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Imagine a 2 stroke, Simple, Light, Compact, Low Cost but with the Economy and Emissions of a 4 stroke
But with 2 to 4 times the power, hence even Lower Cost
It’s well known that traditional 2 Strokes, although compact light and low cost, suffer from poor economy and very poor emissions due mainly to burning an air oil mix, One of the leading world pollutants
The 2 stroke compression ratio under the piston and crankcase is very low due to the excess volume under the piston Resulting in the air intake/ suction being very low
The 2 stroke crankcase compression is very low, resulting in air to the combustion cylinder being very weak. This results in low velocity low volume, transfer of air to the combustion chamber, hence filling only a portion the combustion chamber each revolution.
A large portion of the 2 stroke hot burnt gas remains in the combustion cylinder, making the gas temperature before compression high. This reduces the compression ratio, efficiency and contributes to piston running hot, with a tendency to induce detonation.
The above three 2 stroke shortcomings contributes to 2 strokes only producing approx. half the power per revolution compared to a 4 stroke of the same size
The 2 stroke crankcase is in suction when the inlet is open on the upstroke, further contributing to this low power output.
The following new 3Stroke design resolves all these issues and more, allowing a lighter weight, lower cost 2 stroke cycle with higher efficiency to outperform a 2 or 4 stroke, while also having 4 stroke economy and emissions, but with 3 times the power together with ~70% lower size weight and cost compared to a 4 stroke (and 40% compared to a 2 stroke)
A blower is required to eliminate the polluting air oil mix. Compared to a separate Blower with drive, manifolds, intercooler, mountings etc. the Integrated compressor has lower cost and provides more power. The closed sump allows crankcase oil to be used not only for better lubrication, but as a coolant to internally cool the piston if required
Note 1: ~40% less cost applies to a 2 stroke, ~70/75 % compares to a 4 stroke
Note 2: above applies to a 2 stroke air oil mix or crankcase oil spray
Note 1: the lower temperatures also enables use of a shaped piston top to aid scavenging
Note 2: Compressor shown to above scale, has 125% displacement i.e. ~3 times the power of a traditional 2 stroke
A blower is required to eliminate the polluting air oil mix. Compared to a separate Blower with drive, manifolds, intercooler, mountings etc. the Integrated compressor has lower cost and provides more power. The closed sump allows crankcase oil to be used not only for better lubrication, but as a coolant to internally cool the piston if required
Note 1: the lower temperatures also enables use of a shaped piston top to aid scavenging
Note 2: Compressor shown to above scale, has 125% displacement i.e. ~3 times the power of a traditional 2 stroke
Model 2, Is an increase in performance compared to model 1.
Traditional 2 strokes have theoretically twice the power per swept volume since they fire twice as often. Practice has shown however that they are about equal. This is caused by the breathing of a traditional 2 stroke which delivers only a portion of incoming air of a 4 stroke
The 3Stroke with the integrated compressor, inexpensively and compactly delivers 250% of the air of a traditional 2 stroke, for 2 to 4 times the power. i.e. In the scale shown, the compressor delivers 125% of the combustions chamber vol. giving approx. 2.5 times the power as scaled, with higher efficiency. This excess air also enables larger ports without sacrificing output.
If the Compressor volume is 1.5 x the Combustion chamber, a very modest boost, which is very achievable within the scale shown, then the 3Stroke will deliver ~ 3 times the power and will not require an intercooler
The main issue with significantly increased power is heat, especially with respect to the piston. The 3Stroke purges the majority of hot exhaust gas, so that at the beginning of the combustion upstroke the air in the combustion chamber is cooler. This gives lower piston temperature, higher compression ratio and significantly increased efficiency. This heat problem can be further reduced if required by using a crankcase oil jet to cool the interior of the piston. In the simplest low cost, air cooled models with roller bearings, splash lubrication
and a finned crankcase can also assist cooling. Heat resisting alloy pistons and top coatings can further improve the situation to allow significant supercharging, if required.
Current engines use high revs to create power, requiring low weight pistons with minimal surface areas which exacerbates piston cooing problems.The excess power of the 3Stroke allows more power to be delivered at lower revs with pistons having greater surface areas, for more effective cooling.
This model 2 will be suitable for many low/medium end applications, where cost and simplicity are important.
Note: Since the majority of inlet air is delivered after the exhaust closes, at all RPMs, an exhaust restricting valve per following page 8 is unnecessary in most applications .
The compressor cylinder shown adds ~1.5 times the cost, but 2 to 4 times the Power, making the integral compressor unit smaller lighter and less expensive 4 stroke performance, in a simpler, in a low cost 2/3 stroke package
A 4 stroke needs 2 combustion cylinders, not 1. Also power draining overhead Valves, valve train & drives are eliminated Making the 3Stroke ~10/15% more Efficient As well as providing increasing Reliability
Fitting a low cost RPM variable exhaust valve, currently in use, together with a reed valve close to the cylinder inlet port gives a broader power band, per above fig. 1 while also improving overall performance and fuel consumption.
Note, the previous 3Stroke Model 2 gives a similar improved power curve making the exhaust restricting valve not as important as is the case with a normal 2 stroke having the exhaust closing well after the inlet port. Note also: 3Stroke has a simple RPM variable restriction valve design available to licensees if necessary.
Note 1: the rotary valves, especially the exhaust can be variably controlled, per the following page
Note 2: The simple, one piece rotary valves shown inexpensively allows full control of breathing, similar to a 4 stroke
Note 3: the Inducted, Injected air delivery possible with the dimensions of this diagram gives approx. 3 to 4 times the power of the traditional 2 stroke with increased efficiency
The above shows fuel Injection into the combustion chamber and or manifold on the upstroke, after complete purging. Since the inlet valve is open after the exhaust valve is closed, supercharged fuel and air can be injected without being lost to the exhaust port, giving excellent economy without the Costly, bulky, power draining, efficiency reducing valves and valve train of a 4 stroke.
Note 4: Exhaust restricting valve of Model 3 could replace above rotary valve, Model 3A. Tests may show this Simpler Combination is as effective as above model 4
Note 5: Port injection should give better fuel mixing for optimum performance
Note 6: Turbocharging can also be added for even higher outputs and higher power to weight
Note 1: A simple, low cost, toothed timing belt is shown. Chain or gear drive is also possible.
Note 2: two separate belts are shown. One belt or chain is also possible with variable timing
Note 3: The model shown uses tubular rotary valves, but solid valves are preferable for integrated compressors, being simpler, more compact with lower cost, Per model 4B page 12.
Note 1: The Rotary Valves have min. clearances and require little power to operate
Note 2: They can be of any length, with a bearing between cylinders.
Note 3: A chain drive or gears replacing the tooth belt is also an option.
Note 4: Since little power is required, efficiency is not materially impacted as in a 4 stroke
Turbo chargers can also be added to Integral Compressor units For even higher outputs
Less expensiver, Lighter, Smaller, Higher efficiency, Longer life, Lower Maintenance and 2 to 3+ times power.
The integrated compressor can be applied to OH exhaust Valves. This arrangement is particularly Suited to long stroke high torque diesel applications, models 5 & 6. The boost depicted Is ~3:1 compared to a traditional 2 stroke.
Note OH Valve actuation can be the cam and spring depicted, hydraulic or any other type Also note, if chain and sprocket drive Depicted is used it can be made variable in similar manner to that of model 4A page 10
An inline configuration is the most viable Remember, a two combustion 3 stroke in Line shown will provide the same power as a Six in Line 4 Stroke A 3 in line 3Stroke will provide more power than a V8, 4 stroke A 4 in line 3Stroke will provide more power than A V 12, 4 stroke
Note 1: Any of the models 2 thru 5 can be used in a multi cylinder layout
Note 2: The V shares a common compressor, which would displace more than twice the volume of one combustion cylinder
Note 3: Twin Rotary valves in the V or Boxer layout will require the addition of a pair of front end gears
In this model, a single compressor can feed two in line combustion cylinders. This arrangement gives min. length and is particularly suited to high power high torque Low rev. Diesel applications which require a long stroke.
Note any of the previous Upgrades including Rotary inlet valve or OH valves can be used with this arrangement
The basic model 9 above has a shared, type 1 above con rod journal for max simplicity and min cost. This model 10 requires a larger space between cylinders which results in a slightly longer Transfer tube.
This model can also accept all the previous Upgrades, except twin rotary valves
All models can use either type 1 or Type 2 Except twin rotary valve models which require Type 3. Types 1 & 2, have smoother more balanced operation Than a normal one cylinder engine while type is even more balanced, making a separate balance shaft unnecessary.
Practice has shown that 2 strokes can be very reliable with long life, if designed to maximize this feature.
Indeed, not requiring OHC poppet valves and valve trains, not only saves cost, weight and space, it also increases reliability and eliminates a large power drain giving increased efficiency.
The 3-Stroke Provides good lubrication and the cooling of a 4 stroke, a necessity for reliability
2 in some cases, stroke ports can cause piston rings to wear unevenly after prolonged use,
Where longevity and low maintenance is paramount, a remedy can be provided which can reduce this uneven wear.
A method to eliminate uneven ring wear can also be provided to Licensees.
From Small to Hybrid to Large engines A huge cost saving opportunity in these difficult times to counter the unsustainable rush to all electric
The 3Stroke provides a full range of superior designs, significantly lowering costs and increasing performance for a wide range of applications.
It does so with tried and true Proven Technology, ensuring customer acceptance. It uses existing manufacturing, giving complete safety, (unlike other new engine types), ensuring safe mass production and widespread applications
The 3Stroke can be introduced seamlessly, with a min of development and product cost without fear of the emissions or regulatory barriers of traditional 2 strokes and importantly using existing infrastructure
Minimal Servicing is required and can be achieved with existing after sale personal and equipment
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