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Question 1.

 

Recently we celebrated 100 years of the Otto Internal Combustion Engine Patent. Dozens of huge companies have put enormous funds into what seems like all possible aspects of engine theory, design and practice. What did they miss? What was so hidden from them that made our engine so superior to today’s conventional solutions?

 

Answer.
  •  want to ensure you that in high tech development there was always room for innovation. Innovation can be minor or major, independent of how well the technical area seems to have developed. As you know, traditions in science are the greatest tools for young people’s education and skill development; they show the road map to new knowledge through achievements and acquired experience. But sometimes, traditions become immobile fixtures that are challenging to circumvent without punishment by a community that keeps these traditional values as the most important possessions. It always was and will be like this. “Think outside the box” is a simple statement to make, but under some circumstances, nearly impossible to follow. In most cases, innovation means going around well established road maps and that is exactly what happened with the AB Engine invention. Sometimes working in areas outside engine technology, but with similar fundamental scientific and engineering knowledge, gives you an advantage to think outside of traditional areas and see things from a different perspective. This is exactly what happened with my invention.

  • Almost 24 years ago, in 1984, I filled my car’s fuel tank (Russian Giguli) with a very low octane ratio gasoline by accident (76 instead of 89). Nothing unusual happened – the engine started to detonate only when I tried to throttle power almost to the maximum. But what was unusual, was that it did not detonate with a low power load, this ignited my curiosity. Why? My engine was fed by fuel through the carburetor. Opening or closing of the damper limits the amount of fuel that is going into the combustion chamber, lowering or increasing engine power output, but it was not only limiting fuel, but amount of the air as well. So why was an engine that was designed with a compression ratio of 8, not detonating with a fuel used by engines with a compression ratio 6 design? It was because the amount of gas was lowered to the point that even though the designed compression ratio was 8, the actual gas compression ratio was below 6, the point of detonation. A fact is a fact, that anyone can observe, but I needed the explanation. I put myself deep into thermodynamics and easily found the reason why? The physics behind it is described in detail within my patent application.

 
      • So it was obvious that an engine design with a high compression ratio can handle fuel with a low octane ratio if the flow of intake gas is limited to the exact amount that creates actual compression ratio below point of detonation, retaining the expansion ratio as high as engine design dictates. But what is the point of wasting the engine volume and lowering engine cycle power output?! It is against engine design traditions! Traditions dictate that one should design an engine that fills the engine combustion chamber with maximum amount of gas, or even overcharging it with a compressor! Traditions state a manifold design with perfect aerodynamics which lowers flow resistance, but not limiting it! This all made perfect sense from a conventional point of view. Great innovator Atkinson showed that engines with a low actual compression ratio and a high actual expansion ratio have a huge advantage in fuel efficiency. He patented a version of the ICE with complicated mechanics to achieve it. It was an overly complicated engine and limited by the same problem as Otto engine. Atkinson engine still needed to fill the combustion chamber with gas through a resistant manifold, so the idea never went to actual use. What was different in my invention? 
        I have developed a method of modifying any traditional piston or rotary type internal combustion engine such as Otto, Diesel, Wankel, Miller or even the Atkinson engine. Designed compression-expansion ratio can be as high as it desire up to the reasonable expansion of burnt mixture of fuels and oxidized medium when exhaust pressure equivalent to the engine environment. 

      • For diesel engine the minimum compression volume, i.e. the maximum compression ratio is only limited by the physical integrity of the engine, it is the maximum compression ratio at which a normal engine can safely operate without mechanical failure due to excessive temperature and pressure. In order to avoid excessive chamber conditions and maintain physical integrity of combustion chambers, I limit the maximum amount of oxidized gas (air) to a mass that yields the same pressure and temperature conditions as in a conventional engine when compressed.

      • So what is the catch? Simple answer. In engines utilizing my method the actual compression ratio will always be optimized to the perfect burning conditions, but the expansion ratio of burnt gases will be as high as needed to convert burnt fuel into the theoretically maximum possible energy for these types of internal combustion engines. My invention proposes unique designs to realized itself in practice. 

      • I have developed an additional intake gas valve directly before the high pressure heavy duty intake valve. Traditionally, the Intake vale not only handles intake gas, but is also designed to sustain high gas pressure during fuel gas combustion! Also, it has to sustain high temperature and be completely hermetic! All those conditions were making design of timed intake valves complicated, expensive and inflexible with time manipulation. The valve I invented only needs to work under atmospheric pressure and temperature, and only requires a simple low power actuator to manipulate it. But the valve is only part of the essence of the invention. I have changed the engine compression ratio design to the highest possible!  So, fundamentally, the core of the invention is controlled by the easy Intake valve and an engine with a high compression ratio design. During every working cycle, the AB Engine Intake valve injects a calculated and exact amount of gas into the combustion chamber; this keeps gasoline from early detonation. Calculations by the AB Engine algorithm take into account temperature and pressure of intake gas, type of fuel, RPM and design peculiarity; specifically to optimize the conditions for fuel burning. At the same time, burnt gas-fuel mixture expands much more in an AB Engine than in a conventional engine; producing significantly more mechanical energy from the same amount of fuel. But this is not all! A combination of easy valve and high compression ratio engine design allows using any kind of fuel with a high fuel efficiency, including diesel! You know that diesel engines are more efficient exactly because they have high compression ratio designs and high burnt fuel-gas expansion as well. My invention gives you a possibility to design a compression ratio for diesel engines that are much higher than they are now.

 
     
 

 

 

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