It all began with a question. Sean Delaney and his youngest son Brian were standing around in the kitchen cleaning up after working in the garage. Brian asked “how can you make an exhaust system that would be efficient at all RPM’s”. Sean fired back “that’s easy, just make it an active exhaust, simply put a pump on it”, and that’s how it all started. The discussion went on clarifying what he meant. If you put a reverse supercharger into the exhaust stream (supercharger because it is driven off the crank) it will now push the exhaust out with greater force as the RPM’s increase. It will also be linear because it is timed to RPM needs of the engine. Then all you have to do is size the pipes accordingly.
The discussion went on with the realization that by actively forcing the exhaust out you would at the same time be extracting the cylinder by inducing a negative pressure on the cylinder side of the pump. This lead to the thought that if there was also a supercharger on the intake side you could fill the cylinder, eliminating the intake and exhaust cycles of the standard four stroke engine. What’s left is the compression and ignition strokes only, effectively making it a two stroke engine. Each cylinder will now fire once every revolution instead of once every other revolution, which will double the power output of any given engine. It does this without overcharging the cylinder putting undo stress on engine components. Since we started with a four stroke engine there is none of the problems associated with ports found in a standard two stroke engine.
Worried about the time it would take to extract and refill the cylinder between cycles led to the development of the elliptical cam/crank which will allow the piston to remain at BDC longer to allow greater time for the pumps to do their thing. Another beneficial by product of this change is, now the cylinder will cycle (power stroke) multiple times per revolution. Lastly there is one more benefit, because the cylinders are firing many times more often there will be greater heat generated, but this can be turned into an advantage by using water injection to cool the engine and extract additional power that would be otherwise wasted.
This new engine design can be implemented in any of three phases. The first phase is simply the addition of an exhaust pump, when added in-line with the exhaust system will eliminate all back pressure and add negative pressure to the cylinder increasing efficiency.
Phase two would be to convert any standard four cycle engine to a two cycle engine by adding the exhaust and intake pumps. The intake and exhaust cycles will be eliminated which now makes this a two cycle engine, and the power output is immediately doubled. The way this works is, after the ignition cycle takes place, at or near bottom dead center the exhaust valve opens and the cylinder is evacuated by the exhaust pump. The exhaust valve closes and the intake valve opens, the intake pump now fills the cylinder. The compression cycle now takes place, followed by the ignition cycle. The requirements to do this are new camshafts to change the valve timing and ignition modifications to fire the plugs twice as often, plus the intake and exhaust pumps. Making these changes will not exceed the design parameters of the internal components because the forces are the same as the four cycle engine just twice as often. There will be greater heat generated, but this can be easily handled by increasing the size of the cooling system and or water injection.
Phase three takes the above modifications and adds a new multi sided “cam/crank” Which will allow each cylinder to fire multiple times per revolution. Phase three would require building a whole new engine from scratch.
This is all well and good, but what does it all mean other than another way to burn gas? First off by doubling or quadrupling the HP of any given engine you do not need as large an engine to get the same performance as you do now, thus reducing the weight, and by reducing the weight you increase MPG. Or now you can use lesser quality of fuels such as lower octane gas, alcohols etc.. There are other applications as well where power to weight are critical, like aircraft, portable generators and power plants etc.. The applications are far and wide
The appropriate Patent Applications have been filed and it is now registered and Patent Pending.
For more information email me at: powerxtractor@yahoo.com
First of all, think if you wanted to double the power output of your present vehicle you could add a second engine equal to the one already there. But this would not be very practical because you would have to increase the size of the space to house the additional engine, as well as the size of the suspension, structural and braking components. With the PowerXtractor engine you can double the output power by making your engine fire twice as often by eliminating two of the cycles from any standard four cycle engine. This differs from a 2 cycle engine which uses ports instead of valves where the intake flow is used to evacuate (push) the exhaust out. Two cycle engines are not environmentally friendly and rely on high RPM’s to make up for the lack of compression due to using ports instead of valves. In the Powerxtractor engine external pumps do the work of the 2 extra cycles, outside of the engine, and do this with much smaller more efficient pumps sized for this purpose. This allows the engine to have two power strokes for every one obtained in the same 4 stroke engine.
Secondly in practice an auto manufacturer would use an engine of half the displacement to achieve the same output in their present vehicle. This would reduce the weight of not only the engine but also the space, structural, suspension and braking components. Reducing the overall weight of the vehicle will yield better gas mileage.
The PowerXtractor engine doubles the power to weight ratio of any standard engine. This makes it suitable for situations where power to weight is crucial, like aircraft, military, portable power generation or pumping operations.
The PowerXtractor accomplishes this without adding more fuel or higher energy fuels to the engine, in fact you can use lower energy fuels than are presently required in today’s engines. Each power pulse is equivalent to its 4 cycle cousin, just twice as often. Superchargers, turbochargers, cams and stroking all just add more fuel to the cylinders which adds more stress to the engine components. NO2, nitro-methane and other higher octane fuels are higher energy fuels and they also put undue stress on the engine internals.
Auto manufacturers can implement the PowerXtractor engine without any retooling other a different grind on the cams, computer changes for timing and fuel injection, plus the addition of the external pumps. Thus this new engine design can be implemented in short order and reaping the benefits outlined above. My hope is for people to take this idea forward and start experimenting. If you have questions, comments or want to discuss this further you can email me at: powerxtractor@yahoo.com .
The Powerxtractor engine is a modified 4 cycle engine, modified to operate similar to a 2 cycle engine, in that there is a power stroke every revolution as opposed to every other revolution as in a 4 cycle engine. Unlike a 2 cycle engine the Powerxtractor engine uses the existing poppet valves in a normal 4 cycle engine and not the ports now used in a standard 2 cycle engine. The simplest way to explain what the Powerxtractor is is to tell you what it is not. It is not a 4 cycle engine although it uses the standard 4 cycle layout. It is not a 2 cycle engine but it does fire every revolution as in a standard 2 cycle engine. What makes this engine unique is it takes 2 of the 4 cycles out of a 4 cycle engine and moves those operations outboard from the engine and performs them with more efficient and properly sized components. These are smaller dedicated pumps requiring a small fraction of the power needed (because it is being performed by the piston), which is currently wasted in a standard 4 cycle engine. These auxiliary pumps perform the functions of vacuuming the exhaust gases and the recharging the cylinder with clean fuel/air mixture. The outboard pumps are direct drive coupled to the crank and therefore always producing the correct output at all RPM’s. The pumps are an exhaust extractor and an intake recharger. The exhaust extractor vacuums the cylinder clean after the power stroke. The intake recharger then refills the cylinder to atmosphere unlike a supercharger or turbocharger which over pressurizes the cylinder and puts more fuel into the cylinder to get more power out. Unlike a 2 cycle engine which uses ports instead of poppet valves 2 cycle engines produce great output but at the expense of environmental cleanliness, because the intake gases are used to push the exhaust gases out there is leakage of unburned fuel escaping out the exhaust into the atmosphere. The Powerxtractor engine does not use ports but poppet valves as in the 4 cycle engine. Poppet valves allow the cylinder to seal against leakage and therefore develop higher compression. The Powerxtractor engine uses a 4 cycle design but only uses 2 of the 4 cycles, the compression and ignition (power) cycles. The exhaust and intake strokes are eliminated and these functions are performed by the outboard recharger and extractor pumps. The Powerxtractor engine is not a 2 cycle, it is not a 4 cycle engine, but somewhere in between and thus using the best of both and eliminating the draw backs of each. In practice any standard 4 cycle engine can be converted to the Powerxtractor engine with the addition of the recharger and extractor pumps, along with modification to the valve, ignition and fuel injector timing. This can be accomplished without redesigning or reengineering a complete new engine. The benefits being greater than 2x the output of any existing engine or the same output from a smaller engine or the equivalent output from lower grade (octane or types) fuels. To put it simply the Powerxtractor engine increases dramatically the power to weight ratio.
The first phase is simply the addition of an exhaust pump, when added in-line with the exhaust system will eliminate all back pressure and add negative pressure to the cylinder increasing efficiency.
Phase two would be to convert any standard four cycle engine to a two cycle engine by adding the exhaust pump and also an intake pump. The intake and exhaust cycles can be eliminated which now makes this a two cycle engine, and the power output is immediately doubled. The way this works is, after the ignition cycle takes place, at or near bottom dead center the exhaust valve opens and the cylinder is evacuated by the exhaust pump. The exhaust valve closes and the intake valve opens, the intake pump now fills the cylinder. The compression cycle now takes place, followed by the ignition cycle. The requirements to do this are new camshaft to change the valve timing and ignition modifications to fire the plugs twice as often, plus the intake and exhaust pumps. Making these changes will not exceed the design parameters of the internal components because the forces are the same as the four cycle engine just twice as often.. There will be greater heat generated, but this can be easily handled.
Phase three takes the above modifications and adds a new multi sided “cam/crank” Which will allow each cylinder to fire multiple times per revolution.