Honda F1 project leader Yusuke Hasegawa has outlined a number of reasons why Honda has been struggling so badly in the beginning of the 2017 Formula One season. He confirmed that lots of problems were not discovered while running on the dynamo meter.
Maybe it's not as big an issue with how lean these ICE's can run, by comparison a street engine is pig richPlatinumZealot wrote:Spark plugs can be changed regularly without penalty right?
A problem of TJI spark plug nozzles when used with petrol is soot blocking them up.
So i supposed a lot of energy is spent on preventing soot formation.
Hey bud hope you don't mind. Borrowed your pic to draw a rotary valve pre-chamberglenntws wrote:I don't think that's what's Happening because actuating this valve would cost even more space and weight. Secound: Creating a crown in the style like in the Sketch would satisfy many needs. At first, you have a Point where a part of the fuel can move appropriately to the right position to go into the pre-chamber. Second, it's really hard to achieve a high compression ratio in the chamber with such a high bore/stroke ratio. My project has a ratio of 1.13 and achieving a cr of 15:1 is already a pretty hard if you still want a "good" chamber design.ncassi22 wrote:Possibly adding a valving system infront of the plug in your illustration would possibly remove the need to compromise the crown in terms of assisting swirl.... I'm speculating massively though. Maybe the actual engineers can butt in and satisfy our curiosity?
With the even higher bore/stroke ratio of ~1.51, this crown design would only make the engineers achieve their wished ratio in a easy and effective way.
Third: The Tumble in the chamber which is generated by the high angle port is already pretty high and if the crown is seperating this flow into two not so strong swirls, this wouldn't really hurt. The Flames that shootd out of the prechamber are extremely hot and fast. If the chamber is perforated enough, it allows to burn the fuel very efficiently without big swirls, which you would normally need.
But maybe Wazari will say something to it. I'm self-teaching all that to myself but I don't think I come even close to his knowledge
Just fantasy, but these 8 days to F1 are killing me. 
I mentioned something similar in the Ferrari thread with the hubbub about the 3d printed pistons - you could in effect mirror your jet ignition system with half of the prechamber in the piston with jet ports under the crown.godlameroso wrote: Your drawing made me think about something Wazari said about hypthetical ports on the piston crown. What if the piston crown forms part of the pre-chamber(ie the raised section cups the spark plug), and the raised section has perforations to create the flame jets? With clever valving you could very precisely control how much combustion happens inside and outside the pre-chamber. Maybe with multiple injections and sparks, all precisely timed a much leaner burn can be achieved. For example a small squirt on the piston upstroke to create a rich enough environment in the pre-chamber, and another tiny squirt near TDC to create a rich enough environment in the main chamber, and maybe one more timed immediately after TDC which would auto ignite due to the flame jets.
Maybe that's why they're trying to limit compression ratio to 18:1? With some understanding of what teams are doing with the combustion chambers?PhillipM wrote:I mentioned something similar in the Ferrari thread with the hubbub about the 3d printed pistons - you could in effect mirror your jet ignition system with half of the prechamber in the piston with jet ports under the crown.godlameroso wrote: Your drawing made me think about something Wazari said about hypthetical ports on the piston crown. What if the piston crown forms part of the pre-chamber(ie the raised section cups the spark plug), and the raised section has perforations to create the flame jets? With clever valving you could very precisely control how much combustion happens inside and outside the pre-chamber. Maybe with multiple injections and sparks, all precisely timed a much leaner burn can be achieved. For example a small squirt on the piston upstroke to create a rich enough environment in the pre-chamber, and another tiny squirt near TDC to create a rich enough environment in the main chamber, and maybe one more timed immediately after TDC which would auto ignite due to the flame jets.
Magic is limited to 13 tarotflips per season. Fairy dust outlawed in the 70s coinciding with James Hunt era.hemichromis wrote:Am i the only one who chooses to believe that these engines work by magic and fairy dust?
I might be in the wrong forum.
Very impressive kid!!! Keep up the great work and food for thought.glenntws wrote:Hey guys,
I'm new in this Forum but since this discussion is very interesting, I thought I could also talk a bit with you.
First: I'm very sure the engine was running in a Controller cylinder shutoff with one cylinder active on one bank and two others on bank 2. I'm also pretty sure , the distance between the ignitions was 300° - 180° - 240°. I took a look at the sound file in audacity and here's a little part of it colored by me:
http://fs5.directupload.net/images/170215/a58lxnsu.png
The yellow colored is the ignition on bank 1, the blue and green ones are on bank 2 I think.
Second: I'm also sure that the idea of the pistons without offset won't be the right one. This way of rod design won't be good at all for the high pressures. Additionally: The crankshaft will have to have the same length either way, and a cylinder offset will only help in regards to the intake System. The 20-25mm, which they lose lose from offset cylinders won't help much at all when looking at the placement of the turbocharger.
Third: While everybody thinks that TJI will come to the Honda engine, I think I have a idea of how this System could look like. I made 4 little Sketches which could explain the System fairly good.
Intake stroke: http://fs5.directupload.net/images/170215/l9om6db6.jpg
Mid-compression stroke: http://fs5.directupload.net/images/170215/zbs2e3kp.jpg
End of compression stroke: http://fs5.directupload.net/images/170215/x3flcwfm.jpg
Start of ignition: http://fs5.directupload.net/images/170215/fq8r3ey2.jpg
Now, I will explain you why I think this should work. At first, thanks to this design, all the requirements by the fia are fullfilled.
So, once the intake stroke starts, you get a pretty high amout of tumble in the chamber, which will - because of the gas Forces - clear out the prechamber. The prechamber has a ~5mm wide opening at the bottom, which is almost completely (0.1-0.3mm distance) closed at TDC. The prechamber also has several little holes all around. which can force the ignition arcs into the main chamber.
Mid-compression stroke, the engine will start injecting fuel. Since the piston has this pinnacle at the top (which also closes the prechamber), the fuel, if it's shooted in a narrow angle onto this Point, will automatically form a rich cloud of fuel-air mixture directly under the opening of the pre-chamber. At the end of the compression stroke, this very rich cloud will partly be forced into the pre-chamber, while the main chamber will retain the two tumble motions on both sides.
When starting the combustion, the movement in the prechamber will go down with big force thanks to the droplet-replicating shape. Since the main-opening is closed, fire arcs will go into the two chamber parts and will induce a combustion in the motion of the two tumbles, which in turn will make sure the combustion will happen as clear as it can.
Keep in mind, that these sketches are made pretty fast. I just think this is a way, Honda could do it like.
I'm no Student in mechanics or thermodynaics nor do I work in this sector (finishing high school right now in Germany). However, I'm working on a engine since 2 years. While it uses HCCI, I think the (pretty big) amount of knowledge I gained could help to find out at least a little bit more about the Honda engine
Reynolds Number?PlatinumZealot wrote:The renault number from exhaust is extremely high.
Split journals would, surely, make the journal count 6 rather than the 3 required by the rules.PlatinumZealot wrote:I supposed they stick to split journals. To make the engines fire evenly to get best smoothness. (15 degree offset on each solit journal).
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