New product from Doug Pelmear's HP2g

[JRMichler]

Originally Posted by Chipster22a

I don't know if he was actually sued, but he was in danger of losing his patents on the 110mpg engine because of defaulting on a $50,000 loan with Henry County Ohio. I don't know if he ever paid or not. Henry County was to become the owner of the patents, but there has been little news coverage.

His patents are unicorns. He has a patent for an engine brace, and a patent application for electromagnets in an engine. The electromagnets pull on engine parts to help the engine turn, AKA try to make a gas engine into a really half-assed electric motor.

To see the patents, go to patft.uspto.gov. Select Advanced Search under either Patents or Applications and enter IN/pelmear for search term.

[Frank Lee]

Brilliant! "Patent" some garbage such that the patent papers are only suitable for ***wipe, "borrow" $50,000, don't pay it back, and lose something worthless in exchange. Pretty easy $50,000.

[euromodder]

Originally Posted by redneck

After all, cylinder deactivation can help fuel economy.

This kind of cylinder deactivation is called DFCO ... engine braking.
That's cylinder deactivation on all cylinders.
Guess what, it slows you down.

The air does not expand because of the residual heat.
It expands because it's been compressed in the compression stroke - costing energy - and the piston is going down because it's connected to the crankshaft.
Sure you'll get some of that compression energy back, but never all of it.

Cylinder deactivation works if you can control the valves so the compression stroke is no longer a compression stroke, and very little energy is wasted moving the piston about.


There could be some advantage in increasing the load at the same rpm for the remaining cylinders - and better BSFC.
Don't expect miracles though ...

[redneck]

This kind of cylinder deactivation is called DFCO ... engine braking

.

DFCO or Deceleration Fuel Cut-Off, aka Engine braking.

That's cylinder deactivation on all cylinders.

True, if in full DFCO. However, all the cylinders are not deactivated in this case.

Guess what, it slows you down.

True, when cylinder deactivation is on all cylinders.

The air does not expand because of the residual heat.
It expands because it's been compressed in the compression stroke - costing energy - and the piston is going down because it's connected to the crankshaft.
Sure you'll get some of that compression energy back, but never all of it.

Agreed.

Cylinder deactivation works if you can control the valves so the compression stroke is no longer a compression stroke, and very little energy is wasted moving the piston about.

Works better this way no doubt.

There could be some advantage in increasing the load at the same rpm for the remaining cylinders - and better BSFC.

Possibly.

Don't expect miracles though ...

I never do.







There are however, differences in the effect of engine braking when comparing petro to diesel engines.



Engine braking - Wikipedia, the free encyclopedia

Petrol (gasoline) engines
The term engine braking usually refers to the braking effect caused by the closed-throttle partial-vacuum in petrol (gasoline) engines when the accelerator pedal is released. While some of the braking force is due to friction in the drive train, this is negligible compared to the effect from the vacuum.

When the throttle is closed, the air flow to the intake manifold is greatly restricted. The concept can be illustrated by the amount of effort required to blow/suck through a thin tube vs. a thicker one. It is the work the engine has to do against this restricted air flow that provides the braking effect.

[edit] Diesel engines

Diesel engines do not have engine braking in the above sense. Unlike petrol engines, diesel engines vary fuel flow to control power rather than throttling air intake and maintaining a constant fuel ratio as petrol engines do. As they do not maintain a throttle vacuum, they are not subject to the same engine braking effects.

Like I posted earlier.


"It may have some merit."


>

[drmiller100]

diesels are different then gas engines in how they manage air. by definition, a diesel has "unlimited" air already. if you want less power, put a little less fuel to the combustion. By defintion, the engine is ALREADY loaded with most efficient air.

I still think this idea has merit on a gasoline engine. Do a misfire by skipping gasoline on one rotation.

In order to maintain same power, you would have to have MORE air, so you would open the throttle more.

Hence, less pumping losses.

This is basically pulse and glide thousands of time per minute.

[Frank Lee]

Repeat after me: Pumping losses. Pumping losses. Pumping losses.

I doubt if it makes a difference if you sequence amongst cylinders or go whole hog.

[bhazard]

Wait, he's STILL at it?

His old "engine production facility" is now just a hole-in-the-wall bodyshop/collision center these days I think.

[Frank Lee]

Wasn't it always?

[Chipster22a]

http://www.youtube.com/watch?v=TvEeAX-Y2NA

[t vago]

Are you somehow related to this business, Chipster22a?