FAQs
Frequently Asked Questions about Sanderson Engine Development Company’s Products, Technologies and Demonstrations.
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Q: How does the Sanderson S-RAM concept differ from that used in conventional gasoline engines?
A: The S-RAM mechanism represents an entirely new concept in engine and pump design. Conventional engines use a crankshaft to convert between the up-and-down, reciprocating motion of pistons and the rotary motion of a drive shaft needed to turn wheels. Piston-style pumps use the identical technology in reverse to convert the rotary motion of a power source such as a water-wheel to the reciprocating motion pistons need to pump fluids. Both mechanisms – engines and pumps – use identical technology, namely a crankshaft assembly, to convert between reciprocating and rotational motion.
The S-RAM engine eliminates the need for a crankshaft, thus the entire bottom-works of an engine can be eliminated. In essence, this dramatically reduces 3 factors common to conventional engines: 1) the weight of the crankshaft and housing; 2) the number of individual parts required to make up the crankshaft and housing, including bearings, etc., and 3) the inefficiencies induced into the engine by every additional moving part, either as a result of friction or of loss of mechanical efficiency.
There are numerous other differences, of course, but elimination of the crankshaft is a major differentiator.
Q: How does the S-RAM concept eliminate the crankshaft?
A: The S-RAM concept replaces the entire crankshaft assembly with a revolutionary new type of rocker-arm mechanism. This device, in most instances a triangular shaped body, connects directly to the side-wall of the piston at one end, and to the nose-piece of a rotating shaft at the other. There is no need for a conventional piston skirt, connecting rod, crankshaft, crank bearings, or housing for these components. Up to 40% of an engine’s weight (and expense) can thus be permanently eliminated.
Q: Are there any other significant differences?
A: The major technological advance prompted by the S-RAM mechanism is the ability to design an “Integrated Hydraulic Engine.” In brief, the pistons of an S-RAM engine can be driven from one end while acting as fluid pumps at their other end. This revolutionary advance means, for the first time an integrated hydraulic engine can be built, enabling development of extreme-efficiency hydraulically driven vehicles.
Q: Why is it that this rocker arm concept was never previously developed?
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Q: What advantage does the rocker-arm mechanism give to the S-RAM engine?
A: S-RAM technology enables a piston to move directly in line with the cylinder. This virtually eliminates the sidewall friction between the piston and cylinder that normally occurs in the combustion chamber. In turn, elimination of friction leads to less wear, less heat build-up, much greater fuel efficiency, and dramatic increases in engine life.
Q: What type of fuel does the S-RAM engine utilize?
A: The S-RAM engine will burn an extremely wide range of fluids, from gasoline and ethanol to diesel, synthetic fuels, propane and other gases, and even some waste oils. Further, a unique characteristic of the S-RAM engine will enable the user to switch between different types and grades of fuels while in actual operation.
Q: How is this multi-fuel capability possible, especially in actual highway operation?
A: One watershed design improvement of S-RAM technology is the ability to vary the stroke of the pistons, either automatically or on demand. By varying the stroke, and thus the size of the combustion chambers, the combustion ratio can be continually optimized for multiple fuels and operating requirements. For example, the driver of a 200 horsepower long-haul truck powered by S-RAM technology could choose to use a lower grade fuel or to “power down” the engine to the size of a large garden tractor when horsepower is not needed. Examples would be while idling or during low-load driving conditions. Tests show that the S-RAM engine’s variable compression ratio can result in more complete combustion with leaner fuel mixtures, as well as higher mileage with fewer emissions. In an automobile, automatic control of compression ratio allows conversion from gasoline to other fuels with either none or a minimum of engine modification.
Q: Does the S-RAM concept affect other components of a vehicle?
A: While the so-called “topworks” of an engine would remain basically the same as today’s engines (fuel system, ignition system, etc.), the S-RAM concept enables a number of radical new developments “downstream” of the engine. For example, S-RAM hydraulic transmissions could replace conventional automobile transmissions with a smaller and lighter continuously variable hydraulic pump transmission system with fewer components, fewer valves, and higher efficiency. Because an S-RAM mechanism can run at very low to very high speeds without compromising power, torque, or efficiency, this mechanism has the ability to produce smooth, rapid acceleration without the need for any gear shifting.
Another example is basic automotive design. Due to the small size and low weight of an S-RAM engine, automotive designers are able to dramatically alter the shape and characteristics of an automobile by moving the engine back and (help…)
Q: If an S-RAM mechanism can be configured as an integral hydraulic engine, then does that mean it could be used to create a hydraulically driven hybrid vehicle?
A: When configured as an integral hydraulic engine, S-RAM technology allows creation of a unique hybrid engine/transmission powertrain that can be fueled primarily by hydrocarbon or other conventional fuels, while utilizing hydraulics to propel the vehicle and also store energy generated during braking. Rather than attempting to store braking energy in electric batteries as in current-day hybrid vehicles, the hydraulic hybrid would store energy in a much more efficient hydraulic accumulator. Electrical generators and batteries are inefficient converters of motion energy to electrical energy – and batteries weigh a lot and take a long time to charge and discharge, plus they become less efficient over time, eventually requiring replacement. Conversely, hydraulic energy can be stored – and reused – much more efficiently and can be “captured” virtually instantaneously by forcing hydraulic fluid into the accumulator under high pressure, where it is available for immediate re-use. This “regeneration” capability can be repeated virtually indefinitely, with no system wear-out, very few inefficiencies, and without resorting to expensive storage media.
Q: Would this increased efficiency lead to higher mpg vehicles?
A: Yes, dramatic mileage increases have been calculated. A mid-size, four-door automobile, for example, should be capable of achieving mileage in the vicinity of 70 mpg.
Q: Why is it that this rocker arm concept was never previously developed?
A: There were ideas that came close, but the final piece of the puzzle was the design of the Zero Side Load joint designed to accommodate the figure 8 pattern that was tearing apart previous attempts to build with prototypes in the past.)
Q: Does the S-RAM concept affect other components of a vehicle?
A: Due to the small size and low weight of an S-RAM engine, automotive designers are able to dramatically alter the shape and characteristics of an automobile by moving the engine to areas it may never have been practical in the past. It might even be used in multi-engine systems where wheels may have independent engines or be driven by hydraulics.
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