HAI Experiment

[R.I.D.E.]

On the topic of Diesel engines. Many do not operate on the Otto cycle.

Examples:
OPOC
Detroit 2 strokes
Free piston engines

In the classic definition of the first functional Diesel engine. Rudolf Diesel developed high pressure timed injection as a solution to the problems related with the early gasoline engines as to how to deliver the fuel and ignite that same fuel in a reliable way without destroying the engine. Even spark plugs were in their infancy as far as reliable ignition amd durability. Compression ignition eliminated the spark plug issue altogether. If memory serves me correctly Mercedes produced the first practical Diesel powered automobile in 1936.

Rudolf's original design used peanut oil as a fuel, which did not have the sulfer content problems associated with modern oil based fuels in todays diesel engines. Rudolf Diesel, the inventor of the engine that carries his name died a poor man. With modern biofuels many of the sulfer related Diesel emission issues are resolved by changing the fuel source itself, which has been most of the problem all along. Recent legislation has also required significant reductions in the sulfer content of Diesel fuel.

While compression ignition is generally associated with Diesel engines, in HCCI engines it becomes practical because the issue of fuel distribution in the combustible fuel air mixture is resolved by achieving a truly homogenous mixture at the molecular level. This means when ignition occurs, it occurs everywhere in the combustion chamber at the same instant, whcih is not the case in a traditional diesel engine, or in any non HCCI gasoline engine. Spark knock in as conventionally understood is only present in HCCI engines when the compression induced ignition occurs before TDC on the compression-combustion phase of the cycle. This issue is being addressed, as we speak, by developing a means of variable compression ratios. My engine design allows for compression ratios to be varied from 0 to as high as 50 to 1. In this design the point of combustion is controlled by the compression ratio itself. A conventional knock sensor would be utilized to reduce the compression ratio to control the point of ignition to occur exactly at the same point, relative to TDC, regardless of load changes on the power output of the engine itself. Generally speaking compression ratios would be lower as load became higher, an essential component of successful HCCI implementation. Another essential component of successful HCCI is to have a precisely predictable load scenario. This is not practical with engines as the yare currently used in vehicles, due to the changes in effective compression due to throttle restriction being utilized to control power output. In future designs HCCI engines will always operate without any manifold vacuum present, which achieves highest effective compression. In other words you will change the compression ratio of the engine, instead of restricting the airflow to reduce engine power.

Although most HCCI developments are in the field of Otto cycle (4 stroke) reciprocating engines, there are developements in engine designs that are not 4 stroke engines. I have one such design. Another is the free piston design. In one case the Free piston design is combined with a linear generator to recharge barrteries in an electric hybrid. Another is OPOC, but I am not sure if it will every be configured for HCCI becasue that design uses 2 crankshafts and opposed pistons which increases reciprocating mass beyond conventional reciprocating engines.

In other designs the Free Piston engine develops hydraulic pressure directly for a hydraulic hybrid vehicle. The vehicle is driven by hydraulic fluid from the accumulator with no direct connection to the engine itself.

Google Ingo Valentin of Valentin Technologies for a good read on his hydraulic hybrid if you are interested.

Regardless of the engines specific cycle the practical development of a functional HCCI engine has the additional benefit of potentially eliminating the necessity of pre or post combustion emission treatment on top of improved energy conversion efficiency. No more catalytic converters.

Nova
Your reference to the 2001 article on Premium and regular fuel requirements mirrors my experience with my 3 vehicles.

I am not interested in discrediting you. I am here to learn (which I have considerably) and to try to inform people of my designs as well as the developemnts of others which should lead us to the point where we no longer depend on OPEC for oil, and the resulting reductions in global emissions that would be an additional benefit of reducing fuel consumption in every vehicle on the planet.

Sit back read and enjoy. I hope you find information that provides you with a direct financial benefit, as well as an environment that is capable of sustaining the lives of those who have no means to really change the way we drive and live. Lets hope we leave the young and innocent a world that is better then the one we inherited.

Try our suggestions yourself. Some will work. Some will not work. What works for you does not determine what works for me. I know what works for me and that does not determine what works for you.

Thats the difference between a personal conflict and some benefit to all. What you may or may not achieve is totally under your control.

Good luck and I hope you succeed. I have already.

regards
gary