The Tour Engine/Compressor and Combustor Seperated

Here are two quotes from the article.
Photo 1/15   |  This Tour Engine prototype, based on two large Briggs & Stratton engines, shows the compressor cylinder at the 9 o’clock position. The crossover valve mechanical cam is at 12 o’clock (since the valve actuation opens and closes within 40 to 50 degrees, it helps to have a big one). At the 3 o’clock position is the combustion cylinder, and at 6 o’clock is the hydraulic pump used for loading the engine during testing.
1203dp-01reinventing-dieseltour-engine-prototype
 

Photo 3/15 | By separating the traditional combustion cycles, the Tour Engine design means the compressor cylinder no longer needs to be cooled to produce dense air. A single and direct crossover valve regulates the air going from the compressor to the combustor. Furthermore, the compressor cylinder’s volume is about a third smaller than the combustion cylinder. This means less work to compress the air and more room to expand the combusted gases—this allows for more work on the piston. It also means the combustion cylinder is cooled as a result of the increased expansion—just as Rudolf Diesel intended.

Leave a Reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out / Change )

Twitter picture

You are commenting using your Twitter account. Log Out / Change )

Facebook photo

You are commenting using your Facebook account. Log Out / Change )

Google+ photo

You are commenting using your Google+ account. Log Out / Change )

Connecting to %s