The Larsen RADAX Hydrogen Powered Engine – Part One
What Mr. Larson’s done is to put together all the ways that you can thermodynamically make advantages in an engine.
He has adiabatic cylinders and pistons. he says they’re not robbing heat on compressed conditions without heat transfer.
So, anything that you put in and work equivalent, becomes elevated temperature.
Gas, as in air, is heated on compression, stays in the air. He has stratified charge combustion,and says that he’s adding the fuel within such compressed air. And, burning on a basis that is a time for the fuel’s purpose to be best effective.
So that he gets the use of the fuel value on the power stroke.
What else he’s showing here is the ability than to transfer the thrust of the piston without side load. It’s without sight loads to the cylinder to a rod to a system, for making it into torque, on a rotary cam.
The rotary cam is designed to have three lobes per site per revolution which gives them a net ability to have 24 power strokes per revolution.
So there’s no crankshaft per se in this engine. The crankshaft that ordinarily would be used in common engines is absent. Instead he’s managed a system that has no side thrust on the Pistons, produces torque on cams instead, and produces a much greater net torque. That’s possible because he has a three to one torque multiplication by the number of cam lobes that he has per side of revolution.
He has four cylinders opposing four cylinders, which furthermore makes it a completely balanced engine. This is an eight cylinder engine. It’s a eight-cylinder, opposed for four opposing for 24 power strokes, per revolution.
That was the end part of the span equation. That’s the way to have the plan equation working for you, with all of these put together in a ensemble of thermodynamic advantages.
But further than that, he’s enabled a system, because it has a torque multiplier built in. it uses a very low cross section for going through the air or through water with minimum drag. Additionally, he’s able to pack 300 horse, in this small unit volume.
What this engine is 300 horsepower is 300 horsepower real real power. Nine hundred foot-pounds to the output shaft. So, this is the output shaft down here, and it could have an output shaft on both ends if you wanted to put them there.
This is the replacement for the engine transmission, and differential. You have your drive wheels as many times as you want to have drive wheels. Even, the earth mover or anaphor, before for much more control.
You can turn off either side and as the cam allows, it’ll go backwards as well as forwards, on a selection of firing order.
For the four opposing four, in other words you can come stop immediately, start on reverse rotation, and provide all-wheel drive. even with this much clearance.
Because of this relatively small, cross-section and engine extent to do the same job as 300 horses, that ordinarily would be a a very large engine.
So, how many cylinders kind of run on minimal power? Well he could load on all of these cylinders, because he’s burning on a stratified charge basis. So, he can burn any air-fuel ratio, and choose whatever torque he wants to develop.
Not only can you choose the number of cylinders you want to run on, you can determine the charge of all the cylinders .
Exactly right, you could use the same amount of fuel as you would on one cylinder or full power divided across eight cylinders. Keeping all eight running and moving precisely right and stay entirely balanced, all the way through this regime of operation.
Now we’re looking at a prototype model here of the engine. This is not the actual operational engine. This is a full-size prototype of all the components, so you can see them.
We can see right in the cylinder down here. What you’d see is that the piston motion, here, is expressed as compression over here.
Oh, wait a minute. Let’s go over here. You’re moving that cylinder one way right, and the cylinder over here is coming up. On compression it’s going through top dead centre and starting power as this one goes through compression.
You have no wasted movement. It’s so, basically, you’re going to be more efficient than a two-stroke, and a four cycle engine when one is the power stroke. The only ones on its compression stroke, well it’s a Larsen cycle.
It turns out to have the attributes of a two-stroke, without the requirement of having oil in your fuel. So, it’s not a straight Otto cycle or diesel cycle.
It’s named from its inventors name, Mel Larson, that’s right. He has furthermore provided for a type of air-breathing, that is much much larger in terms of volumetric efficiency than a two-stroke engine ordinarily could be.
The air intake is here, it comes across on a transfer to the backside of each piston. Then, the backside transfers to the combustion chamber through an internal port in this adiabatic assembly.
In this they’re positively activated valves. They’re not requiring a pressure drop across them for activation.
You go from fully open, to fully closed without restricting the airflow within.
How about the hydrogen fuel?
This engine will run on anything, but for its world-record beating capabilities it needs to operate on hydrogen.
From the principles that we’ve discussed a faster combustion and the ability to run it on throttle-down.
Throttled to zero allows very far in excess of normal air-to-fuel ratios. So, these are the PSI injectors that you have detailed in the book; “Solar Hydrogen Civilisation”.
They are there as you would see it here configured for a hemi-head arrangement of fuel distribution, within the combustion chamber.
The head is hemispherical, as well it is. This will inject the hydrogen fuel, or natural gas fuel, or whatever feed directly into the cylinder. It allows the cylinder intake as much air as possible.
That has a much larger inventory of air to support, for as much more fuel as you choose to burn.
We drew earlier on the internal combustion fundamentals area, we show fuel coming in through a carburetor mix it with air. We showed fuel being spurted-in, exactly before the intake valve.
Now we’re talking about fuel being injected directly into the cylinder itself, and burning without ever touching any of the components that define the combustion chamber.
Ah! So, you are saying I see the point now, so normal gasoline is gonna swirl in by the intake valve make contact with the cylinder be ignited.
Hydrogen is going in, so fast, so quick, every hot dead-centre of the cycle, and being ignited in the last minute.
Combustion is so fast it doesn’t have time to propagate its heat to the walls, and to the valve and so everything it passed on the way.
In fact, what it is designed to do is to make sure that that hydrogen is completely combusted, within surplus air. That is adiabatic from the standpoint of the material solution, but it’s furthermore adiabatic from the standpoint of surplus air that insulates the combined [motion?]. As found on Youtube.
The Larsen RADAX Hydrogen Powered Engine – Part Two
It’s adiabatic from the standpoint of the material selection, and it’s further adiabatic, from the standpoint of surplus air that insulates the combustion.
Now the big difference is we cannot really run surplus air with gasoline and traditional fuels:
1) We won’t get the detonation that we want, and
2. Our emissions go all to heck.
But hydrogen has real broad fuel-to-air ability. It also in this instance, is a study on how to make heat-release for the purpose of heating air. And, there is not anything that is going to conduct heat and lose heat to the outside world.
That is one of the reasons that this is so efficient. Furthermore it’s much larger than the ordinary expansion, so this engine is gonna run more efficient, than a standard gasoline engine as used today.
It will extend the efficiency envelope, in all modes of operation, from low torque low rpm to maximum torque maximum rpm. For large power applications this thing doesn’t even run more efficiently than traditional fuel cells we use today it does [it that much better, so this is] really gonna hold the world record. A record for conversion of BTU energy to shaft horsepower.
Testing shows already that Mr. Larson holds the world’s record, now we need to put this into manufacturing so that it can be enjoyed around the world as a new improvement on technology.
Thermodynamically, it has a turned-out to be a regenerative heat conserving adiabatic engine operation.
What is the world record for our internal combustion efficiency today?
That depends on the size of the engine, the surface to volume ratio. But, it ranges from about 45% to about 54% (45 to 54 percent) for the published world record, that’s in efficiency that’s right up there.
My gasoline engine my car produces today is 17 to 22 percent. My a good-old diesel engine 35 to 44 percent, depending on who makes it. So we’re talking about this 44 to 50 percentage depending on the size and the application. That’s without heat recovery, well it’s with some more from heat recovery.
All this is not taking into account, all the ways that we would use virtually, or all the heat later on.
Right/ OKay. But we’re this is not fifty four percent fifty percent, forty eight percent is not an inflated number because they’re not what is given.
We just want to make sure our numbers are nice and clear because a lot of people, say “I have a seventy percent efficient engine”. When really they’re just reclaiming the heat coming off.
This is an ability to do more than than almost any engine that you might haven seen reported, because what you have in the exhaust is the ability to take all the heat out, without having a water jacket type of separation of low-grade heat from high-grade heat.
So the cooling system on this Larsen RADAX Hydrogen Powered Engine, is simple. There’s, no water jacket, no radiator system, etc. So, as we mentioned earlier, the typical internal combustion fundamentals rule of thumb, of one third of the energy goes to shaft, one-third to the cooling system, one-third out the exhaust.
This one is not throwing any of that one-third into a cooling jacket that is radiator well that’s the nature of the adiabatic combustion chamber, is to conserve the heat, and use it in expansion.
Well gee. How am I going to keep my car warm in the wintertime in Michigan? The answer is from a heat exchanger on the exhaust, but mind you this is a breathable exhaust.
If you choose, all that’s right, this is a hydrogen engine. This is going to be water vapor, now if you choose to run it in a mode of operation that has some hydrocarbon in it then you wouldn’t do that.
You’d just do heat exchange, but it is true that if you choose to have humidity all the way down to condensation of the water, as above. Water is used for may purposes, but this is the engine to select for the purpose. Besides if they had hydrogen on-board you could heat the inside of the vehicle with the hydrogen combustion directly inside, anytime that you choose.
But, you’d much-rather take it on primary production of shaft.
our don’t secondly for space heating excellent anything else to mentioned on the engine oh we mentioned manufacturing what’s the what’s the public story and the manufacturing of this world-record engine well it needs to go into mass manufacturing but its design is being reviewed for manufactur-ability.
Every one of the cylinder sets is exactly the same as the other four interchangeability, so you could change from “as may be needed in the field from”, this played out a piston cylinder combination. This would have fabulous military applications in any harsh environment. Applications exist where you have to do, on-the-spot, field serviceability.
You should run on seven cylinders and you could, but you can make a very rapid and interchangeable replacement. You could grab one, and out it on one vehicle, and put it on this one down. As quickly as you can remove almost four bolts.
That’s exactly right it is also designed for manufacturability, and it’s particularly designed for manufacturability, especially from the standpoint of the material inventory being much much less than what we have today. Look at all the engines.
Now let’s talk more about manufacturability one of the things you’re saying we are saying that people don’t realise is there’s something in manufacturing that are called tooling costs.
You have to spend millions of dollars on tools to make each particular item, molds and tools, everything you can think of to produce 10,000 of these a day, and by having less parts and less material, we’re talking about only 1/2 or 1/3 of the tooling involved for this engine.
Then we’re also talking about a standard engine with probably even less, because each of these transmissions, each of these cylinder sets, are exactly the same.S
So, you tool-up for this section, and you’re done. That’s a lot!
I mean that says a lot in terms of starting costs for production. So, this is one very interesting engine and we can’t wait to see this thing in production someday.
That way it will give you a lot more torque, than this little cam does. That goes up as the same square the radius. Yes. You got very large cam. It’s a salsa. There is a 300 horsepower engine in here.
yes this could be a humming cylinder 1 5 10 well it’s via a cylinder again duplicating this progress. But, this could be a 300 pokey.
Making a 5 horsepower 10 horse prayer 1 horsepower course, you can make him up or down in size 1 cylinder 2 cylinders all cylinder 16. It depends on the need. It depends on the application of what turns out to be the optimum, for any for every given application. But, on the same token, this thing can go smaller it can also go a lot bigger so whether this could replace a 3,000 horsepower engine is doubtful. Nevertheless, this could replace the large diesel engines and ships that are three stories tall and use a huge amount of energy.
This is not just any old 300 horsepower engine. This is a Larsen R8x engine. Larsen cycle – Yes and i’s like a Wankel engine, and a Wankel cycle and an regular engine and on a Otto cycle and a diesel engine and diesel cycle.
This is a Larsen engine, on a Larsen cycle now and it’s small enough in the cross-section to go outboard in marine applications.
In other words, you could have as many screws over board with integral engine application as you achieve in one engine. It would back up another engine, it would be better, in terms of parts and harder power and serviceability.
If you know how to fix this engine, you could fix the 3,000 horsepower engine, or the 30 horsepower engine . As found on Youtube