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Messages - diesel guy

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136
Listeroid Engines / Re: 6/1 Genset almost done!
« on: March 19, 2006, 04:00:47 AM »
Rocket Boy,
That looks great, with very nice attention to detail. Almost looks too nice to run and get all greasy. 
Good job.
Diesel Guy

137
Listeroid Engines / Re: HYBRID DIESEL-ELECTRIC 6/1 AND 14/1
« on: March 17, 2006, 11:26:26 PM »
Dirtbikepilot,

You are absolutely correct about the motor vs. inverter in efficiency but that question was properly assessed and explained in my second post on this subject.
Thanks for your input.

Diesel Guy   

138
Listeroid Engines / Re: Balancing out the Bounce---
« on: March 17, 2006, 03:11:35 AM »
John,

Sorry the wheel balancers didn’t do the job. Here is something we used on our v-twins in the past that work great. I don’t think it would provide enough mass for these beast though but it might help.

http://www.balancemasters.com/hotbikespread.html

Diesel Guy

139
Listeroid Engines / Re: HYBRID DIESEL-ELECTRIC 6/1 AND 14/1
« on: March 17, 2006, 02:56:44 AM »
JP
Thanks for the reply and question.

To increase the operating life of the singles we are running our engines slower than rated speed for durability. With diesel drag racing experience under our belt, offers a template on diesel engine operation. We found that pump timing is a vital part of controlling engine performance. One of our vehicles is a highly modified street truck, a Dodge 4x4 extended cab with a cap and 505 HP @ 2350 RPM and 1170 Lb./ft of torque @ 1750 RPM corrected to the wheels with 62 lbs. of manifold pressure and hot timing (20 degrees BTDC) and less reliable. When we retarded the timing 5 degrees (15 BTDC) the boost was hitting 70 lbs. but had more sluggish throttle response and more reliable. This is a mechanical no electronic engine. Friends of mine run their engines at 4,000 RPM for more HP and reduced torque, up to 25 degrees BTDC with very “Sharp” throttle response. 

Where am I going with this?

As the RPM “increase” the timing is “advanced“, due to the fact that maximum power and durability is produced when maximum peak cylinder pressure (MPCP) is at “5 degrees ATDC” Since these old Lister styled engines have mechanically set timing and not variable controlled electronic timing there is only a small “RPM window” per every degree to maintain the optimum 5 degree ATDC MPCP per given combustion chamber design. Part of the Balance problem is addressed by George in the: Balance in the Listeroids he is absolutely correct about the power stroke “pulse” that come from the high mechanical leverage crank. To Smoothen these pulses with the reduced engine speed the pump timing has to be retarded. This eliminates some of the “Slowing” of the crank as it approaches TDC because it is not compressing an already explosive charge and the “Rapid” acceleration of the crank “Snapping” past TDC because MPCP was at or before TDC at this low speed.

This increases the critical components operational life dramatically. Piston, Rods and Mains. The gears also last longer because there is less of a “Snap” on the power stroke and the gear faces don’t bang from the deceleration and acceleration of the crank.
The belt to the generator will also last longer with this smoother function as well as the cycles per second output would be more consistent. This layout will consume about 3% more fuel than standard timing. So if someone is using the engine as a standby generator 20 - 22 degrees BTDC is fine, but for us, we will be running somewhat “Lazy” timing on our engines about 16 degrees BTDC for “Maximum” engine life and reduced downtime. There is other mods we are doing as well. More about that later.


Thank you for your time.
Diesel Guy


140
Listeroid Engines / Re: HYBRID DIESEL-ELECTRIC 6/1 AND 14/1
« on: March 16, 2006, 09:46:27 PM »
Chris,

That is a great question, my engineers calculate this would be the slowest speed feasible. This is a very fluid design and that speed might be sufficient for it’s design parameters but we might have to go to 475 or 500 RPM for proper lubrication, if that is an issue. We will start from the slowest and work from there. There are other modifications we are employing to address the longevity concerns as well. We will update soon.

Diesel Guy

141
Listeroid Engines / Re: HYBRID DIESEL-ELECTRIC 6/1 AND 14/1
« on: March 16, 2006, 07:22:51 PM »
I’m not trying to sell anything. I’m explaining the mindset of my Hybrid design. We are over booked as it is and are not looking for cheap advertisement.

Regards,
Diesel Guy

142
Listeroid Engines / Re: HYBRID DIESEL-ELECTRIC 6/1 AND 14/1
« on: March 16, 2006, 06:49:29 PM »
The reasoning behind these hybrid configurations is to have high output capability at the same time minimizing fuel consumption. We prototyped and tested many technologies in the past due to the business were in, we sell Fallout Shelters/Safe Rooms.
www.northeastsheltersystems.com

Over the years we found that simplicity and redundancy is imperative for survival. The backup 14/1 - electric motor design allows use of the battery bank and is resilient from a HAEMP (High Altitude Electromagnetic Pulse) compared to the highly vulnerable 6/1 - INVERTER design. Take a look at my web site, it will show the radius of such a device:
EMP Protection Electromagnetic Pulse

We want to offer our customers a reliable and durable power system that can be repaired by almost anyone in time of crisis. This is why we are leaning towards the proven old technology. We are also focusing on just the 6/1 and 14/1 at low speeds not the twins and the singles at high speeds. The Idler gear is the weak link in these engines and all ours will have Georges bronze gear installed. Lister Type Gears

The twins gears have twice the stress load per given speed than the singles, so we use a Hybrid design to match the twins high output capability for short periods of time all while maintaining maximum durability from the low speed prepped singles. Also with a light load applied the twin could "wet stack". Don't get me wrong, I LOVE the big twins but they consume more fuel and in our application the gas stations might not be open for business for refueling.

Regards
Diesel Guy




143
Listeroid Engines / HYBRID DIESEL-ELECTRIC 6/1 AND 14/1
« on: March 16, 2006, 03:39:11 AM »
I am building a 6/1 with a 7.5 KW generator head operate at 450 rpm. We have a 1000 amp/hr Surretts/Rolls 48 volt battery bank in 24-2 volt cells. The inverters are dual 5548 Trace rated at 11 KW at 240 volts continuous. The inverters charge rate will be set at 6 amps at 120 volts each, a constant 1500 watt load on the generator and the coolant will also be pumped into the home. The 6/1 will be started in the morning and shut down at night or ran 24/7.

I'm going to operate a 14/1at 650 RPM with a 10 KW generator head, we are working on attaching a 4 HP 48 volt permanent magnet 1800 RPM motor to the input shaft of the 1800 RPM generator head. When the generator starts to fall below the rated speed by overloading the 14/1, the electric motor will start to assist the engine directly, powered by the battery bank. This system should be able to maintain approximately 6.5 + KW continuous. When the electrical load is reduced, the motor will begin to operate like a generator to recharge the battery bank for the next time full power is needed. These both systems although complexly different, function similar to a hybrid vehicle to maximize fuel efficiency. The Hybrid 14/1 is a backup system incase the Hybrid 6/1 fails or needs attention. When it's done I'll update.

I would like to thank Joel and George for their assistance and guidance on my project. They have MY business for life, when someone threats you right you don’t look elsewhere.




144
Listeroid Engines / Re: THE ENGINE ROOM
« on: March 16, 2006, 03:01:36 AM »
The idea of a 20 foot storage container is an idea I did 5 years ago. I went to the Home Depot and rented a gas powered saw and cut two square hole at the end opposite the opening doors and put in two attic fans for cooling and air flow with the flaps that open and close. Then placed a 10 KW 1800 rpm Isuzu marine generator inside with wet exhaust and heat exchanger. Rented a back hoe and dug a 4 foot trench to the house and placed the power lines and coolant line to the home, this heated coolant is dispersed within the home for supplemental heat. The engine charges my 48 volt battery bank and dual 5548 inverters power the home. Very effective. I’m now working on my Slow Speed Power system. 6/1 and 14/1 PS brand.

145
Listeroid Engines / Re: Balancing out the Bounce---
« on: March 14, 2006, 02:39:45 AM »
I was thinking if anyone tried using this product for their balaning problems: http://www.centramatic.com/index.html

Centramatic Balancers are a unique line of "On Board" Balancing Systems for tires and wheels that maximize tire life and smooth your ride. Mounted behind the wheel they offer permanent solutions for balancing assemblies. Centramatic Balancers operate automatically and can adjust instantly for changing conditions.

Diesel Guy

146
Listeroid Engines / Re: 14/1
« on: March 14, 2006, 02:18:35 AM »
I would like to thank everyone for all their input, it is greatly appreciated. I have learn a lot about these unique engines in this forum.
Diesel Guy

147
Listeroid Engines / 14/1
« on: March 09, 2006, 09:46:07 PM »
Hello, can anyone provide in-depth information on the PS 14/1? Also how does it compare to the Ashwamegh 14/1 in quality? I'm interested in purchacing one.
Thanks
Diesel Guy

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