surface area not to confuse with frontal area.
Harry
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Re: cyclone engine January 21, 2009 10:25AM |
Registered: 15 years ago Posts: 1 |
Unlike IC engines, the Cyclone engine uses an external combustion chamber to heat a separate working fluid, de-ionized water, which expands to create an power of an engine...
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Re: cyclone engine January 21, 2009 10:52AM |
Registered: 16 years ago Posts: 73 |
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Re: cyclone engine January 21, 2009 02:36PM |
Registered: 19 years ago Posts: 835 |
Hi Max
The top part of the condencer cooling air is the hottest (about 210f) and is ducted to the exaust heat exchanger coming from the combustion chamber where it picks up additional heat then into the combustion chamber. The lower section is progressly cooler as you go down the side of the condencer and is all mixed in a common duct. this mixed air is aprox 150f.
one post up said the surface area on the MK V engine as over 40sq ft is actualy over 55sq ft.
Harry
The top part of the condencer cooling air is the hottest (about 210f) and is ducted to the exaust heat exchanger coming from the combustion chamber where it picks up additional heat then into the combustion chamber. The lower section is progressly cooler as you go down the side of the condencer and is all mixed in a common duct. this mixed air is aprox 150f.
one post up said the surface area on the MK V engine as over 40sq ft is actualy over 55sq ft.
Harry
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Re: cyclone engine January 23, 2009 10:01AM |
Registered: 16 years ago Posts: 83 |
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Re: cyclone engine January 23, 2009 02:48PM |
Registered: 19 years ago Posts: 835 |
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Re: cyclone engine January 24, 2009 04:08AM |
Registered: 15 years ago Posts: 10 |
Here's a article- very interesting
Material slicker than Teflon discovered by accident
* 16:28 21 November 2008 by Kurt Kleiner
A superhard substance that is more slippery than Teflon could protect mechanical parts from wear and tear, and boost energy efficiency by reducing friction.
The "ceramic alloy" is created by combining a metal alloy of boron, aluminium and magnesium (AlMgB14) with titanium boride (TiB2). It is the hardest material after diamond and cubic boron nitride.
BAM, as the material is called, was discovered at the US Department of Energy Ames Laboratory in Iowa in 1999, during attempts to develop a substance to generate electricity when heated.
Eternal lubricant
BAM didn't do that, but was found to have other desirable characteristics. "Its hardness was discovered by accident. We had a terrible time cutting it, grinding it, or polishing it," says Alan Russell, a materials scientist at Iowa State University in Ames.
Those chance findings have now developed into a $3-million programme at the Ames Lab to develop the BAM into a kind of eternal lubricant, a coating for moving parts to boost energy efficiency and longevity by reducing friction.
BAM is much slipperier than Teflon, with a coefficient of friction of .02 compared to .05. Lubricated steel has a friction coefficient of 0.16.
One way to exploit this slipperiness is to coat the rotor blades in everyday pumps used in everything from heating systems to aircraft, says Russel. A slick BAM coating of just 2 microns (see image, top right) could reduce friction between the blades and their housing, meaning less power is needed to produce the same pumping power.
Mystery material
Bruce Cook, lead investigator on the Ames Lab project, estimates that merely coating rotors with the material could save US industry alone 330 trillion kilojoules (9 billion kilowatt hours) every year by 2030 - about $179 million a year.
BAM is also potentially attractive as a hard coating for drill bits and other cutting tools. Diamond is commonly used for this, and is harder, but it reacts chemically with steel and so degrades relatively quickly when used to cut the metal.
By contrast, BAM is cheaper and does not degrade when used with steel.
The exact reason for the new material's characteristics is still unclear, Russell told New Scientist. Most superhard materials, such as diamond, have a simple, regular and symmetrical crystalline structure. But BAM is complex, unsymmetrical, and its lattice contains gaps, none of which would be expected in a hard material.
Its slipperiness is also not entirely understood. Although Russell says the best theory is that the boron interacts with oxygen to make tiny amounts of boron oxide on its surface. They would attract water molecules from the air, to make a slippery coating.
"It's almost as if it's a self-lubricating surface. You don't need to add oil or other lubricants. It's inherently slippery," he says.
Material slicker than Teflon discovered by accident
* 16:28 21 November 2008 by Kurt Kleiner
A superhard substance that is more slippery than Teflon could protect mechanical parts from wear and tear, and boost energy efficiency by reducing friction.
The "ceramic alloy" is created by combining a metal alloy of boron, aluminium and magnesium (AlMgB14) with titanium boride (TiB2). It is the hardest material after diamond and cubic boron nitride.
BAM, as the material is called, was discovered at the US Department of Energy Ames Laboratory in Iowa in 1999, during attempts to develop a substance to generate electricity when heated.
Eternal lubricant
BAM didn't do that, but was found to have other desirable characteristics. "Its hardness was discovered by accident. We had a terrible time cutting it, grinding it, or polishing it," says Alan Russell, a materials scientist at Iowa State University in Ames.
Those chance findings have now developed into a $3-million programme at the Ames Lab to develop the BAM into a kind of eternal lubricant, a coating for moving parts to boost energy efficiency and longevity by reducing friction.
BAM is much slipperier than Teflon, with a coefficient of friction of .02 compared to .05. Lubricated steel has a friction coefficient of 0.16.
One way to exploit this slipperiness is to coat the rotor blades in everyday pumps used in everything from heating systems to aircraft, says Russel. A slick BAM coating of just 2 microns (see image, top right) could reduce friction between the blades and their housing, meaning less power is needed to produce the same pumping power.
Mystery material
Bruce Cook, lead investigator on the Ames Lab project, estimates that merely coating rotors with the material could save US industry alone 330 trillion kilojoules (9 billion kilowatt hours) every year by 2030 - about $179 million a year.
BAM is also potentially attractive as a hard coating for drill bits and other cutting tools. Diamond is commonly used for this, and is harder, but it reacts chemically with steel and so degrades relatively quickly when used to cut the metal.
By contrast, BAM is cheaper and does not degrade when used with steel.
The exact reason for the new material's characteristics is still unclear, Russell told New Scientist. Most superhard materials, such as diamond, have a simple, regular and symmetrical crystalline structure. But BAM is complex, unsymmetrical, and its lattice contains gaps, none of which would be expected in a hard material.
Its slipperiness is also not entirely understood. Although Russell says the best theory is that the boron interacts with oxygen to make tiny amounts of boron oxide on its surface. They would attract water molecules from the air, to make a slippery coating.
"It's almost as if it's a self-lubricating surface. You don't need to add oil or other lubricants. It's inherently slippery," he says.
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