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Fuel Engine mini-overhaul.

#1
A proposal to add and change some parts currently part of fuel engines.


I propose the following changes and additions:



Change: Supercharger: Receives the following buffs and mechanics: Now increases efficiency by [somewhere between 0.6 and 0.8], multiplied by the number of spaces around the supercharger that are either air, or are a block that air can pass through (like pipes). This value decreases from [somewhere between 0.6 and 0.8] to 0.58 by the time you reach 50% max RPM. After which, it decreases rapidly, and is something like 0.05 by the time it reaches full RPM.

What this means: A carb with a supercharger on it that is "fully ventilated" with 5 air-passable blocks around the supercharger will have an efficiency multiplier of 3.90 at 50% RPM (base efficiency is 1, and a super w/5 air-passable blocks adds 5x0.58, or 2.90 to this for 3.90). For comparison, a maxed out turbo (when you pipe enough exhaust into an in-line for instance) achieves an efficiency multiplier of 3.93. This means that Superchargers would technically be a bit superior below 50% RPM and would drop below a fully-gassed turbo a little before you get up to 50%.

You can still connect a supercharger to multiple carbs of course. But this would mean of course that it has more blocks touching it that block air (the carburettors would be "solid" blocks).

If you used these to produce, say, a simple engine somewhat equivalent to a "T4" turbo engine (4 turbos per carb), then lets say you end up with a 5x5x3 engine with 4 cylinders, 4 carbs, each of which has for fully vented superchargers on it. This engine has 800 max power, but you set its limit to 50% and thus its power is effectively 400. The result is an engine similar to a T4, with a PPBB (power per bounding box) of ~5.3. For comparison, some high end 4T engines (using turbos) can hit 8+ PPBB. Also, this "4S" engine would be slightly less effecient then a (fully gassed) T4, since it would be multipliers of 3.90 instead of a turbo's 3.93. It would however be possible to make very small compared to a typical T4 engine, which is a very useful trait if you want that efficiency in a small vehicle, and would see much less need for piping and such since the supers would not require exhaust to function (you should still of course probably have exhaust pipes).


Change: Turbo mechanics:

A turbo connected directly to a cylinder (instead of receiving exhaust from pipes) now acts like it is using 10x the exhaust of that cylinder for efficiency purposes (it of course still only pumps out the amount of exhaust the cylinder is actually producing). For comparison, a turbo taking exhaust from pipes, and which is using 10 exhaust would produce an efficiency multiplier of 2.09. In practice, since a cylinder may produce less then 1 exhaust per "exit" if its running more efficiently, the actual efficiency multiplier of a directly connected turbo would probably be around 2.

Reasoning: This would allow direct connections to be more viable to use, especially in small engine designs.

Naturally, you can also make engines that have both turbos and superchargers to generate efficiency profiles that may prove useful for different vessel requirements.


Change: Engine Block: If an engine does not produce at LEAST a net of 1 power, it will shut down, and wait until it can before starting up again. This is relevant to the next couple parts, which use set amounts of engine power, and thus could lead to an engine which would not produce a net positive power (if, for instance, a cylinder overheated, or if you just simply built an engine with only one cylinder and a whole bunch of the below parts).


Change: Radiator Mechanics:

Radiators no longer reduce efficiency of cylinders themselves. Instead, they now reduce the power the engine block generates by a set amount via basically adding a negative modifier to the total engine power. For instance, lets say that a 1x1 radiator reduces engine power by 25, and a 3x3 reduces it by 250 (and has 10x the cooling effect of a 1x1). The amount of cooling provided by a radiator may be adjusted to be balanced for this power reduction (likely, a single radiator would be stronger than it is now, given the power consumption).

Optionally, radiators could also gain a mechanic similar to superchargers, where they become more efficient at cooling when there are air blocks around them. Alternatively, they could become more efficient if their "face" is pointing out of the vehicle, and less efficient if their "face" is directly in contact with blocks that do NOT allow air to pass (like armor).

What this means: If you have an engine that produces 540 power (due to cylinders being hot and not producing a full 100 per carb), and you add a radiator, the engine will then cool. lets say it is now producing 580 power. The engine ignores the power use of the radiator when calculating how efficient each cylinder is, and such. It is only when you goto the engine block itself that the -25 power modifier is added in (so the actual output of the engine is now effectively 555).


New Part: Compressor: 1x1x1 block with one exhaust point. Must be connected to a crank shaft or adapter. Like the proposed new radiators, this part reduces the engine's power. In exchange, it produces a set amount of "exhaust" which comes out of it and can be piped into turbos and such just like any other exhaust. Lets initially say that the compressor reduces engine power by 100, and produces an amount of "exhaust" equal to 5 times the engine's current %RPM.

What this is used for: It is, effectively, a part that generates extra exhaust. It would be useful for smaller engines that wouldn't normally have enough exhaust to fully spin up turbos. It can potentially be used to help a larger engine continue to have sufficient exhaust for its turbos at RPMs lower than normal.


New Part: In-line Turbo (straight)

This part is an in-line turbo. Unlike the existing one, which turns the exhaust in a 90 degree angle, this new one would take exhaust in one side, and put it out the other. Whereas a normal turbo is effectively like a corner pipe with a thing attached to it, this new turbo is like a straight pipe with a thing attached. Because its effectively a straight pipe, it does not need Left and Right variants, so it would be just one part.



Changes: Adapter

After you connect an adapter to a crankshaft, you can now build another crankshaft coming out of another side of that adapter, and this new crank shaft will be connected to whatever engine the adapter in question is connected to. This would allow for more forms of engines and more flexibility in the shapes of engines.


New Part: Piped Adapter

This adapter also acts like an exhaust pipe, and has one exhaust exit on it. Unlike the normal adapter, it cannot be used to connect a new crankshaft, and it cannot connect to anything on the sides that the exhaust comes out (except, of course, exhaust pipes). It takes exhaust from any connected cylinder and outputs it.

In addition to this part, there would also be a pair of variants that have two exhaust ports, one in a corner-pipe configuration, and another in a straight-pipe configuration.

This part simply makes it easier to get exhaust out of cylinders, and would see use in various situation where you want to get exhaust to move through the engine in certain ways, or get exhaust out of a cylinder that would otherwise be blocked. I imagine it would see use in high-power engines a fair bit. You can also use it to send a pipe through the center area of an engine without having to go around it.


================================

At this point, we reach some of the changes that really would change the attributes of fuel engines substantially and would be more likely to require changes to some existing designs. These do not need to be considered even if all the above changes were to be added...
================================

More extreme proposals:


Changes: Injector.

The Injector now has a different use. It is now connected to a carburetor, and increases the amount of power that carburetor adds to any cylinders the carburetor is effecting, which naturally increases the heat as well. Efficiency itself would not change (aside from the possible change from a cylinder being hotter)

Lets say that the modifier per injector is 1.5. For instance, a carburetor with 2 injectors will now produce 225 power in each connected cylinder instead of 100. With 3, it would be 337 power in each connected cylinder. Naturally, the injectors are competing for carburetor surfaces with cylinders, turbos, and superchargers. So adding an injector to a carb would in the end make it such that there is one less space available that you can use for, say, a turbo or supercharger.

The new use for these parts would primarily be for 1-2T and 1-2S (supercharger) engines, where they would allow improved power outputs from higher power, low efficiency engines.


Changes: Names of Injector and Carburetor

The carburetor is perhaps now renamed to be "injection something" or maybe "fuel intake" or "air/fuel intake" or something. The block that is currently the injector may be renamed to "extra injector" or something like that (if carbs become "fuel intakes" then it can actually just stay as injector).




So, thoughts? Comments?
Your giant expensive powerful warship of doom can be destroyed by dropping an anvil on it. One day, I will finally have enough engines to actually make a ship without stopping to make more engines.
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Messages In This Thread
Fuel Engine mini-overhaul. - by KuramaFox - 2018-07-09, 06:42 PM
RE: Fuel Engine mini-overhaul. - by KuramaFox - 2018-07-09, 07:08 PM
RE: Fuel Engine mini-overhaul. - by Fernir - 2018-07-09, 07:15 PM
RE: Fuel Engine mini-overhaul. - by BioPhoenix - 2018-07-10, 07:46 AM
RE: Fuel Engine mini-overhaul. - by Ramble6 - 2018-07-10, 09:35 AM
RE: Fuel Engine mini-overhaul. - by KuramaFox - 2018-07-11, 05:57 PM
RE: Fuel Engine mini-overhaul. - by Ramble6 - 2018-07-12, 12:13 AM
RE: Fuel Engine mini-overhaul. - by KuramaFox - 2018-07-16, 09:49 PM
RE: Fuel Engine mini-overhaul. - by Greyfell - 2018-07-15, 06:57 PM

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