Cars - Concept ( Jack : 2010 - 2017 )
Tights	New crank data, pressure sensors, etc. Released as an interview. In the end there is an example from the old, but almost lossless crank system. Got the idea of pressure sensors when I studied cars in college. The sensor system begins with an interview.

Crank forces and powers peaks in the midpoint, when arm is farthest from the axle. In the midpoint x component and torque are the biggest. 

How do you take advantage from crank mechanics in combustion engines ?
By adjusting ignition so, that the pressure inside cylinder peaks right before mid point. And continues over the mid point ... not as much as before. Pressure in cylinder is potential kinetic energy, it used almost immediately after it is born.

After the peak point crank system wastes energy ?
Sort of. After mid / peak point crank system starts to tear crankshaft apart from the block. Bolts which keeps crankshaft in block stretches a little. The direction of the stretch changes after lowest point. Crank system bounds back, and gives marginal help to exhaust stroke. In principle only frictional energy is lost. In overall, displacement shrinks back to original size after firing stroke. In practice the loss is not very big. The increased volume inside the cylinder lowers the pressure / power quite a lot after mid point.

In combustion engines, the gas and pressure takes most from the resistance of the crank system. Gas-pressure is the weakest thing in the system, it suspends and absorbs the resistance. As long as the crankshaft lasts, the pressure does not fall as much as it should. The fall of pressure follows x-component, torque.

The pressure, the cylinder has, when you open the outlet valves, says how efficiently your crank system has worked. When you open outlet valves, the pressure in cylinder falls very quickly. It is the point, where power production ends. The open outlet valves are the easiest way for remaining pressure to escape. Piston becomes "static" object for the pressure, pressure is no longer pushing the piston down.

The difference in highest and lowest pressure says how much energy you got from the firing stroke. Pistons' area ( radius / diameter ) is needed for calculating the energy from pressure. The pressure change is the total amount of energy you can have from the cylinder. The area of the push is piston's diameter. Regardless of the shape of the piston's top. No matter how you shape the top, the total amount of Y vector force is almost equal to flat-top piston's force. Only very rare overlapping shapes / areas increases the area, you use in calculations.

In cylinder based power calculations you need more detailed pressure data. So that the power peaks, when the crank is in the best possible positions ( near mid point ). And so, that the pressure is low when you open outlet valve. If the mixture is fully burned before mid-point, crank's gas suspension should help you with the optimum peak. When you know the movement of the piston, you can calculate logical pressure, which takes notice volume changes in cylinder. With this logical pressure you can find out the moment, when pressure actually peaks.

The power needs, that you add time component to your formula. In overall power you use rpm per second. Use rpm for calculating pressure changes in all cylinders during one second. Total power is sum of all changes during one second. In cylinder based powers you use time caps between points, when valves were opened / closed, mixture was ignited, pressure peaked, pressure at midpoint, etc.

System, sensors and theorem are brand new, it is not yet known, what kind of calculations are needed for making the adjustments. Neither it is known how the pressure currently develops in cylinder. Temperature changes in cylinder affects to pressure, combustion engine converts heat and heat oriented pressure into kinetic energy. Complicated system in practice and theory, both. So complicated, that the pressure sensors are the only way to find out, what happens during firing stroke. You cannot make reliable calculations from the firing event.

You should make crank as twisted as possible ?
No. It depends on the usage of the engine. Long arms in crank slows down the piston and movement. Crank can be optimized for burning and the cause. But there aren't any tricks with what you could improve the engine powers. With pressure sensor you can optimize filling and timing. In diesel engine timing.

Traditionally sport, race engines have short-strokes and shorter arms in crank. Long stroke and arms are known to result into engine, which has lots of torque. Long stroke engine produces maximum powers at lower rpm. Race engine's bigger powers are traditionally based on higher rpm. Increased max rpm is the another major engine tuning trick. Bigger displacement is the another.

- - PRESSURE SENSORS - -

Can you adjust engine powers ?
With pressure sensor in cylinder head you can adjust filling and ignition point by the load and power-torque requirement. In the future gas pedal is closer to power adjuster than now.

You talk about request for power, not gas pedal ?
Gas pedal is the most important, but not the only thing which sets demand for engine power. Demand for power is dependent on how heavily car is currently loaded. When cruise control is on, the demand comes from load and hills.

Pressure sensor in head is not accurate ?
It is accurate enough for filling and timing. In current classic physics, pressure is equal everywhere. There is a small delay before pressure spreads to everywhere. Delay shows well in mile long gas tubes.

Is sensor system fast enough ?
Suppose it is. 4 cylinder, 4 stroke engine has two ignitions per round. When rpm is 1 800, there are 60 ignitions per second. 1 800 is near the lowest possible rpm, when vehicle is moving. At 1 200 rpm there are 40 ignitions in one second, 25 millisecond cap in between ignitions. 

Sensor will improve cars fuel economy, engine power and reduce pollution. Make engines more robust than now ?
Sensor allows you to burn fuel more efficiently than now. Currently fuel injection system adjusts mixture, filling and timing with inaccurate oxygen sensor in exhaust system. With pressure sensor you can adjust filling and timing so that the pressure always peaks at the optimum piston position. 

How does oxygen sensor adjust timing and filling  ?
When you overload cylinder with fuel mixture, oxygen sensor notices, that too much unburned oxygen is coming out from cylinders. It starts to reduce filling and adjusts timing. That's all it does. There aren't any other sensors for controlling filling and timing. There is 3D map in the fuel injector chip, which tries to optimize the timing and filling. The map is based on engine manufacturers bench tests on different rpm / loads. The pressure sensor is an improved replacement for the old 3D-maps. Map system misses accurate sensors for current load / demand for power. Pressure sensor based system does not need such sensors. Gas pedal's position is the only thing you need to know and response to.

With pressure sensor, you can add a switch into dashboard, with what you select power / economy mode for the engine. You can also get power meter to dashboard, it would show momentary powers from the engine. With pressure you can calculate the force, which pushes piston down. 

There are many things you can do with the sensor. Many thing has more than one way to do it.

For base system you add sensors to two or more cylinders. And that's all ?
Yes. In principle one sensor is needed. Others are reserved for malfunctions. Then you need sensor for detecting crank's position, calculate pistons' positions with the sensor data. New program for the fuel injector is also needed. Program must have a mode, where it works without sensor data.

Distributor must be replaced ?
No. It got electric steering system, when electric fuel injection systems came. Carburetor engines had mechanical steering system inside the distributor, below the rotator. Distributor is a system, with what you select cylinder-spark plug, where you lead the electricity from coil. Or lead awakening current to coils. You get the piston positions from distributor. When engine takes 2 revolutions, distributor rolls once.

Sensors are not a problem ?
There are commercial sensors for quite a lot higher pressures and temperatures. Sensor must be very fast, but such does exist. All you have to do is to adapt the existing tech into engines and cars. Not necessarily the cheapest part to install / spare part to buy. At least in the beginning.

- - Semi Diesel - -

Not that good with diesel ?
No. Diesel ignites the fuel mixture with pressure. It misses a chance to adjust timing of the ignition. If system turns out to be good, it is possible to create a semi-diesel, which uses high compression ratios and assists ignition with spark plugs. A solution for trucks, heavy vehicles and others.

Spark Plugless is not the key thing in diesel engine ?
No. It is a thing that comes from high compression ratio, which is the key thing in diesel engine. Then diesel has different tubes for air and fuel. Diesel has always had a fuel injection system. Long before petrol cars got it. Diesel fuel is a problem with semi-diesel. Diesel oil starts to burn with diesel's compression ratio. Semi-diesel would need a high octane fuel, which does not start to burn on it's own ... with the same compression ratio. You cannot lower the ratio for spark plugged diesel engine, it would result into power losses.

How much you must lower the compression ratio for a semi diesel, which uses current diesel oil ?
No idea. With common diesel fuel, engine does not start when temperatures falls below -15C or app. 0F. You need winter quality fuel for getting the engine running. In the older diesel engines there were starting aids, which halved the compression ratio ... to somewhere near petrol engines. Engine never started with halved compression. Halved compression was used for getting speed and heat into engine. When you took the aid off, the engine started. Remember Fordson tractors from early 1960's, which had such system.

Trucks and heavy vehicles have big fuel tanks ... long operating ranges and times ... you do not need awful many semi-diesel pumps in the beginning. In bigger gas stations it is easy to re-assign some pumps for semi-diesel.

Without semi-diesel engines, diesel sedans will die ?
Quite obvious that in long run, diesel sedan will die. Semi diesel can be better than petrol engine. Quite a lot better than traditional diesel. Especially in high rpm diesel engines, which are used in sedans and vans. In principle diesel's higher compression ratio produces much more power than petrol engine. But the compression of the fuel-air mixture needs more energy than the compression in petrol engine. You spoil both engines with poor design.

Can you replace semi-diesel with direct fuel injection ?
Not sure. Direct injection would need spraying, when the cylinder ignites the fuel mixture. Have a hunch that currently fuel is sprayed to cylinder before firing stroke. At the same time with air. When you spray the fuel into compressed air, it ignites immediately. There is a danger that fire spreads into fuel pipes and pump.

You can use common diesel with semi diesel engine.
Yes, semi diesel works common diesel fuel. Not necessarily very well, but the engine runs.

Why diesel engines do not have spark plugs already ?
Without new system and data, there is not much you can do with spark plugs. The system is the first major upgrade to engine tech after electric fuel injection systems. Electric fuel injectors came to petrol cars in 1980's, with catalyst converters. After millennium engines got 2nd oxygen sensor. It measures the efficiencies of the catalyst converter. Sensor is in exhaust pipe after converter.

What is ODB  ?
It is a standardized system, which detects and shows faults in car's essential electric systems. ODB doesn't belong to actual engine tech.

- - PRESSURE SENSORS 2 - -

System does not have temperature sensors in cylinder ?
Not much usage for such sensors in common cars. Might want to use them, when you develop engines or have a race engine, where you try to maximize powers.

Sensors make the development of the new engines and all kinds of engine tunings quite a lot easier and faster. Since the system optimizes itself automatically, you get results from the changes very quickly. Nowadays it is a long, messy job.

Pressure sensors are rather long tubes ?
They are much like oxygen sensors. Electric part must be rather far from cylinder head. Temperatures inside cylinder are much the same, slightly higher, than in the beginning of the exhaust system.  Where the oxygen sensors are.

No changes into valves ?
Not now. Very difficult to create a reliable replacement for current camshaft system. Could raise and lower camshafts as whole in the future. Create a belt system which allows you to do so.

When engine has two overhead cams, like all modern engines have, raising and lowering the camshafts is an easy way to change timing of the valves. Easier than changing the timing per valve basis. Twin cams, DOHC engines, are usually made so, that there is one camshaft for inlet valves and one for outlets. Raising and lowering of the shaft can be rather easily made so, that it lengthens-shortens time the valves are open. When you tune camshaft / timing of the valves, changes are small, even then when you search maximum powers. 

Belt which empowers the shafts is more difficult. It must keep it's position all the time, it is never allowed to jump over tooth. It needs reliable, long lasting and strong pulley system. Possibly two synchronized systems to both sides of the shafts. So that valves always opens and closes at the right time. Camshaft gears are usually too big for the creation of a single system to the top. Right beside the gears there is sealing and bearing. Then you have the actual raiser-lower system in the head. It needs space, too.

The 2nd stage is challenging. But the new system makes it possible to get some real-life benefit from the adjustable valve timings. So far such adjustment has been almost useless, because you didn't know what do with it. Now have a goal. Data and sensors for making the adjustments.

System does not need separate inlets  ?
No. When one cylinder produces incorrect pressures and peak points, all the others do the same. You must apply changes to all cylinders.

System notices leaks in cylinder ?
If all cylinders have sensors, it does notice leaks. Do not know how much use there is for detecting leaks nowadays. They are so rare in common engines.

1st generation can be brought to markets quickly. Within few years.
After that you start to get new shapes to chambers and inlet-outlet pipes. Adjustable camshafts ... valve systems. New better programs. Continuous flow of improvements for the next 10 to 20 years. Oil-from-grain system secures oil's availability to the far future. No need to struggle with electric cars and other poorer alternatives.

When did you design and discovered this system  ?
Idea is not new. Started to finalize it in the spring 2017. After a bold jerk started to disturb me with a loud claim, that crank system doesn't waste any energy. After piston's mid point, crank system always wastes Y component from the push. When you go upwards Y component is totally lost before mid point ... in the upper quarter. In some crank systems the loss is much more significant than in combustion engines.

 Intensive finalization took place in September 2017. After I promised to cancel old, recently re-discovered, car purchase ban from Deadlock folders. Thought that new tech would kick-start the cancellation. Get it into force. New tech, which is more ecological, economical and powerful than current, gives you and the companies a reason to trade the cars before they reach the standard trade age / mileage. I was never asked to cancel the ban, eventually ban cut the car makers revenues app. 50%. By the time loose ban turned into a common practice.

Gas suspension is older than new tech. Probably researched and discovered after Halloween Hacks 2014, reservation for Boys site ... on-line comeback.  Division of the firing stroke to firing and power transmission is from the year 2010. It explains why wedge is better than hemi. Half ball hemi is better ( almost ideal ) in firing, but it loses to wedge in power transmission. At around 1970 hemi and wedge competed in powerful engines. Hemi lost, wedge is nowadays the most common combustion chamber shape.

Why others haven't found out and developed this system before ?
Don't know. Riddles are easy, when you have access to answers. To me everything opened very quickly, after I realized, that pressure is potential kinetic energy. Brand new thing, to at least me.

The pressure cap is accurate amount of energy you get with one firing ?
Small part from the pressure always leaks from the hole, which in between piston and cylinder. Leaks are the only things, which causes losses and inaccuracy. Turbulences, temperatures for example have marginal effect in sensor based energy-power calculations. Turbulences do not affect to pressure, they affect to flow. Temperature shows in pressure.

Who invented otto and diesel engines ?
They were both invented and developed in Karl Benz's workshop. Otto and Diesel were Benz's workers. Although Benz didn't invent car, he created combustion engines and 4 stroke system.

Is there systems which would be better than crank system ?
No. Throughout times hundreds of people have tried to find a better solution. Without finding any. There is Wankel engine, which uses gears instead of crank system. Doesn't work very well. It is weak and consumes more fuel than otto and diesel engines. Then it is possible to convert straight forwarded movement to rotation with liquids, hydraulic oil ... and vice versa ... but hydraulic converters are also poorer than crank system. 

Old steam locomotives with multiple axles have the most efficient crank system. Steam locomotive's crank system works so, that most of the time there is one axle, which is rolled with rods. It reduces loose Y-component oriented tensions and stretching quite a lot.

System can be and was sometimes made so, that at least one axle is sucking and converting the straight forwarded power to rotation all the time. When so, one pair of axles must have 90 degree difference in the mounting points. So that they are never in the loose Y - quarters at the same time. The stronger you make the rods and wheels, the more efficient the system is. The power and tensions are much like water, they search the weakest points and the easiest ways out from the system.

With steam locomotive's rod-axle system you can create crank systems, which are almost free from the constructional losses.
Cannot discover better systems.
Not very easily.

Can you make two crank systems to car ?
Don't know. In principle it should be possible. Possible that in some points freely floating pistons go temporarily to wrong direction. As you can read from the above, loose Y component is not a very big loss maker in combustion engines.

- - Example - -

Why Immo gets stuck in uphills ?
When you push gas pedal to the floor, you fill the cylinders as well as you can. Engine produces more power, but not enough for raising rpm and speed. Since the rpm ( output power ) does not response to better filling and higher pressure, the pressure which goes to exhaust pipe raises, with fuel consumption. The phenomena is result from the gas suspension effect. When you tune engine for ads, top speed, 0 to X acceleration and maximum powers at high rpm, the low rpm performance suffers.

New system makes it possible to detect and fix the poor filling / performance at low rpm. When driver pushes gas at low rpm, system notices that wasted pressure raises without rpm change. With this data you can first try to use mixture with more fuel than usual, adjust acceleration pump system. If it fails, you can release the pump system and optimize the fuel consumption by decreasing filling. Currently oxygen sensor or some other system seems to limit filling in uphills and some other situations.

In the background of the attempt, new system optimizes the ignition all the time. So that the pressure peaks at the right time. Optimization of the ignition gives some additional power to the attempt. Optimizer works with pressure. Filling ratio, mixture, rpm and the way fuel is burned does not cause misaligned ignitions.

With adjustable cams, you can keep inlet valves open longer, for getting more gas into cylinder. Possibly shorten the time you keep outlet valves open. For reducing the pressure, which is wasted to exhaust pipes. Both changes are small. Big changes would make a mess from gas exchange.

Why don't you trade Immo ?
It is restored to good condition. Restoration cost quite a lot. Besides disappointing engine, it has many nice things in it. It is economical for a car of its size. Especially in longer trips, you make without hurry. The suspension makes the car excellent for transporting desktop computers and instruments. Both sensitive to vibration.

- - Blast from the past - -

You think that politics will change regulations for emissions so that you can start to use optimal fuel-air mixture.
Don't know. In traffic optimal mixture produces less emissions than current thin mixture. With optimal mixture you always get more energy from gas than with thin mixture. When thin mixtures and catalyst converters came, engine powers fell over 20 percent.

When you have two similar cars, another uses optimal mixture and another thin mixture. The filling ratio you need for keeping the same speed is higher with thin mixture. During equal trips, you produce more emissions and consume more fuel with thin mixture car. You cannot get as much energy from the burned fuel than with optimal mixture car.

When you take these cars rpm based emission tests, without load thin-mixture car produces less power than optimal car. And the emissions can be smaller. When you measure emissions for 10 kW engine power optimal car is better than thin-mixture car.

The system is based on well known diagram amongst people, who design and work with combustion engines. The diagram shows how much energy you get with different fuel-air mixtures. You can find it from almost all books, which talks about combustion engines.

Can you replace oxygen sensor with CO sensor ?
Oxygen sensor is better. CO is result from imperfect burning. Excessive amount of oxygen in exhaust gases can be a result from too thin air-fuel mixture. Not necessarily a sign from unburned fuel. CO levels can be acceptable with improper air-fuel mixture. 

Catalyst converters job is to burn CO to CO₂. One reason for thin mixture is converter's need for oxygen. My Caprice has converter, the engine works with optimal mixture. If needed, it is not very difficult or expensive to add separate air inlet to converter. CO burns to CO₂ with almost nothing.

Would cars be good cleaners of the air ?

Cars would be very efficient vacuum cleaners. Common engine in moving car uses 2 000 to 3 000 liters fresh air in one minute. With efficient air filters you can keep the air in your city clean. The recently cleaned air is hot, it raises up. It is replaced with colder dirty air. Dirt is easier to clean before than after you burn it. Particles are bigger and stronger.

Without good air filters cars tend to worsen, increase the pollution of the polluted city air. After city air gets too polluted, car usage is restricted. Lack of oxygen is hardly ever the reason for restriction.

Better air filters are lossless. They do not affect to the engine, fuel consumption and power production. Small increase to the service costs is the only penalty you get.

A filter system, which would extract unwanted nitrogen from inlet air, is not impossible. Either.
You could also build heater into air inlet. If you pre-heat the air before you lead it into cylinder you can get quite a lot of more power or energy from the fuel. 

But turbo charged engine produces more power when you cool the fuel-air before you ignite it. 
Intercooler turbo can use higher pressures than common turbo. Books say, that warmer inlet air gives more pressure and power. Checked Immo's fuel consumption in cold once. When temperature fell around 20C, average fuel consumption rose almost 1 liter per 100 km. Wanted to check very common belief about winter tires. They are often said to increase fuel consumption. Made a long, almost 500 kilometers, test drive with summer tires in cold weather, the fuel consumption was much the same than with spiked winter tires.

When you pre-heat the inlet air ... fuel-air mixture ... you must re-dimension the engine for 95 / 98 octane fuel.
Some older cars had air filters with two air inlet tubes. Another tube sucked hot air from exhaust system. It was used during winters. Summertime tube sucked warm air from engine room. With pressure sensors it is easy to find the optimum inlet air temperature. Not very difficult to create system, which uses two air inlets and adjusts the inlet air temperature to optimum.

---

Excuse me, but if the pressure is stable and suspended, you cannot possibly need the sensors and new tech. You cannot get any improvement with them.

You are obviously unfamiliar with combustion, petrol engines. The suspension effect of the gas is related to crank system, the way it distributes power. The effect to the time it takes to burn the fuel is marginal. The suspension effect is only a theorem, need for adjusting ignition is unchanged.  The correct timing of ignition belongs to the most important things in the engine. It is well known, that one degree misalignment ( to one direction or another ) results already to power loss and increased fuel consumption. When engine runs, the ignition is adjusted constantly. New tech allows you to optimize these run-time adjustments. 

Change in load and gas pedal's position changes the amount of mixture there is in cylinder. It also changes the time, it takes to burn the mixture. Change in rpm, changes the time and speed with what piston moves. When rpm raises, piston reaches crank's peak area faster. When rpm changes, also the amount of the mixture in cylinder changes.

On the other hand, speed with what fire forwards in cylinder is independent from piston's movement.

If you ignite the mixture too early, the pressure raises too much before piston reaches the top. Fire extinguishes too early and pressure falls before crank's peak area.

And if ignition goes too late, part from the usable pressure leaks into exhaust system.

When engine runs 2000 rpm, there are 1 000 ignitions in minute per cylinder, one stroke lasts 15 ms. You have less than 10 ms to ignite, burn and pressurize the fuel-air mixture. At 6000 rpm, there are  3 000 ignitions per minute, stroke lasts 5 ms. You have 2-3 ms for the action.

Engine suffers from misaligned ignitions all the time. 
- Especially in cities, where you stop, go and change speed all the time. 
- Cold recently started engine is another big spender. 
- With steady ECE speed and load ignition should be near optimal.

Currently combustion engine wastes 60-70% from the energy it gets from the fuel-air mixture. There are four major loss-types : cooling losses, thermal exhaust gas losses, internal thermal losses and internal pressure losses.

Gas suspension effect drops crank-related losses to minor losses. Transfers great deal from the crank losses to the exhaust gas pressure losses. Things which result into efficiency losses are not exactly the same than reasons for power losses. Poor filling results power losses only. 

With new tech you can detect both early and late ignitions. Adjust ignition accordingly. Reduce both internal loss types. When done properly, new tech is certain to result into better engines.

Since you have new theorem and sensors, with what get the data from the firing stroke, it is easy to test and make good systems, better engines.

- - - -

As you you can see from the text, with adjustable camshafts you get much more from the sensors. You can control the opening moment of the outlet valves. And inlet valves, too. You can also use the pressure sensor for optimizing three secondary strokes, filling and emptying.