With three chambers to work with in each cylinder, adding passages, piston ported valves, external valves etc., will enable the Super Two-Stroke™ to meet the most rigid demands of every kind of engine application or new combustion technology. Proposed advantages of the design are outlined below;
Transportation vehicles – automobiles, trucks, buses and heavy duty vehicles. Delivering technologies that increase efficiency at an economic price is the hurdle for these industries. The most direct way to do this is reducing the number of cylinders for a given application, the Super Two-Stroke™ can do exactly this without loss of power or driver satisfaction.
Powersports - motorcycles, marine engines, snowmobiles, jet skis, ATVs, emission regulations have just begun to impact this industry. In the future pressure to improve emissions will only increase. This is an obstacle to the demands for power and low first cost needed to be competitive in this marketplace. With it's proprietary Pre-evaporated Fuel/Air Injection the Super Two-Stroke™ can meet emission requirements without expensive conventional fuel injection systems. The return of light weight two-stroke power will put the "sport" back in these vehicles!
Utility – generator sets, pumps, power tools, etc. Emission regulations have just begun to impact this industry as well. In the future pressure to improve emissions will only increase. With it's proprietary Pre-evaporated Fuel/Air Injection the Super Two-Stroke™ can meet emission requirements without expensive conventional fuel injection systems. Two-stroke power will be a great advantage in an industry dominated by four-stroke single cylinder engines, as power every stroke means smoother operation.
Lawn and garden - blowers, lawnmowers, trimmers, etc. Emission regulations have just begun to impact this industry as well. In the future pressure to improve emissions will only increase. With it's proprietary Pre-evaporated Fuel/Air Injection the Super Two-Stroke™ can meet emission requirements without expensive conventional fuel injection systems. The return of light weight two-stroke power will add applications and easy operation to the industry. (In cost sensitive markets reed and poppet valves can be replaced by piston controlled ports.)
Technologies - these technologies are "waiting in the wings" for a low cost base engine to bring them to the general market;
Hybrid systems –
Electric Hybrids - if the gasoline engine in an electric hybrid had two or three fewer cylinders not only would it cost less, there would be room for more batteries or it would weigh less and have a greater battery range (Plug In Hybrid).
Air Hybrid - An air hybrid can be created by adding an air storage tank to the injection tube (# 4) of the Super Two-Stroke™, this would cost far less than the batteries and electric motors used by electric hybrids. (Recent investigation at UCLA supported by Ford Motor Company has indicated that an air hybrid could improve fuel efficiency by 64% in the city and 12% on the highway. )
Compressed Air Engine - using a larger stronger tank than an air hybrid, the engine itself is powered by high pressure compressed air delivered by a home or commercial air pump running on the electric grid. Backed up by an on board combustion engine to insure range and power, this system lowers emissions and cost by obtaining a portion of it's energy from power generating stations. Also operates in air hybrid mode.
PHEV (Pneumatic Hybrid Electric Vehicle) - this combines the Electric and Compressed Air Hybrid. Using the hybrid's electric motor , it can charge the high pressure air tanks directly from an electric outlet driving the engine as a compressor. This lowers the overall cost and gives added flexibility.
Alternate fuels – most alternate fuels have less energy than gasoline or diesel. With over twice the air capacity of current engines, the Super Two-Stroke can compensate for the power deficiency created by other fuels while keeping cost and size down. (See Supercharging.)
Advanced combustion technologies;
Supercharging – is not an advanced technology, but as most injection methods suffer from reduced air utilization, the need to maintain power with added air charge becomes necessary. The current practice of "downsizing" engines for added fuel savings also benefits greatly from supercharging. The SUPER Two-Stroke™ design has built-in supercharging in each cylinder. This avoids the substantial cost of a turbocharger or supercharger. (The SUPER Two-Stroke™ is self-supercharging up to one atmosphere, if higher pressures were needed conventional turbo or supercharging can be used.)
Pre-evaporated fuel/air injection – similar to GDI or Fuel/Air injection, a very small droplet size or vapor is achieved. This reduces emissions and increases efficiency. The Super Two-Stroke™ does this with the built-in supercharging that is a part of its basic design, no pumps or separate injectors needed, just the one poppet valve as shown. The costs of injectors and separate air pumps are avoided. (As well as one-third to one-half of the cylinders!)
Diesel - with its' self supercharging piston, the Super Two-Stroke has up to two and one-half times the air intake of a conventional four-stroke piston of the same bore diameter. This is ideal for a compression combustion process or "Diesel" as it needs 30 to 40 percent more air to make the same power as a gasoline engine.
Gasoline Direct Injection - a very small droplet size is achieved using an injector similar to the Diesel. The SUPER Two-Stroke reduces the cost with fewer cylinders and its built-in supercharging makes up for power lost to lower air utilization.
Auto-ignition combustion – both HCCI and ARC can be augmented by the Super Two-Stroke’s uni-flow scavenging and induction, ability to retain exhaust gas, throttle scavenge air and pressurize and preheat the incoming fuel/air mixture.
Combined Combustion System – this recently announced system of auto-ignition benefits greatly from supercharging, again inherent in the SUPER Two-Stroke™. Like HCCI it is also augmented by the Super Two-Stroke’s uni-flow scavenging and induction, ability to retain exhaust gas, throttle scavenge air and pressurize and preheat the incoming fuel/air mixture.
Air ignition – a recent proposal to rapidly ignite a mixture of fuel and air compressed just below its auto combustion point, by valving highly compressed hot air into the combustion chamber at about TDC. The SUPER Two-Stroke™can be configured to operate in this mode using its air tube injection (Chamber #4) without further complications. Similar to split-cycle operation.
Reverse air ignition – unique to the SUPER Two-Stroke™ , this system would carry a mixture of fuel and air to just below its auto combustion point in the injection tube, compress pure air to extreme temperature and pressure in the combustion chamber, then open the valve at about TDC. Combustion would begin at/in the injection tube and rapidly spread into the main combustion chamber as expansion began. Similar to split-cycle operation.
Water injected cooling – a recent proposal is to expand the engine cycle to include two additional strokes, one to receive an injection of water, which would turn into steam providing power and cooling the engine, while the second would then expel the steam. It may be that the SUPER Two-Stroke would better suited to this technology than the four stroke as it would provide two power strokes out of four rather than two out of six, as the four stroke would.
Free-piston engine - because it is internally scavenged, the Super Two-Stroke makes a greatly improved free-piston engine. By adding a magnet to the piston and coil windings to the cylinder it becomes a generator, or type of fuel cell. Work previously done in this area has indicated a need for improved combustion and scavenging. This Super Two-Stroke answers this need.
Other possibilities - Chamber #4 can hold air for delivery to the combustion chamber at a constant volume for an entire stroke. This opens opportunities for heat exchange/ recapture/recycle and fuel/water vapor enhancement.