New 4 stroke
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The minimal chamber volume can vary about to 400%, which was a huge surprise. This calculations revealed the possibility of the compression ratio change from 7 to 24:1(!!). Minimal room is not 360 degrees of turns of main axes also, as we are acclimated for it. The minimal chamber volume is in radically other point of the crankshaft rotation - not traditionally in 360 deg, but in 375 deg, 15 deg after the T.D.C. (U.D.C.) where the torque of the (shoulder) arm-crank is much greater. This several degrees takes a stand after external expression of main crush which minimum surely big increase of rotary moment will cause that - maximum gas power acts on greatest shoulder of crank of axis. | The minimal chamber volume can vary about to 400%, which was a huge surprise. This calculations revealed the possibility of the compression ratio change from 7 to 24:1(!!). Minimal room is not 360 degrees of turns of main axes also, as we are acclimated for it. The minimal chamber volume is in radically other point of the crankshaft rotation - not traditionally in 360 deg, but in 375 deg, 15 deg after the T.D.C. (U.D.C.) where the torque of the (shoulder) arm-crank is much greater. This several degrees takes a stand after external expression of main crush which minimum surely big increase of rotary moment will cause that - maximum gas power acts on greatest shoulder of crank of axis. | ||
| − | I cannot exactly say, what it would incorporate in combustion process, because it is a very new, DYNAMIC and VARIABLE “combustion | + | I cannot exactly say, what it would incorporate in combustion process, because it is a very new, DYNAMIC and VARIABLE “combustion area”. |
| − | + | Family compression ratio calculations, based on my prototype, prototype introduce below. | |
| − | Family compression ratio calculations, based on my prototype, prototype introduce | + | |
Figure 2. | Figure 2. | ||
[[Image:Figure 2.jpg|border|left|600px]]<br style="clear:both"/> | [[Image:Figure 2.jpg|border|left|600px]]<br style="clear:both"/> | ||
| − | Minimal intake volume, depending on the angle of the main crankshaft, based on my prototype, prototype introduce | + | Minimal intake volume, depending on the angle of the main crankshaft, based on my prototype, prototype introduce below. |
Figure 3. | Figure 3. | ||
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[[Image:New4stroke1.gif ]] | [[Image:New4stroke1.gif ]] | ||
| − | Those diagrams present that we deal with a new, VARIABLE combustion area (if it could be named a "combustion space", because it's dynamic). | + | Those diagrams present that we deal with a new, VARIABLE combustion area (if it could be named a "combustion space", because it's dynamic). The traditional combustion chamber had been developed through last 100 years, in this case, developing the combustion space will occupy due to computers less time definitely a bit. |
| − | The traditional combustion chamber had been developed through last 100 years, in this case, developing the combustion space will occupy due to computers less time definitely a bit. | + | |
Right now, a lot of advantages of this idea can be seen - variable compression ratio, while changing the angle between crankshafts for all own cylinders in the engine, by adjusting only ONE mechanism. The adjustment of the angle will rather increase the torque. The valve pistons also impact effect rotary moment also positively rather on the overall torque. Especially, the exhaust piston (It is smallest piston), which is affected by the maximum firing pressure on the maximum (shoulder) arm-crank. | Right now, a lot of advantages of this idea can be seen - variable compression ratio, while changing the angle between crankshafts for all own cylinders in the engine, by adjusting only ONE mechanism. The adjustment of the angle will rather increase the torque. The valve pistons also impact effect rotary moment also positively rather on the overall torque. Especially, the exhaust piston (It is smallest piston), which is affected by the maximum firing pressure on the maximum (shoulder) arm-crank. | ||
Summing up all variable alternate coherent as: | Summing up all variable alternate coherent as: | ||
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1. Individual diameters of pistons, 3 part x 4 dim = 12 | 1. Individual diameters of pistons, 3 part x 4 dim = 12 | ||
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2. strokes of particular pistons, 3 part x 4 dim = 12 | 2. strokes of particular pistons, 3 part x 4 dim = 12 | ||
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3. angles between crankshafts, 4 x 4 x 4 = 64 | 3. angles between crankshafts, 4 x 4 x 4 = 64 | ||
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4. height of the connecting rod, 3 part x 2 dim = 6 | 4. height of the connecting rod, 3 part x 2 dim = 6 | ||
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5. deviations from pivot of cylinder, 3 part x 2 dim = 6 | 5. deviations from pivot of cylinder, 3 part x 2 dim = 6 | ||
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6. slips of integrity of crushes outside more | 6. slips of integrity of crushes outside more | ||
or inside of main cylinder, 2 dim=2 | or inside of main cylinder, 2 dim=2 | ||
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7. distances of pivots of axes crankshafts, 2 dim = 2 | 7. distances of pivots of axes crankshafts, 2 dim = 2 | ||
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8. the height of the intake/exhaust windows. 2 part x 3 dim = 6 | 8. the height of the intake/exhaust windows. 2 part x 3 dim = 6 | ||
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- bigger volume capacity - better efficiency ( - 20% ) | - bigger volume capacity - better efficiency ( - 20% ) | ||
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- variable compression ratio ( - 10 % ) | - variable compression ratio ( - 10 % ) | ||
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- lack of the valve springs - less power needed to operate them the timing gear ( - 10 % in full power-in no full power largest) | - lack of the valve springs - less power needed to operate them the timing gear ( - 10 % in full power-in no full power largest) | ||
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- possible changes of intake and exhaust angles ( - 10 % ) | - possible changes of intake and exhaust angles ( - 10 % ) | ||
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- mechanically forced combustion process ( - 5% ) | - mechanically forced combustion process ( - 5% ) | ||
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