Piston Octagonal in Deformable Controlled Geometry (POGDC)

Tips, advice and tips to lower your consumption, processes or inventions as unconventional engines: the Stirling engine, for example. Patents improving combustion: water injection plasma treatment, ionization of the fuel or oxidizer.
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by jam » 30/03/09, 00:06

Very well remundo,
But why not try very hard to find nicer names for these machines?
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by Remundo » 30/03/09, 12:10

Well what, the POGDC, it's ultra fun trendy : Cheesy:

Did you know that the INPI refused the title "hyperthermic trap of direct solar radiation", because "not technical enough"

I replaced it with "Concentrator of Solar Radiation with Hyperthermic Reflectors", so the PHRSD became the CRSRH, but I don't like (with a vague link with the human resources of the constabulary : Lol: ), however, the Examiner liked it a lot. :P

That's why since then, the "technique", they have for the money [that I give them] : Lol:
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by jam » 30/03/09, 14:12

I understand for official documents, but for us, the amateurs on the web, it would be easier to follow with more evocative names. I have no suggestions at this time, unfortunately.
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by Remundo » 30/03/09, 14:58

A simpler name, "deformable octagon machine";

pulsating octagon machine
pulsating rotary octagon machine ...

but it's not as smart as POGDC : Idea:
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by Remundo » 31/03/09, 13:03

Hello everyone, today I'm launching a new genre ... The technological novel, exclusively on econology :D
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by Remundo » 31/03/09, 13:06

History and Genesis of SYCOMOREEN motors / pumps

Episode 1: the context

In 1990 years the automotive landscape is changing enormously “under the hood”. Several revolutions are underway: very advanced technologies are mass-produced like direct injection Diesel, then gasoline, at very high pressures (of the order of 1000 Bar with the common rail, the injector-pumps, and the needle lifts with electromagnetic control, then piezoelectric), combined with chocks increasingly fine valve and supercharging variables thanks to advances in control electronics.

It is the full development of "i" on the trunk ... for Renault dTi, then dCi in Diesel, and IDE in petrol. TDi then FSi for the Germans Audi and Volkswagen, DiTD for Opel… without forgetting the Hdi from PSA. Only BMW remains sober with a modest d or TdS, or i, but with equally exceptional engines. It was also the time when Bosch, and to a lesser extent Siemens, completed the predominance of the German industry over thermal engines, in particular Diesel, by equipping the majority of direct injection engines with their high pressure injectors and pumps. , and of course all the computers that control them.

This is what I call "the little miracle of nineties": consumption decreases significantly while at the same time, cars get heavier and engines have higher and higher "peak power". Volkswagen even sells a Golf branded GTi… with a Diesel engine!

The brilliant success of this transition, schematically between “indirect low pressure atmospheric injection” and “direct supercharged high pressure injection”, triggers a series of research programs in the R&D labs, which place a lot of hope in this and which unfortunately are not at all in place 10 years later: the camless, the 42V network, the electrically assisted turbocharger, the variable compression ratio or the HCCI / CAI combustion modes were still largely experimental in 2009.

Between 1998 and 2000, I just had my baccalaureate. I want to be an engineer or a teacher, but in any case, I want to acquire a solid training in engineering because I like mechanics for a long time. So I go into preparatory classes ... 2 years where you have your nose in the handlebars ... except in TIPE (personal initiative work supervised). The theme of the time was "Earth and Space". I immediately place myself in the field of transport: I do my first research on combustion and I choose my subject "direct injection engines".

Between the library and the brand new high school internet connection, (at 10 kb / sec…), I then have every opportunity to immerse myself in the “motor problem”. The subject is vast, but nevertheless fascinating. I quickly realize that I have to restrict myself: only talk about direct injection with a double reading past / future and petrol / Diesel ... I do not forget when I come home from my glues at 19 or 20 pm to go buy Autoplus , which at the time, gave many details on the performance of these new engines.

The months passed and in September 2000, I joined the French Institute of Advanced Mechanics (IFMA). I continue my research out of curiosity and fun. Little by little, I begin to carry out without realizing a series of benchmarking and a technological mini-watch on everything related to internal combustion engines, by collecting more technical articles on specialized magazines like Autoconcept ( which I highly recommend reading), by skimming the patent databases that are starting to take hold on the Web, and finally various and varied websites…

During the 1990s, the one who talks about hybridization of a vehicle is then considered a dreamer. Anyone who thinks that engines favor power too much because cars get too heavy and not very aerodynamic is embittered. Why deprive yourself? Toyota with its small Prius (yet very weakly hybridized) is the laughingstock of other manufacturers…

It is indeed the time to show off in all areas. We drive in a 4x4 - sorry, in a “Sport Utility Vehicle” - to start at high speed at the red light and climb on… the sidewalks (a useful sport without a doubt). The world of industry is qualified by the hushed term "old economy", understand archaism: the tertiary sector and the Internet brew billions, usually on the flop, but at the time, it still tastes good. The tie is the absolute tool for social success: the e-financier, the business angel and the trader are the gurus of the moment, while the steelmakers, and even the energeticians, from the worker to the Director, are pointed at the better like "has been", and worse like the red lanterns of the economy.

Because in terms of energy, it is still the time for carelessness and status quo : the concept of sustainable development only exists for the most militant specialists or ecologists. Oil flows afloat, gas is flared by billions of m3 because without sufficient economic interest, and in France, uranium fission happily.

Boosted by direct injection and increasing trade in goods by truck, transport is massively dieselized, despite the imbalances between supply and demand that this imposes on refineries. AT each braking on saturated peripherals, all vehicles burn kinetic energy of one or two tonnes launched at 80 km / h, sometimes more, in brake discs, then waste their stationary fuel in the traffic jam. The Kyoto protocol is refused by the main polluters of the planet. Something is wrong… But why the hell do you care?
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by Capt_Maloche » 31/03/09, 17:14

Well, well I can't wait to read episode 2 :D

AH, and by the way, the tie is always a sign of social success, this piece of lined fabric primarily intended to hide the shirt buttons, but which often ends its day in the sauces of the dish of the day : Cheesy:
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"Consumption is similar to a search consolation, a way to fill a growing existential void. With, the key, a lot of frustration and a little guilt, increasing the environmental awareness." (Gérard Mermet)
OUCH, OUILLE, OUCH, AAHH! ^ _ ^
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by Remundo » 01/04/09, 09:59

Hi Captain '... well seen, : Wink: this is episode 2

Episode 2: the beginning of the adventure

In December 2002, I finished my 3rd year at IFMA. That's it, in 6 months, I will be graduated and "mastered" : Cheesy: … Between 2 'projects' (the great specialty of engineering schools where we change it every 2 or 3 months, which requires dynamism and adaptation… in typing), I reflect on the total inadequacy of the heat engine compared to its use in the world of transport.

The heat engine always consumes energy, even when the vehicle is stationary, and in addition, it is often in partial load, that is to say on poor performance. Suddenly, it is very polluting in town. It is not very compact: the crankcase and the high engine are much larger than the only really driving areas, namely the cylinders. It is necessary to turn a large crankshaft, to bubble the eccentrics, the connecting rods and the pistons in the oil… And as that is still not enough, let's not forget to stir a good dozen valves at the top engine via camshafts and springs.

All this machinery no longer shocks anyone, even the most demanding technicians. It's proven and produced in staggering quantities, it soaks the neurons and fights fiercely against any improvement, except peripheral : thus, we see a riot of sophistication and refinement all around the engine, but not in the heart of the engine… so obvious that nobody thinks about it anymore.

Structurally, there are also some other small flaws. The piston stroke draws a volume proportional to this characteristic length. The pistons only work on one side. For the sake of compactness, it would be better to vacuum in proportion to the square or the cube and work on both sides. Likewise, aligning cylinders in a parallelepiped has never been an optimal compact geometry. It also takes 2 turns of the crankshaft to make a 2-stroke cycle per cylinder. 4 laps is a long time.

The connecting rod / piston / crank architecture has known a golden age for ... 200 years. However, the salespeople sing the praises of the latest models and it is always the point of technology, even innovation, to fall backwards. Remove the injectors, the variable timing and the computer and you fall back on the Lenoir engine of 1850 ... : Idea:

The combustion engine owes its success only to an abundant fuel, easily transferable and transportable, providing considerable autonomy to vehicles. The recent progress in the combustion or distribution of gases are only the final margins of progress which make the mechanical architecture "piston / rod / crank" appear much more modern than it is.

We are at the end of 2002, and what can be better than direct injection and overeating? Go where no one has gone: an engine with these elements, but above all with displacement AND variable compression rates, so as to remain on sufficiently high loads to have the lowest specific consumption and optimize combustion at all speeds. It must also be ultra-compact to promote hybridization, for example thermal / electrical or thermal / pneumatic.

Combining compression ratio and variable displacement is my idea of ​​the moment. I know a good number of variable compression ratio (VCR) mechanisms, and some others with variable displacement. Generally, all are grafted into a piston / crankshaft architecture. I am deliberately looking for a new and unusual mechanism taking up the challenge. I am having fun on Maple V4 (it's my traveling companion since 1998 where I was inoculated with the virus in Prep) to deform a rhombus hanging on 2 connecting rod / crankshaft systems (even I was formatted connecting rod / crankshaft ... but I came back).
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The principle was to phase one crankshaft relative to the other to modify the compression ratio and the displacement. A screenshot with comments

All this is embryonic and hardly convinces me: not balanced, very strong coupling between the displacement and the compression rate. But at the time, I did it like others could do crosswords or Sudoku… that is to say really for fun and to pass the time.
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The end of year celebrations pass. It is January 2003. I realize that by symmetrizing the movement of the rhombus, and by calculating the envelope of the movement of the connecting rods (the maths know it well, it is an astroid), 5 combustion chambers appear, with the central unit pulsating 2 times faster than the 4 peripherals. Interesting. Suction volumes proportional to the square of the travel of the moving parts. Balanced system. But in the impracticable state.
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Nevertheless, it is a curiosity never seen anywhere in the world of engines. I show this to my buddy (a friend with whom we worked together on all projects). He tells me that it's fun, but that I'm still a little praised: I answer him that this is surely why he chose to work with me…

On these joyful jokes comes the time for the defense of the famous 3rd year project: a technological prospective on a traveling accident simulator, requested by a large insurance group to "sensitize" the public during the summer in the areas of highway. No problem, we worked regularly and the project has been folded for 3 weeks. We have sized the mechanisms and even have a few supplier contacts ready to supply the actuators, slides and very low friction bearings for a prototype, but we also know that when launching the project, the funds will probably not be there and another free study will be required, and entrusted to our successors ... For the defense, one more, one less, we are used to the exercise ...

Spring 2003. My buddy goes on an international trip abroad, the charm of Australian women not leaving him unmoved. During this time, my end of studies internship awaits me… Maintenance Engineer in the quenching and tempering furnaces for aluminum metallurgy. On the program, referencing of spare parts and organs, drafting of operational plans against industrial risks and various and varied operational modes for workshop staff. It is immediately less glamorous than Australian, but it does not bother me. At least it is concrete and one does not have the impression of working in a vacuum.

And then for a few months, becoming an Associate Professor of Physical Sciences has been tempting me more and more ... with in perspective a double Engineer / Prof course and a transversality covering 3 subjects: Physics, Chemistry and Industrial Sciences. A great challenge, just like this astroïdal engine which turns me regularly in the head…

I tell myself that it deserves to be taken up with much more seriousness. And before going any further, we must lay down draconian specifications: way ahead of its time, with bold specifications giving cold sweats to the best engine engineers, who respond to your heart with a tense grin "this is not technically sustainable, Sir" ... :P
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by Capt_Maloche » 01/04/09, 11:04

So this is it !
you are only at the beginning of your adventure :D there is a good chance that you can meet the right contact to launch this project

For me, the future of the automobile in the short term lies in the constant thermal regime coupled to an alternator for charging batteries / capacitors

will there be an episode 3? :P
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"Consumption is similar to a search consolation, a way to fill a growing existential void. With, the key, a lot of frustration and a little guilt, increasing the environmental awareness." (Gérard Mermet)
OUCH, OUILLE, OUCH, AAHH! ^ _ ^
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by Remundo » 02/04/09, 12:52

Hi Captain ',

it is indeed an aspect that SYCOMOREEN motors take into account, while being able to be optionally equipped with variable timing and VCR for unsteady motorization.

Episode 3 is in the pipeline ...
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