Future Reciprocating Engine, torque improvement by 120%. GHG reduction over 50%. A great innovation in 150 years of internal combustion engine development.
Multi-fuel, no engine knocking, best for most types of fossil fuel and bio-fuel. Ultra low emission (or carbon neutral ) when burns ethanol or H2. Mileage is doubled in comparison to existing ICE combustion technology for most types of fuels.
| Outcomes (comp. to prior art) | Measures taken in new engine |
| Output torque increased by >120% at same cylinder pressure. (@compression ratio11:1). | Keep combustion volume constant from 0 to 40°ATDC. Make peak combustion pressure at 42°ATDC |
| Knocking reduced or eliminated | Combustion is started after TDC |
| Engine material /volume reduced by 50% | Torque on crankshaft is doubled at same cylinder pressure |
| Fuel efficiency doubled, >220% in mileages per gallon, (42˚ATDC) | Torque on crankshaft torque doubled at same amount of fuel, (42˚ATDC) |
| Use existing parts and manufacturing processes | Similar piston/crankshaft mechanisms as in prior art |
| Multi-fuel available in one engine | Fuel is injected after TDC position, fuel is not restricted by compression ratio. |
Is it too good to be true?
Future of piston engine, 220% in mileages per gallon when burns gasoline when combustion constrained between 36˚ATDC and 150˚TDC, with non-heat conductive engine cylinders.
How does the engine work? Watch the video.
**Note 1, animation. New Engine Animation: Comparisons of combustion chamber volumes and instant torques. The animation shows different output torques when combustions are located at different crank angles, and the unique Peak Torque is located at exact 42˚ATDC position.
Advanced Piston Engine Combustion Technology
Over the past 150 years, piston engines have undergone significant development and improvement. However, brake thermal efficiency at the crankshaft remains below 40% for most conventional gasoline and diesel engines.
Gasoline and diesel piston engines used in transportation are estimated to account for more than 14% of global greenhouse gas (GHG) emissions, representing approximately 1.4 billion metric tonnes of emissions annually.
Despite decades of development, most conventional piston engines continue to use similar combustion-chamber geometries. Achieving a major improvement in efficiency may therefore require a fundamental change in combustion-chamber topology and combustion timing.
Our research indicates that crankshaft output torque can be significantly increased by using a new combustion-chamber topology combined with appropriately retarded fuel-injection and ignition timing. Our modelling and testing suggest the potential for substantially improved fuel efficiency at engine speeds of 2,500 rpm and below, with the potential for up to two- or three-fold improvement under specific operating conditions.
New Combustion-Chamber Topology
Engine output is influenced by both the combustion-chamber volume (V) and the tangential force conversion ratio (Cr) at the point when peak combustion pressure occurs.
In our proposed topology, the minimum—or clearance—combustion-chamber volume is extended from 0° TDC to approximately 40° ATDC. Fuel injection and ignition are then retarded so that peak combustion pressure occurs at approximately 42° ATDC.
According to our current results, this approach can produce a substantial increase in crankshaft torque. When burning gasoline at a compression ratio of 11:1, the predicted torque increase is approximately:
- 120% at 2,500 rpm
- More than 300% at 800 rpm
These results suggest that combustion-chamber geometry and the timing of peak cylinder pressure may offer significant opportunities for improving the efficiency and low-speed torque of piston engines.
Further experimental validation, including independent dynamometer testing, emissions measurements, durability testing, and analysis across a broader range of operating conditions, will be required to confirm these results and determine their practical potential.
Simulations: Combustion Chamber Volume is re-defined from 0°TDC to 120°ATDC
Potential Impact on Future Transportation
We anticipate that this technology could have a significant impact on future GHG-emission reduction strategies and transportation policies. By improving fuel efficiency while reducing engine weight and material requirements, the next generation of piston engines could play an important role in reshaping the transportation energy landscape.
With the potential for up to 50% lower GHG emissions, approximately twice the fuel economy, and a 50% reduction in engine weight and material requirements, the piston engine could undergo another major transformation more than 150 years after its original development.
Comparing Total Environmental Impact
The environmental performance of a transportation system should be evaluated based on its total life-cycle impact, rather than vehicle operation alone. This includes energy production, raw-material extraction, manufacturing, battery production, recycling, transportation, and end-of-life processing.
If a new high-efficiency combustion powertrain can demonstrate a lower total life-cycle GHG footprint than a comparable electric vehicle, it could provide an alternative pathway for reducing transportation emissions. This could influence how governments and industry evaluate future transportation technologies and energy policies.
Battery-electric vehicles offer important environmental benefits in many applications, but their overall environmental impact also depends on factors such as the source of electricity, battery manufacturing, raw-material extraction, recycling, and semiconductor and power-electronics production. These factors should be included in comprehensive life-cycle assessments when comparing different powertrain technologies.
Alternative Fuels
The new engine is designed to operate with a wide range of fuels, including ethanol and other biofuels. For example, our current analysis indicates that one gallon of ethanol could potentially provide approximately 1.5 times the driving range of one gallon of gasoline in a conventional engine, depending on engine configuration and operating conditions.
The ability to use a variety of renewable and low-carbon fuels could further expand the engine’s potential for reducing lifecycle emissions.
Direct Constant-Torque Control
The new engine also enables direct constant-torque control. By controlling fuel delivery, the engine can provide substantial driving torque across a wide operating range—from approximately 200 rpm to 2,500 rpm.
This broad torque range could significantly reduce or potentially eliminate the need for a conventional multi-stage transmission in certain applications. A simpler powertrain could reduce weight, mechanical complexity, manufacturing requirements, and energy losses.
For a vehicle designed for a 600-mile cruising range, our current projections indicate that the new engine and powertrain could weigh less than 30% of a comparable plug-in electric powertrain consisting of a motor and battery system.
These figures represent the potential of the technology and should be validated through independent engine testing, vehicle-level testing, and full life-cycle analysis before making definitive comparisons with conventional or electric powertrains.
EV (battery powered electric vehicle) is not as green as we thought
Read more about the new Engine (PPT file)
Note 2, PPT file. More comparisons: from GHG to cost, the novel engine VS different solutions.
Hydrogen Engine or H2 Fuel Cell?
Zero-Emission Solution for automobiles.
Hydrogen Engine Technology and the Transition to Clean Transportation
Canada is one of the world’s leading hydrogen-producing countries, with an estimated three million tonnes of hydrogen produced annually, primarily from natural gas. Canada is also home to major clean-hydrogen projects that combine natural-gas reforming with carbon capture and permanent storage of the resulting CO₂ emissions.
Our novel engine technology may achieve its greatest potential when operating on hydrogen (H₂). Based on our current analysis, the engine could achieve fuel efficiency exceeding that of conventional hydrogen fuel-cell powertrains, while the engine-based powertrain could potentially cost approximately one-tenth as much as a comparable hydrogen fuel-cell system.
Hydrogen’s fast flame speed—approximately twice that of gasoline under comparable combustion conditions—also provides significant advantages for engine operation. Our current results indicate that the hydrogen-fuelled engine can potentially deliver near-constant torque from approximately 200 rpm to 6,000 rpm, compared with approximately 200 rpm to 2,500–3,000 rpm for gasoline operation.
A New Approach to Automotive Powertrains
This technology could fundamentally change the design of automotive powertrains. With direct torque control through fuel supply, the engine can provide the required wheel torque without relying on conventional multi-stage transmission gear changes.
Eliminating or simplifying the transmission could substantially reduce vehicle cost, weight, mechanical complexity, and powertrain losses.
A Practical Path to Fuel Transition
Passenger vehicles are likely to remain an important part of transportation for decades to come. The key question may be less about whether the automobile will remain relevant and more about which energy source will power it—electricity, gasoline, ethanol, natural gas, hydrogen, or a combination of these fuels.
A complete transition from today’s fossil-fuel vehicle fleet to battery-electric vehicles would require significant investment in electricity generation, transmission infrastructure, distribution networks, and charging systems. The scale and cost of this transition may be challenging for many countries.
Hydrogen fuel-cell vehicles face another challenge: the relatively high cost of the fuel-cell powertrain compared with conventional internal-combustion powertrains.
Our novel engine offers a potentially more flexible transition path. The same basic engine platform can operate on gasoline, ethanol, or pressurized hydrogen, with the fuel system adapted by changing the fuel tank and fuel-injection or fuel-pump components. Alternatively, multiple fuel systems could be incorporated into the same vehicle to allow operation on different fuels.
This flexibility could significantly reduce the cost and complexity of transitioning from conventional fossil fuels to lower-carbon and renewable fuels.
Hydrogen Combustion: A Practical Transition Technology
Rather than requiring an immediate replacement of the entire vehicle and infrastructure ecosystem, a hydrogen-capable combustion engine could provide a step-by-step pathway toward cleaner transportation.
By combining high efficiency, a broad constant-torque operating range, low powertrain weight, and multi-fuel capability, the technology has the potential to make the transition from fossil fuels to hydrogen and other low-carbon fuels smoother, more affordable, and more accessible.
Hydrogen combustion could therefore serve as a practical bridge between today’s transportation systems and the clean-energy powertrains of the future.
The Challenge of Going Green is more than just cost
Read more at Natural Resources Canada, The Hydrogen Strategy 2050
PDF file: The Hydrogen Strategy, A Call to Action, by Natural Resources Canada.
What is the difference? The new engine VS Toyota 1NZ
For more information, please contact us at
(pistonICE (at@) dynamicbrake.com)