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THE MODIFIED HEAT OF COMPRESSION LAW WITH THE COMBUSTION PROCESS AND
SOME REQUIREMENTS
It is possible to raise the compression pressure substantially faster than the corresponding heat of compression. The new theory is not a stagnant law. I have tried to use math and plug in numbers to find lead of pressure over heat. We cannot use the formula for a capacitance, inductance electrical circuit to figure lead or lag of phase angle. In my engine the speed is always changing, unlike an electrical circuit where the speed is always the same. It may be that a sharp math person will come along with a [simple] modified formula and we can have exact numbers. Nothing is instantaneous here. When we use a number that is the result of something that has to happen, first, then there is even more time to consider. A frame of reference is a series capacitance and inductance circuit. The heat works both ways and is very slow. We can get some close values by testing.
We can show the curve lines, straight lines, and numbers on clear plastic. We will stack the rpm, pressure, surface temperature, turbulence, fuels, water vapor, ect., graphs on top of each other to find out the points when detonation can occur.
I will relate to you the goals and how I got there. I will not give you exact numbers. These are design and how it works information, not engineering information.
In this new design we can easily control hot spots, advance one crank, cut the stroke in half and double the rpm, use water vapor, short rods, and control compression pressure. When all these mechanical things are done then the so-called, New Heat Of Compression Theory, can be considered. There can be language, age, experience, need, customs, comprehension, and attitude barriers between you and me when considering this concept. If we can exceed the heat of compression by one degree of temperature the theory is proven, but not substantially. Now lets put on another pound or two of compression pressure.
I am using the critical time when compression pressure doubles the last time to relate. People that have a lot of hands on experience with all engines seem to grasp this more easily.
The best way for me to understand when detonation would occur is by testing. I would set up engine and rotate, run it on one cylinder, or turn it with a pony engine. Then use all rpm ranges and spray various types of fuel of various octane ratings to see if it would fire, [detonate]. I would always be checking compression pressure at each rpm level. I made many pairs of exhaust connecting rods 10,20,30, and 40 thousands longer to change the compression pressure. I also changed throttle positions and the exhausts back pressure at various rpm. I would also check the vacuum on each intake manifold so as to have more air volume than fuel and air volume. I would then start the engine and see how it runs. The burn time and heat of compression is very slow, so we must mechanically squirt the charge around combustion chamber. It must be shaped around the plugs to cause charge to squirt toward the plugs to get complete combustion. One of my test engines has 6 spark plugs in each cylinder. With all the squirting toward plugs, the piston tops were very close together, because we had 6 cavities around plugs. If the compression pressure climbs too quickly and rpm is too low the spark will start the burn and before burn is complete the charge will detonate. We can retard spark, and detonation will be very weak, or not at all.
We do not want any detonation. It can lead to pollution.
The fuel air mixture will be rich, because some of the purge air will mix with the fuel air mixture and you will then a have a very lean mixture. Also, the later model computerized fuel injection should be used for more slow idle speed control. The engine does run well.
At higher rpm the pistons get too large, more heat, and leak when cold, more clearance. I would like to get ceramic pistons, cylinders and bearings. The new Kramer Engine design can go to a higher level of engine technology with the Heat Of Compression Theory. We have higher pressures, temperatures, voltage on spark plugs, efficiency, no pollution, and longer life with ceramics.
There are conditions in this engine that enhances the theory. One condition is, pistons at 90 degrees can reach top dead center in 80 degrees. The best part of the 90 degrees to eliminate, and put us closer to the point where the theory is applied, is the last 10 degrees before top dead center. This is when the piston is stopped and heat of compression can catch up. If we could take away 10 degrees from the 90 to 80 degrees it would not affect the theory very much. The 10 degrees, when the piston is almost stopped is worth much more to the theory, when heat can catch up. Another condition: The burn time. More frames of reference: In some V8 engines the spark is delivered 40 degrees before top dead center at 5000 rpm, or 1,338 milliseconds before top dead center. This is the critical time that detonation can occur, more or less. The goal is to make this critical time as short as possible. If we have a V8 with a 4-inch stroke crank and replace it with a Kramer Engine with two, 2-inch cranks, we can double the rpm and have the same average piston speed per minute, and be in the critical time 669 milliseconds. Again, we can cut this critical time in half with short connecting rods and allowing the exhaust crank to lead ten degrees. We will be in the critical time less than 400 milliseconds.
We know that good, controlled, and complete combustion, producing good power can be had at 23,700 rpm at 4500 feet per minute average piston speed with Honda’s 50cc eggcup motorcycle racing engine. The BMW Formula One racecar engine can use 20000 rpm. The critical time can be less than 400 milliseconds, and detonation problems will not occur, even with very high compression pressure and when high combustion chamber surface temperatures are used. The Formula One racecar engine that has the highest rpm and compression pressure should have the most power.
Fifty years ago detonation was in our face. The engines had long strokes, standard transmissions, often, poor fuel quality, undesirable combustion chambers and no knock sensors. I worked on and drove these cars, and when driving up a long hill in high gear, at 180 degrees engine temperature, 1000 rpm; about 100 pounds compression pressure, and with throttle wide open, the engine would detonate as the hot spots would get too hot. Today, with short stroke engines, automatic transmissions, better fuel quality, more desirable combustion chambers, and knock sensors, the drivers do not have to think about detonation.
Every weekend my theory is supported and enhanced at the drag strip. In the sixties, Double A fuel dragsters would produce about 2000 horsepower with nitro fuels. Today, they are getting more than 6500 horsepower with nitro fuels. That is more than 25 times the original power for that engine. The stock engine could pre-ignition with a hot spot in the combustion chamber even when it would make less than 300 horsepower. That engine is the same basic design today as the stock fifties engine. The dragster people have worked long and hard to eliminate hot spots so they could put on more compression pressure, more nitro, and more rpm. The rpm on the 2000 horsepower engine is about the same as the 6500 horsepower engine. They are using valves that do not sparkle when hot, [titanium].
At the drag strip, when you have two cars racing in the same class and everything is the same, running side by side, and one of the car engines detonates, most drivers will quit. They say they do not want to tear up Mom’s new Hemi Head, 300 horsepower, 5,000pd car and the heat of compression has caused the motor to reach its limit. But. No, no. These race people are not going to quit….it is a man thing….part of the American spirit. They will tear down the engine at the track and find scratches in the cylinder walls. When metal is scraped off it can glow red hot like a firefly at night. These hot spots are 360 degrees around, unlike a hot spot on the head. They will run a hone down the cylinders, put it back together, go out and beat the other driver with a scorching 89 miles per hour run. They drive home, Mom is glad the boys are safe and everyone is happy.
The Kramer Engine is an American engine that should be worked on long and hard, because of the potential savings in fuel and pollution. This country has some very good engine people to bring this to production. We can expect more than 50% to 60% efficiency early on. It will take many years of production to reduce the rise in oil imports. I have seen America spending much more money for oil each year since 1955.
It is my understanding that over the years, a research company has made some rapid compression machines to study this Heat Of Compression Theory. The first 10 models of rapid compression machines were apparently of the one crankshaft engine design. 10 more machines were made with a two- crankshaft engine in mind.
These rapid compression machines, only for testing, were sent to research companies all over the world. A university in Belfast had the older machine and then the newer model, and they said the newer model was much easier to test and control.
Louis Kramer, Inventor
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