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Technology Stocks : AENG THREAD without TRAV, OX2 Engine ONLY! -- Ignore unavailable to you. Want to Upgrade?

To: Janice Shell who wrote (23)	3/4/1999 6:18:00 PM
From: Tommy Hicks	Respond to of 38

Does anyone here read Trailer Boat Magazine? This guy claims there was an article on the OX2 engine on page 16 of the Oct. 98 issue. He can't be lying.......he used the word y'all. reference.com

To: Janice Shell who wrote (23)	3/4/1999 6:32:00 PM
From: cornbread	Read Replies (3) \| Respond to of 38

Janet, here is some information contained in AENG's 10SB12G. Hope this helps. The fact that the OX2 engine has only six major components, of which only three move, results in low set-up and production costs with a simplicity of design that promotes a high level of quality assurance. The major parts are as follows: (1) housing, (2) cylinder block, (3) top piston plate, (4) lower piston plate, (5) cam track, and (6) drive shaft. The moving parts are: (1) cylinder block, (2) top piston plate, and (3) lower piston plate. The data given below is related to the current prototype however it should be noted that the engine is flexible enough to allow these parameters to change to best suit a particular application. Number of Combustion Chambers 8 System 4 Stroke Diameter 12.8 inches/325 mm. Width 10 inches/254 mm. Weight 140 lb./63.5 kilos Actual Cubic Capacity 66.25 c.i./ 1086 cc Fuel Any combustible gas or liquid. Brief Synopsis of the OX2 Engine Set forth is a comparison and description of the operation of the OX2 engine against a normal four stroke conventional engine (hereinafter referred to as "4sc Engine"). The current prototype of the OX2 engine has two spark plugs, two spark plugs leads and coils. There is no crank shaft, distributor, sump, or oil pump and in fact there is no need for oil pressure to support bearings, however a small amount of oil is used for cooling. The combustion chambers are only slightly longer than the stroke, (e.g. a 75mm. stroke requires a 87 mm. combustion chamber) and pistons need only to be thick enough to house the rings. There are no piston skirts and the rings are the only contact point with the bore. In other words 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. Not counting seals and bearings the OX2 engine has only six major components, and should be easier to manufacture than a cylinder head of a conventional four cylinder engine. There are only two wearing parts, which would wear at a rate similar to ordinary piston rings. Once the engine is set to its operating setting it needs little or no servicing. The current OX2 engine fires four times as often as a 4scEngine, i.e. For every complete cycle of a 4scEngine the OX2 engine has completed four cycles. Therefore engine capacity of the OX2 engine when compared to 4scEngine is calculated by multiplying the actual engine capacity by four. Because the OX2 engine does not use a conventional crankshaft it has been able to achieve a leverage advantage of 6.6 times over a 4scEngine which has a similar stroke. The method used to achieve this is the subject of the engine patent. 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 R.P.M. This is possible due to the extended dwell at the top of the compression stroke. Compare this to a 4scEngine where pre ignition occurs if the timing is advanced to far, causing combustion prior to the top of the stroke. The result of which is resistance against the crankshaft thus causing a loss of energy. OX2 piston speed (which is controlled by the fuel burn rate) remains constant throughout the entire power stroke at the leverage advantage referred to above. The inlet and exhaust valves do not commence to open until the exhaust and power strokes respectively have been fully completed. They then remain open long enough to ensure maximum operating efficiency. This enables more regulated mixture to be induced prior to firing and for exhaust gases to be expelled efficiently. Compare this to the combustion signature of a 4scEngine where piston speed increases and decreases twice during the power stroke. To begin with, the majority of the power from the firing occurs at the top of the stroke where there is little or no leverage. By the middle of the stroke (where there is maximum leverage) the piston is out accelerating the maximum burn rate, resulting in a loss of torque. Towards the end of the stroke the piston is decelerating again, the outlet port is starting to open and energy is being lost through the exhaust. Added to this at high revs there is considerable back pressure form exhaust gasses trying to escape out of the valves, again causing resistance and a loss of efficiency. A significant advantage of the OX2 engine design is that it has a capability to lengthen or shorten the piston stroke and dwell at top dead center during engine operation thus ensuring optimum efficiency at all times irrespective of engine revs or load. A further feature of the OX2 engine is that it achieves considerable torque at all stages through its operating range. Consequently in most applications there would be no need for the engine to operate at revs higher than 2500 rpm. In some instances this would eliminate the need for a gear box and would certainly reduce engine wear. However, if high engine revs is a prerequisite for a particular application, then the OX2 engine can be easily adapted accordingly. Combustion Chamber & Porting Conventional Engine Air & fuel is taken in to the combustion chamber through the intake port and past the intake valve which is located off to one side of the cylinder. The valve being fully open for only a percentage of the stroke and the port size being restricted by the combustion chambers ability to house any larger valve while still leaving room for the exhaust valve. The valves themselves restrict the efficient flow of gasses into and out of the combustion chamber as well as creating turbulence as gasses attempt to flow around them again causing further restrictions to the smooth and efficient flow of gasses. OX2 Engine In the OX2 engine air and fuel is taken in to the combustion chamber through one port located in the center of the combustion chamber. This port could be the size of the chamber if so desired. It is fully opened for the entire duration of the stroke plus some additional time to allow a full chamber of air & fuel. There is no valve restricting the flow and the chamber is convex in shape so as to fully change the cylinder with maximum efficiency. Due to the fact that this port is also the exhaust port a heat transfer takes place on intake thus cooling the port and seal while maximizing fuel vaporization in the one simple process. Added to this is the recalculation of exhaust gasses into the combustion chamber on intake which also assists in the vaporization of the fuel. Conventional Engine Vacuum To control engine power and speed the flow of air and fuel is restricted to the combustion chamber via a carburetor or throttle body and fuel injectors. (Less fuel and air results in less potential energy for heat expansion and therefore less power and lower engine revs). The negative affect of this in a conventional engine is high engine vacuum, which produces two energy wasting affects: (1) it takes a great deal of energy for the piston to travel down the bore under such vacuum; and (ii) on completion of the intake stroke the combustion chamber still does not have full volume of air fuel mixture and as you can only compress what is in the cylinder in the first place compression will not be optimum, as a result maximum efficiency from the potential energy will not be obtained. The OX2 engine is designed to have exhaust gasses fed back in to the combustion chamber, so as the throttle is backed off more exhaust gasses enter the combustion chamber ensuring that engine pressure is only slightly below atmospheric pressure thus eliminating the majority of the vacuum created. This ensures that there is no waste of energy fighting vacuum and also allows for optimum compression regardless of the air fuel delivery. This means that more fuel is used driving the piston and less wasted pressuring the combustion chamber. As there was little pressure differential the air fuel induced in to the cylinder does not drop in temperature and when the heat of recalculated exhaust gasses is added to this the fuel remains in a gaseous form thus ensuring an efficient burn.