OX2 ENGINE REVEALED
The unique OX2 engine has been hailed as the first real breakthrough technology in internal combustion engine design since the introduction of the Otto Four-Cycle Engine over 139 years ago. Preliminary studies have shown the OX2 engine will either meet or exceeds governmental and environmental requirements. The OX2 engine's technology can be appropriate from zero to multi-hundred horsepower engines - marine applications, generators, automotive, aircraft and industrial engine applications.
The engine has only six major components - of which only three are moving parts - and results in low set-up and production costs, and a simplicity of design that promotes a high level of quality assurance and lower maintenance costs.
Because the OX2 engine does not use a crankshaft, it has been able to achieve a leverage advantage over a conventional four-stroke engine with a similar stroke. The method used to achieve this unique efficiency is the subject of the engine's patent. Combustion
The combustion chambers are only slightly longer than the stroke and pistons need only to be thick enough to house the rings. The OX2 contains no piston skirts and the rings are the only contact point with the bore. In effect, at no time do the pistons touch the bore, and nor are they reliant on it for support. This system eliminates loading on the sides of the combustion chambers. |  |
Timing
Further, the OX2 engine design enables the timing to be adjusted sufficiently to produce the most effective burn of the combustible fuel being used - irrespective of the engine RPM. This highly efficient procedure is possible due to the extended dwell at the top of the compression stroke. Compare this to a conventional four-stroke engine where pre-ignition occurs if the timing is advanced too far, causing combustion prior to the top of the stroke. The result of such pre-ignition is resistance against the crankshaft, which causes a loss of energy.
Piston Speed
Further, the OX2 piston speed, which is controlled by the fuel burn rate, remains constant throughout the entire power stroke. The inlet and exhaust ports do not open until the exhaust and power strokes respectively have been fully completed. The ports then remain open long enough to ensure maximum operating efficiency. This process enables a more regulated mixture to be introduced prior to firing and also allows the significantly reduced exhaust gases to be expelled efficiently.
Torque
Another unique feature of the OX2 engine is that it achieves considerable torque at all stages through its operating range. Consequently, in most engine applications there would be no need for the engine to operate at revs higher than 2,500 rpm. In some instances, this would eliminate the need for a gearbox and would certainly reduce engine wear. However, in particular applications, if high engine revs were mandated, the OX2 engine could easily be adapted accordingly.
Single Port
In the OX2 engine, air and fuel are taken in to the combustion chamber through a single port located in the center of the combustion chamber. This port is adaptable and could be the size of the chamber if desired. In the OX2, the port is fully opened for the entire duration of the stroke plus some additional time to allow a full chamber of air and fuel mixture. There is no valve restricting the air/fuel mixture flow and the chamber is convex in shape so the cylinder fully charges with maximum efficiency. Since this single port is also the exhaust port, a heat transfer takes place on intake, cooling the port and seal, while maximizing fuel vaporization in the one simple process. In addition, exhaust gases are also recirculated into the combustion chamber on intake, further assisting in the vaporization of the fuel.
Exhaust
Another aspect of the OX2 engine is designed to have exhaust gases fed back in to the combustion chamber, ensuring that the engine pressure is only slightly below atmospheric pressure - eliminating the majority of the vacuum created. The design ensures that there is no waste of energy fighting vacuum and also allows for optimum compression regardless of the air/fuel delivery. Thus, more fuel is used driving the piston and less is wasted pressuring the combustion chamber. Because of the minute pressure differential, the air/fuel mixture induced in to the cylinder does not drop in temperature. When the heat of recirculated exhaust gases is added, the fuel remains in a gaseous form, thus ensuring an efficient burn from the OX2 engine.
