Debra
01-04-2007, 11:25 AM
Thanks for the article on the Keopple 2 cycle engine that does not need oil
in the gas.
I see problems with the way you illustrated this concept applied to high rpm
model engines, and would appreciate your comments.
It seems to me the diaphragm has to be a non-permeable barrier between the
intake mixture and the crankcase oil. Otherwise the oil would soon mix and
be sucked into the intake, depleting it from the crankcase.
The diaphragm therefore has to flex enough to displace the full volume of
the piston, not just the slight bending shown in the drawing. It would have
to be far more flexible than shown, and be 'tortured' and seem to fail
quickly with this extreme flexing running at typical high rpm of model
engines.
I am aware of an old 2-cycle oil field engine used many years ago, called a
Reid, that had an additional slave cylinder piston driven off the crankshaft
just to draw in and compress the mixture into the combustion chamber. These
were large engines that ran slow, 200 rpm. They could also run on pure gas,
with no oil mixed. So the concept is not new. But, the dedicated piston
and cylinder, while more expensive to build, offered durability and long
life, compared to a diaphragm.
Bob D
Dear Mr. D.,
The illustration that accompanied the Keopp1e article came directly from Popular Science Magazine and was not one that I drew. It was only intended to give a general idea of the operating principle involved, i.e., not show the position of the diaphragm through out the operating cycle.
Prior to the introduction of fuel injection and the use of electric fuel pumps, the majority of your automobile engines used diaphragm fuel pumps with the diaphragm keeping the gasoline from entering the crankcase. Mr. Keopp1e uses a similar extremely flexible material. Mr. Keopp1e's design is past the theory stage with running prototypes intended for motorcycles
in operation. Unfortunately, he is having some problems with a minute bit oil in the crankcase getting past the piston and into the combustion chamber which he feels a different type of oil ring will solve. Following my article Mr. Keopp1e contacted me with this additional information. He also has an engine under development that uses this principal to super charge the engine.
Thanks for taking the time to write and express your thoughts.
Regards,
Clarence Lee
(to write to Clarence, please email man@airage.com)
in the gas.
I see problems with the way you illustrated this concept applied to high rpm
model engines, and would appreciate your comments.
It seems to me the diaphragm has to be a non-permeable barrier between the
intake mixture and the crankcase oil. Otherwise the oil would soon mix and
be sucked into the intake, depleting it from the crankcase.
The diaphragm therefore has to flex enough to displace the full volume of
the piston, not just the slight bending shown in the drawing. It would have
to be far more flexible than shown, and be 'tortured' and seem to fail
quickly with this extreme flexing running at typical high rpm of model
engines.
I am aware of an old 2-cycle oil field engine used many years ago, called a
Reid, that had an additional slave cylinder piston driven off the crankshaft
just to draw in and compress the mixture into the combustion chamber. These
were large engines that ran slow, 200 rpm. They could also run on pure gas,
with no oil mixed. So the concept is not new. But, the dedicated piston
and cylinder, while more expensive to build, offered durability and long
life, compared to a diaphragm.
Bob D
Dear Mr. D.,
The illustration that accompanied the Keopp1e article came directly from Popular Science Magazine and was not one that I drew. It was only intended to give a general idea of the operating principle involved, i.e., not show the position of the diaphragm through out the operating cycle.
Prior to the introduction of fuel injection and the use of electric fuel pumps, the majority of your automobile engines used diaphragm fuel pumps with the diaphragm keeping the gasoline from entering the crankcase. Mr. Keopp1e uses a similar extremely flexible material. Mr. Keopp1e's design is past the theory stage with running prototypes intended for motorcycles
in operation. Unfortunately, he is having some problems with a minute bit oil in the crankcase getting past the piston and into the combustion chamber which he feels a different type of oil ring will solve. Following my article Mr. Keopp1e contacted me with this additional information. He also has an engine under development that uses this principal to super charge the engine.
Thanks for taking the time to write and express your thoughts.
Regards,
Clarence Lee
(to write to Clarence, please email man@airage.com)