Control emissions at the cylinder level, with Zero CO, Zero HC and near zero NO
Modern high performance engines, both diesel and SI, depend on turbocharging to enhance power output per volume of stoke, which means a smaller displacement is needed to achieve certain desired power output. and this trend can be greatly enhanced when we have a floating cylindrical piston completely contains the combustion fluid in a smaller diameter than the cylinder bore during an early stage of the power stroke. Turbo charge will also have a higher efficiency having its input drive works not only to increase the pre-combustion pressure but also to actively push the floating piston during the time of a power stroke, to maintain a positive force graph during the entire time of a power stroke. This feature can also overcome known knock limits difficulties associated with turbocharging spark ignition engines, where high turbo-charge will serve higher fluid pressure during a power stroke time span and not pre-combustion conditions.
As an example:
For any vehicle weight, to run at wheel speeds of 100 miles/hour, our pistons within our Relative Motion Engine “would move at half the piston reciprocating speed” of a Conventional Engine.
This means that our Relative Motion Engine, would enjoy higher ratios of compressed air to achieve a better power output; obtain better fuel burning; with lesser Carbon and NOx emissions; and longer wear life of its engine parts, with lesser engine maintenance.
While the Conventional Engine would face the challenge of breathing enough air at their necessary higher engine piston speeds; have lesser power output; worse fuel burning; greater Carbon and NOx emissions; with higher engine maintenance.
It is known for Conventional engine that at about 6000 RPM, pistons start to suffer mechanical challenges, like broken bearings or joints, with serious power loss from piston friction and inertia.
· To achieve that same wheel speed and work effort, our Relative Motion pistons would be running at about 3000 RPM for similar performance, as the functions of combustion and compression, are done in separate compartments.
· Because our design and method split its compressed fluid into two parts, one for combustion, and one for decompression. It provides the cooling effects around our combustion compartment.
· This feature not only enhances performance and thermal limits, but also helps to reduce additional accidental mishaps seen at the race tracks. The drivers at race tracks would love it.
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