I think I may have also had some comments on this way-far back up on this topic.
So I will try not to repeat.
THE MISTAKE is developing isolating out to one step, ignoring all other phase/steps.
The easiest way to feed a compression ignition engine (a diesel engine) woodgas is too pressure BLOW the gasifier unit.
Have that blower system large enough with a command variable speed. Relativity easy now with PM blower motors and electronic power supplies. Exhaust sensors, feed-back control loops.
The the “diesel” stays with expected intake characteristics.
O.K. Easy enough to “armchair” solve this.
So . . . what are the problems?
Any pressurized gasifier on a vehicle will become a sure human killer. Too many in cold climates will want to garage it. Long tunnels, waiting. Even multi-level parking garages. Ferry boats sitting loading/unloading. You just cannot prevent this abuse. Even an engine sucked-safe gasifier can kill being system shut down and still heat self-pressurizing/producing . WHY the required operators licensing in Sweden and Germany WWII. To be taught, and sign off knowing the Know-No’s. THEN the registered Operator would go to jail for the gas/accident killings.
Another problem converted “diesel” problem set: there are many different types of diesel fuel injection pump systems. Some NEED full flow bypassing to cool the pump and the injector tips.
Re-read the diesel conversion section of the Swedish Experiences Report.
Net look up and read in-detail the Elsbett Engine vegetable oil conversion site for diesels system they can; and cannot convert not damaging the pump/injector systems, for hints.
Another in-use problem set detailed in the India Institute of Science / Combustion Gasifiacation Propulsion Lab information use data base. As a suction system for big diesels in stationary use they ran into severe problems with overfueling and underfueling swings as the electrical loads were cut-in and cut-out by the electrical demand/users. Producer gas still wanted to flow heat-angry driven. Producer gas reluctant to get flowing past system restrictions and lazy-idle-heat.
These fuel rich/lean swings would cause either back into the intake back fires. Or blow out into the exhaust stream.
They did try some evolved mechanical/vacuum/flow solutions to this. Concluded it would need high speed digital electronics solutions.
Once at that level it was just much easier to just buy/obtain, have engines supplied that were spark ignition converted.
Francois Pal shows one of these big multi-cylinder industrial (former diesel) engines on his development topic.
This is what Chris Seymour is using now on his systems.
More examples of just going easier command controllable spark-converted direct, practical are out there.
Too many diesel engine lovers are like party cake eaters. Love their cake at the exclusion of all sense.
“Want their pretty cake. Be able to eat it too; without getting fat, decayed teeth, refined wheat and sugars nutrition starved sickened.”
Ha! I own and use both. My heavy oil compression ignition engines will stay heavy oil engines. There are lots of other fuel oils other than Top-Down supplied pump Dino-deisel.
And I will eat one small piece of cake too at parties. Smoke an offered celebration Baby cigar. It is only polite.
J-I-C Steve Unruh