[Gasification] engines

[Toby Seiler]

Geoff and list;
   
  Thanks for the post.  I have observed several steam engines at the Iowa power show and some have the double stroke like the Stanley Steamer as you point out.  Most of them are very low speed and employ big flywheels unlike the SS (as far as I know).  Does the SS directly drive the rear axle and have a crank on the axle?
   
  Modern IC engines have higher horsepower because of higher speeds.  Today's IC piston and rod are a fraction of the weight of most steam engines.  If the lighter weight piston and rod allow higher speed, then one will develop more horsepower from the rotating crankshaft if that reciprocating weight is minimum.  I'm not talking 10k but maybe 2,500 rpm operating at 50% power.
   
  The diesel has a stronger piston setup than gas engines because of the higher compression ratio.  The pistons/rods are heavier and longer and will also have a longer stroke on the crank as compared to a higher rpm gas engine.  Ergo if one wants max rpm to be higher, perhaps a gas engine block and crank would be a good choice.  Piston stability in the cylinder would seem to need improved upon, as would lubrication and sealing.   Most engines have billet pistons available for racing.  Perhaps the seal details would be different and a manufacturer would sell an uncut set.  Aluminum with leather or ? seal would need more cold clearance and perhaps Teflon coating could improve the lubrication effectiveness and wear properties on the cylinder, coating either the inside of the cylinder or the piston. 
   
  If one were using the four stroke design with an integrated camshaft, the gearing or chain drive would need to be different (or a cam made with dual lobes).  The steam engine would have a power stroke on each stroke down and the ratio would need changed to 1-1 instead of  2-1.  The camshaft would need to open the intake and close the exhaust avoiding the TDC piston.  
   
  It would be nice to eliminate all of the mechanism and have electric timing from a crank trigger and PLC/PC monitoring and controlling the entire systems functioning.  Things like valve dwell, advance and retard could be programmed to coinside with the power requirements including fuel flow and other inputs into a gasifier.  The gasifier is the subject of another post.
   
  I know of no engines that operate with electric valves, do you?  Since the steam is at high pressure, that would seem to make the intake both smaller and with different seating if the OEM head was maintained for the mechanical valving. 
   
  The Lister appeared to be a three cylinder, single stage. It could also be arranged with two cylinders as a second stage after passing through one cylinder as a first stage.  For a six cylinder this would mean 2 cylinders could be a first stage and 4 the second.  Got a 12 cylinder Jag engine laying around as 8 or 10 doesn't seam to work?  One would need to study the crank for the timing arrangement of the valving, but it could easily be programed on a PC.  With manifold valving, even the entire engine could be changed in motion from single stage lower speed to dual stage higher speed.  Perhaps that's an advantage for more variability in speed control matched to torque requirement.  
   
  You mention insulating the cylinders of the SS to maintain the heat and not condense there. Would the water jacket work to be a condenser or could it hold heated oil? How hot could the lube oil get before it's breakdown becomes a factor.  I have a small electric hydraulic pump with compensator for up to 200 psi, seems an injection on the cell walls could be directed there.   
   
  Hope this theorizing is not too boring.  Expose the weak parts... with humor please.
   
  Regards,   Toby Seiler 
   
   
   
   
   

 
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