RECENT ADVANCES IN AUTOMOBILE

OX2 ENGINE

INTRODUCTION

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. One key feature of the

OX2 engine is that has only four moving

parts, vs 67 moving parts for a typical V-8

Engine ( otto cycle engine ). 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. In October 1993, the U.S

government announced on world wide

media that it was to heavily subsidize

consortium acting under a developmental

mandate which would within fifteen years at

a budget of up to one trillion dollars,

produce a new design configuration and

prototypes to replace the existing internal

combustion engines. The firm constituted

under the consortium was named

‘ADVANCED ENGINE

TECHNOLOGIES’ and the ox2 engine is its

product.

OX2

In the name ‘ox2’, the alphabet ‘o’

symbolizes oxygen of the atmospheric air,

‘x’ symbolizes the variety of fuels including

gasoline, diesel, natural gas, liquid propane

and methane which can be used while the

number ‘2’ symbolizes the two inlet and

exhaust ports, spark plugs in the engine

housing and also the two power strokes in

each cylinder for one complete revolution.

ENGINE SPECIFICATIONS

1. ENGINE PARTS

The major parts

Housing

Cylinder Block

Top Piston Plate

Lower Piston Plate

Cam Track

Drive shaft

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The moving parts

Cylinder Block

Top Piston Plate

Lower Piston Plate

ENGINE DETAILS

Number of

Combustion

Chambers

8 Cylinders

System 4 Stroke

Diameter12.8 inches / 325

mm

Width 10 inches / 254mm

Weight 125 lbs. / 56.8 kilos

Actual Cubic

Capacity66.25 c.i. / 1086 cc

Leverage Advantage

6.6 times a

conventional

combustion engine

FuelAny combustible gas

or liquid

WORKING

The ox2 engine consists of 8 cylinders

which are placed in a circle. The cylinders

are connected to a cylinder head which in

turn is connected to the outer cylinder

housing. The pistons which are moving

inside the cylinders have a base support of a

piston plate. There are two piston plates for

this purpose which connects the alternate

pistons. These two piston plates are called

top and lower piston plates. The pistons are

part of the piston plates. They house a

constant velocity rolling bearing joint on

their outer diameter/inner diameter to enable

a frictionless transition from reciprocating

motion to rotary motion. There is a cam

track at the bottom which facilitates the

reciprocatory motion of the piston inside the

cylinder due to its unique design.

The piston is also independently connected

to the outer engine housing with the help of

rollers. For this purpose, longitudinal slits

are provided on the inner periphery of the

engine housing into which the piston rollers

are placed. There are also rollers provided at

the bottom of each piston so as to guide it

through the cam track.

The engine is started with the help of a

drive shaft which is connected to the cam

and it provides a rotary motion for the

starting. A start up motor is provided for this

purpose of driving the drive shaft. This

rotary motion provided to the cam would

rotate the cam track which would result in

the reciprocatory motion of the piston inside

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the cylinder. As a result, the Otto Four

Stroke Cycle proceeds inside all the

cylinders and the engine starts. The start-up

motor then stops working.

As the pistons reciprocate, the piston

rollers rotating inside the engine housing

also rotates along the longitudinal slits.

However, the cam track at the bottom of the

pistons, force it to move forward resulting in

a circular motion. The piston rollers force

the engine housing to rotate along with the

pistons. Since the engine housing is

connected to the cylinder head, the cylinders

also move along with the pistons. As a

result, the entire unit of the engine rotates.

So the reciprocatory motion of the piston is

converted to the rotary motion of the engine

housing and this motion can be transmitted

to the reduction gears with the help of an

axial shaft.

EXPLODED VIEW OF THE

ENGINE

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PISTONS

The pistons of the engine are such that it

has no piston skirts on their outer periphery.

The piston skirts provide the support to the

piston in a conventional engine. However, in

the ox2 engine, the piston support is

provided by the piston plates. And the

requirement of the piston skirts is thus

eliminated. As a result, there is no side

loading of the pistons against the cylinder

bore. Therefore there is no energy

dissipation and also there is no danger of

damage to the cylinder walls.

PISTON SPEED

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 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 gasses to be expelled

efficiently.

COMBUSTION CHAMBER

The combustion chambers are only

slightly longer than the stroke and the

pistons need only to be thick enough to

house the rings. Since there are no piston

skirts, the side loading of the piston against

the cylinder wall is eliminated. Hence there

is no danger of damage to the walls due to

long running of the engine.

FLY WHEELS

A flywheel is an excellent short-term

energy storage device. While a flywheel

could be fitted to the OX2 engine as with

any engine, the mass of the rotating block

would act as a flywheel and the small

fluctuations in the energy is removed. Hence

a flywheel is required only when huge

amount of energy is generated.

HORSE POWER AND OUTPUT

SHAFT SPEED

The RPM’s of the engine are dependent

upon size and application. As for acceptable

output shaft RPM, outboard engines

typically max at 6000 RPM, run a 2 to 1

reduction to the propeller equaling 3000

RPM. Therefore in this application an

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acceptable output shaft speed could be 3000

RPM. Likewise a rear or front wheel of an

automobile spins at a little over 1000 RPM

at 100 km p/h. Therefore a higher output

shaft speed is not necessary. The reason for

a high RPM being achieved from a

crankshaft engine is to give a better

horsepower number, whereas the torque an

engine can develop at a particular RPM does

the actual work. Thus the OX2 engine

develops very high torque at reasonably low

RPM thus reducing wear and enabling better

control of the combustion process thereby

resulting in better economy and emissions

TIMING

The ox2 engine design enables the timing

to be adjusted sufficiently to produce the

most effective burn of the combustion fuel

being used irrespective of the engine RPM.

This highly efficient procedure is possible as

the opening and closing of the ports is

controlled by electronic chips. Also since

there is no ports present in the combustion

chamber during the compression stroke,

there is no fear of preignition. Compare this

to a conventional engine in which

preignition occurs if the timing is advanced

too far causing combustion prior to the top

of the stroke. The result of preignition is

resistance against the crankshaft, which

causes a loss of energy.

TORQUE

A unique feature of the ox2 engine is that

it achieves considerable torque at all stages

through its operating range. Consequently in

most of the engine applications there would

be no need for the engine to work at

revolutions higher than 2500rpm. This

would eliminate the need of a gear box and

would reduce the engine wear.

EXHAUST

The ox2 engine is designed to have a

minute quantity of exhaust gas fed back in to

the combusting chamber, ensuring that the

engine pressure is only slightly below the

atmospheric pressure thus eliminating the

majority of the vacuum created. The design

ensures that there is no wastage 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

pressurizing the combustion chamber.

Because of the minute pressure differential,

the air/fuel mixture induced into the cylinder

does not drop in temperature. When the heat

of recirculated exhaust gas is added, the fuel

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remains in a gaseous form, thus ensuring an

efficient burn from the ox2 engine.

WORK COMPARISONAdvanced Engine Technologies Firm has

shown that the ox2 engine produces more

torque and horse power from a smaller

displacement than a 5.7 liter V8 engine.

DEVELOPMENTS

The OX2 engine has been developed

till the prototype level. Three prototypes

of the engine have been developed by

the Advanced Engine Technologies firm.

The firm has announced that it has

completed the first phase of OX2 engine

port re-engineering. This re-designing

was done after the testing of Design

Level 1, OX2 test engine #1. AET

engineers have successfully advanced

the OX2 engine port shape and location

from its earlier design.

Through engine modeling, Flow bench

analysis, and eventual real-time engine lab

testing, engineers have been able to re-

engineer the intake and exhaust port shape

and location on Design Level 2, OX2 engine

#2. This re-engineering has resulted in a

15% improvement in the OX2 engine's

airflow or also known as Volumetric

Efficiency. The efficiency is now in the

range of 92-95%. This improvement has

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also yielded a 16% improvement in torque

and a 23% increase in horsepower. Also

during testing, OX2 test engine #2 created a

high torque, resulting in 16.8 horsepower at

650 rpm which is one-third the typical

operating speed of traditional internal

combustion engines.

In addition, this new porting configuration

has increased the exhaust velocity by 200%.

This will prove to be very valuable asset for

the engine in future turbo applications. The

early phase testing also allowed AET to

identify airflow issues with the OX2 block.

Design modifications to the engine's inner

block have been made to improve airflow

and increase compression.

The re-cast blocks will be retro-fitted to

the current OX2 engine prototypes and they

are expected to result in increased overall

power. Validation testing of the Design

Level 3, OX2 Engine #3 is also being

carried out in the University of California.

Utilizing an increased bore and shorten

stroke, this design is expected to yield a

marked improvement in overall engine

performance.

APPLICATIONS

The following are the examples of future

applications of the OX2 engine.

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ADVANTAGES

Fuel efficient

Low emissions

Smaller

Higher power to weight ratio

Light weight

Multi-fuelled

Inexpensive

DISADVANTAGES

Existing engine compartment

design of the vehicles is to be

modified

The cooling system design is

complex

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CONCLUSION

The OX2 engine will soon prove to be a

revolution in the IC engine field with its eco

friendly and versatile nature allowing it to

be flexible with any type of fuel along with

enhanced operation, maintenance costs and a

longer useful life.

REFERENCE

www.ox2engine.com

Detroit News Article - ‘New engine

excites many’

21st of April

2003, pg-5,

column-2

Advanced Engine Technologies of

Albuquerque Magazine

‘ox2 engine

revealed’ 19th of Dec 2002,pg 8,

column-3

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