Control emissions at the cylinder level, with Zero CO, Zero HC and near zero NO
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Unlike two pistons sharing a cylinder, and expanding in opposite directions, our same direction acceleration Design and Method does not cause our Floating piston to share or deduct its kinetic energy from our crankshaft piston power, but instead it will create a higher field of pressure by competing for space.
This video is a working visualization, to solve for the design-to-function relational goals. The OTTO's principles, treating the physics of a working piston like a bullet is dropped for the purpose of using better equilibrium of transferring combustion forces to a piston doing work
Functions and physics need to be reviewed by using new principles that we introduced at our American Physical Society presentation, for fellows to accept that we are not trying to break valid rules while we link our functions to the new design.
ANSYS simulation tests, were repeated by SOLIDWORKS and some key graphs were posted hereunder for those capable of repeating such tests, to enable them to verify our findings.
We did many simulation tests before we make any confirming step. Some fellows with business background, were able to communicate feedbacks, that helped us to better choose our presentation words as credible statements, and avoid, advertisement phrases.
Performance equation, was imbedded in our design video presentation, for those who prefer to build on theoretical base, before advancing a verification plan. While simulation tests show about 200% work/time enhancement, the 400% figure of claimed performance, was based on known engineering equation that can be verified in textbooks. We based our calculations on a well-known reference " Internal Combustion Engine Fundamentals - Second Edition -Chapter 2, Engine Design and Operation Parameters" for John B. Heywood.
On the theoretical level we remined our readers, of the following:
While DeRochas-Otto principles recommend highest initial piston speed, John B. Heywood, reminds us that speed is what limits the engine breathing, and decides energy spent on acceleration. This issue is solved in our Relative Motion Design, where a relative motion is established by a lesser acceleration control method.
Torque is what measures engine ability to do work, and Power measures the rate of work done per second. On both measures, our Relative-Motion Cylinder doubled the performance, where every stroke is a power stroke and with our force graph doubling the distance before it goes negative.
Our floating piston, does not apply any negative power consumption to the crankshaft drive, being mechanically separate from the crankshaft, and floating inside the cylinder, with all of its valves closed, while it is also competing with the combustion fluid for space, creating a space-void of a negative combustion Pascal mass, and decreasing volume of displacement created by the crank shaft piston motion, which is the only Output Surface.
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