Frequently Asked Questions about AB Engine Technology.

Frequently Asked Questions

Question 1. Recently we celebrated 100 years of the Otto Internal Combustion Engine Patent. Dozens of huge companies have put enormous funds into what seems like all possible aspects of engine theory, design and practice. What did they miss? What was so hidden from them that made our engine so superior to today’s conventional solutions? Answer.I want to ensure you that in high tech development there was always room for innovation.....>Full answer Question 2.It looks like the AB Engine, compared to a conventional engine with the same engine volume burns less fuel for each working cycle. Does this make the AB Engine have a smaller power output? (It was a question from a traditional engine design specialist). Answer. As it turns out, not at all! On the contrary, an AB Engine can have .....>Full answer Question 3.What is the actual fuel efficiency of your engine? How much are the fuel savings? Answer. Independent of the kind of vehicle that the AB Engine will be installed on, including Hybrids, the engine itself will be more efficient with converting burnt fuel to mechanical (or electrical) energy by 25-45%. See a detailed explanation on AB Engine efficiency in comparison to conventional engines.. click here  (PDF document) Question 4.Can your technology be applied for Diesel engines and also benefit their fuel efficiency? Answer. Yes it will definitely benefit diesel engines. In case of using diesel engines, they will be designed with increased compression/expansion ratios, compared to traditional Diesel engines, and also the AB Engine intake valve with the controller. This will limit the amount of gas so the actual compression of gas will be lowered enough to the point where diesel fuel will be self ignited. For example: if a conventional engine has compression ratio of 16-20 then the AB Engine for diesel fuel with be designed with one of 25-30; this will give increased expansion ratio though fuel efficiency while keeping the diesel burning condition the same as in a conventional diesel engine. The benefits of using the AB Engine technology with diesel fuel are beyond that of just of increased fuel efficiency. Increased design compression ratio will allow (for both gasoline and diesel fuel) simplified piston compression coils and allowed and controlled leaks that will lead to less energy loss on coil friction, this allows for Higher RPM engines with overall increased power output. Question 5.There are many alternative fuel developments. How is your technology benefiting there? Is your technology necessary in this case? Answer. Yes, absolutely! Whatever new fuels you have still need an internal combustion engine to convert its burning energy to mechanical energy. Question 6.Are there any advantages in your engine design except fuel efficiency? Answer. Yes, there are lots of them: AB Engine design can have simplified compression coils that will allow engines with higher RPM and therefore higher power output. Engine can use any kind of fuel with an optimum compression ratio. It is even possible to design an engine that will use multiple fuels simultaneously, such as gasoline and diesel fuels! AB Engine exhaust gases have 25-45% lower temperature and exhaust gas pressure could be less than atmospheric pressure. It allows a simplified design of exhaust gas collectors and dramatically simplifies and possibly avoids the exhaust resonator dampers due to low exhaust pressure. Low temperature of exhaust gases reduces environmental and thermal and carbon dioxide pollution by 20-45% per mile, keeping our planet a greener and safer place to live. Significantly lower pressure of exhaust gases makes it easier to implement new solutions for using exhaust gas temperature for additional energy. Converting exhaust gas temperature to mechanical or electrical energy was very difficult and impractical with high gas pressures and higher temperatures. Recycling this exhaust energy may increase further engine fuel efficiency by up to 5-10%! Using higher RPM engines creates opportunity for more energy efficient and less costly and compact high RPM automatic transmissions such as those using hydraulic turbines. Question 7. Is this a completely new engine design? Is it possible to modify an existing conventional engine to meet your technology requirements? What about all the engine inventions that are related to improvement of conventional engines such as Fuel Port e.t.? Are they still useful in design with your technology? Answer. AB Engine is based 100% on basic Otto gasoline and Diesel engine designs. Because of this, the majority of modern improvements can be used in an AB Engine design as well. It is not a rewired, impractical and complicated engine design; it is just the next level of significant improvements to gasoline and diesel engines. Manufacturers and vehicles developers will have no major problem in adapting AB Engine technology. Question 8.Are there any disadvantages in using AB Engine technology? Answer. The AB Engine team could not find any except that we are adding additional engine elements such as the AB Engine Intake valve with controller. Majority of modern vehicles already utilize computers to control many engine aspects. We expect that AB Engine technology will have impact on engine design and market penetration similar to the invention of the Fuel Port, but with lots more possible improving solutions as in engines as in vehicles designs Question 9.What are the practical applications to the AB Engine? Is it applicable for Electric Generators? Answer. Majority of internal combustion engines customers will benefit from using AB Engines such as Electro Generators, boats, cars, trucks, ships and motorcycles and so on. Question 10. How does your engine contribute (or compare) to the most efficient automobile design on today’s market – Hybrids? Answer. Hybrid still uses internal combustion engine to convert burning fuel energy to mechanical. Whatever the fuel efficiency of the hybrid vehicle, it is still improved by 25-45% Question 11. Sterling engine developers and manufacturers claim that their engine exclusively has the highest fuel efficiency theoretically possible. Since AB Engine also makes this claim, can you explain this disagreement? Can a Sterling engine be competitive to an AB Engine. Answer. Not in practice. The Sterling engine design is not pragmatic as a power source in cars, boats or any other widely used vehicles. They are slow to start, difficult to build with higher power output and expensive. Sterling engine promoters tried to put this engine on the car many times and unsuccessfully. Please read FAQs about all aspects of Sterling engine at --> Here On the contrary, AB Engine can be implemented immediately in almost all devices and equipment, especially where the power of Otto or Diesel Internal combustion engines is now in use. Even if an AB Engine is designed with a compression/expansion ratio of 20, this will make it the same efficiency as a Sterling engine. See link --->Here AB Engine can also be designed with compression/expansion ratios even higher than 20 (30-35), this will allow the use of high octane ratio gasoline fuels or diesel fuels with a thermo-efficiency as high as 0.6-0.7, far exceeding the 0.5 that the Sterling engine can achieve (as per the Sterling engine FAQs). Please note that even engines with 0.5 thermo-efficiency are very good engines that are not in any practical vehicles now. December 27 2011 company was granted by US. Patent #8,086,386 Download PDF file of patent here.    inShare

Question 2. AB Engine Power Output.

Question.
It looks like the AB Engine, compared to a conventional engine with the same engine volume burns less fuel for each working cycle. Does this make the AB Engine have a smaller power output?

Answer. As it turns out, not at all! On the contrary, an AB Engine can have significantly higher engine power output compared to traditional Otto designs with the same engine volume. Believe it or not, it can even be as high as a Miller engine and without a complicated Miller turbocharger design!  If you look at the AB Engine cycle P-V diagram, you will notice that after point V2, when the AB Engine intake valve is closed, the minimum pressure in the chamber can be much below that of the initial gas intake pressure. In conventional engines, except Miller, it is impossible to fill chamber with gas at initial pressure. Resistance of all manifold components including filters does not allow it. Typically, the higher the RPM, the lower the gas amount coming into the chamber causing lower power output from each cycle. Because of this, a conventional engine is limited in increasing engine power output with increasing RPM! Pay attention, the AB Engine does not have this problem. AB engine can achieve very high levels of RPM with the same cycle power output, increasing Engine Power Output linearly with increasing RPM. Why? Because the AB Engine patent covers the algorithm to change V2 valve closing position depending on the fuel type as well as changing conditions of gas flow with increasing RPM! Remember the P-V diagram? Compared to a conventional engine, we have a huge reserve of pressure difference to make gas flow as fast as this difference. With twice the difference in compression and expansion minimum pressures, after V2, only o.25 from the initial gas pressure! The calculation is simple. Let’s assume that a conventional and AB Engine have the same volume and similar resistance manifold design. It is easy to estimate the engine power output calculating the amount of gas that can be delivered through the manifold track. The more gas going through the manifold, the more power you can create from the increased fuel amounts and you can burn with larger amounts of gas. Similar manifold design can deliver the same maximum amount of gas regardless of the PRM. So we can assume that an AB Engine and a conventional engine can go through the same amount of gas and burn the same amount of fuel! But the AB Engine has a higher fuel efficiency (up to 45%) and correspondingly higher possible power output, up to 45%, just because of the fuel efficiency. There are also other reasons why an AB Engine will have more powerful output. Conventional engines susch as Otto, Diesel and Atkinson engine taking smaller and smaller amount of gas with increasing RPM make each working cycle less and less optimum! Burning fuel with smaller compression pressure, becoming less and less efficient and as a consequence, conventional engines lose power very quickly with RPM! On the contrary, during maximum power output, the AB Engine always keeps the actual compression ratio the same with changing RPM by definition of invention! At higher RPM,AB Engine intake valve closes later and later, keeping the amount of gas the same per cycle and optimal for gas burning. Testing my personal car with a modified engine from 8 to 16 compression ratio, I surprisingly found that the car became not only more than twice as efficient, but also became significantly more powerful, gaining power noticeably up to the maximum of 5000 RPM that were limited by engine design.

Picture shows Power output of different kind of engines with the same engine volume.

Once again, what I did was step off the traditional engine design and made an engine with fuel efficiency as high as theoretically possible for this kind of internal combustion engine design. My invention works equally well for gasoline and diesel engines.

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Question 1. What is the core of the AB Engine Invention?

Question 1.

Recently we celebrated 100 years of the Otto Internal Combustion Engine Patent. Dozens of huge companies have put enormous funds into what seems like all possible aspects of engine theory, design and practice. What did they miss? What was so hidden from them that made our engine so superior to today’s conventional solutions?

Answer.  want to ensure you that in high tech development there was always room for innovation. Innovation can be minor or major, independent of how well the technical area seems to have developed. As you know, traditions in science are the greatest tools for young people’s education and skill development; they show the road map to new knowledge through achievements and acquired experience. But sometimes, traditions become immobile fixtures that are challenging to circumvent without punishment by a community that keeps these traditional values as the most important possessions. It always was and will be like this. “Think outside the box” is a simple statement to make, but under some circumstances, nearly impossible to follow. In most cases, innovation means going around well established road maps and that is exactly what happened with the AB Engine invention. Sometimes working in areas outside engine technology, but with similar fundamental scientific and engineering knowledge, gives you an advantage to think outside of traditional areas and see things from a different perspective. This is exactly what happened with my invention. Almost 24 years ago, in 1984, I filled my car’s fuel tank (Russian Giguli) with a very low octane ratio gasoline by accident (76 instead of 89). Nothing unusual happened – the engine started to detonate only when I tried to throttle power almost to the maximum. But what was unusual, was that it did not detonate with a low power load, this ignited my curiosity. Why? My engine was fed by fuel through the carburetor. Opening or closing of the damper limits the amount of fuel that is going into the combustion chamber, lowering or increasing engine power output, but it was not only limiting fuel, but amount of the air as well. So why was an engine that was designed with a compression ratio of 8, not detonating with a fuel used by engines with a compression ratio 6 design? It was because the amount of gas was lowered to the point that even though the designed compression ratio was 8, the actual gas compression ratio was below 6, the point of detonation. A fact is a fact, that anyone can observe, but I needed the explanation. I put myself deep into thermodynamics and easily found the reason why? The physics behind it is described in detail within my patent application.

• So it was obvious that an engine design with a high compression ratio can handle fuel with a low octane ratio if the flow of intake gas is limited to the exact amount that creates actual compression ratio below point of detonation, retaining the expansion ratio as high as engine design dictates. But what is the point of wasting the engine volume and lowering engine cycle power output?! It is against engine design traditions! Traditions dictate that one should design an engine that fills the engine combustion chamber with maximum amount of gas, or even overcharging it with a compressor! Traditions state a manifold design with perfect aerodynamics which lowers flow resistance, but not limiting it! This all made perfect sense from a conventional point of view. Great innovator Atkinson showed that engines with a low actual compression ratio and a high actual expansion ratio have a huge advantage in fuel efficiency. He patented a version of the ICE with complicated mechanics to achieve it. It was an overly complicated engine and limited by the same problem as Otto engine. Atkinson engine still needed to fill the combustion chamber with gas through a resistant manifold, so the idea never went to actual use. What was different in my invention?
  I have developed a method of modifying any traditional piston or rotary type internal combustion engine such as Otto, Diesel, Wankel, Miller or even the Atkinson engine. Designed compression-expansion ratio can be as high as it desire up to the reasonable expansion of burnt mixture of fuels and oxidized medium when exhaust pressure equivalent to the engine environment. 
• For diesel engine the minimum compression volume, i.e. the maximum compression ratio is only limited by the physical integrity of the engine, it is the maximum compression ratio at which a normal engine can safely operate without mechanical failure due to excessive temperature and pressure. In order to avoid excessive chamber conditions and maintain physical integrity of combustion chambers, I limit the maximum amount of oxidized gas (air) to a mass that yields the same pressure and temperature conditions as in a conventional engine when compressed.
• So what is the catch? Simple answer. In engines utilizing my method the actual compression ratio will always be optimized to the perfect burning conditions, but the expansion ratio of burnt gases will be as high as needed to convert burnt fuel into the theoretically maximum possible energy for these types of internal combustion engines. My invention proposes unique designs to realized itself in practice. 
• I have developed an additional intake gas valve directly before the high pressure heavy duty intake valve. Traditionally, the Intake vale not only handles intake gas, but is also designed to sustain high gas pressure during fuel gas combustion! Also, it has to sustain high temperature and be completely hermetic! All those conditions were making design of timed intake valves complicated, expensive and inflexible with time manipulation. The valve I invented only needs to work under atmospheric pressure and temperature, and only requires a simple low power actuator to manipulate it. But the valve is only part of the essence of the invention. I have changed the engine compression ratio design to the highest possible!  So, fundamentally, the core of the invention is controlled by the easy Intake valve and an engine with a high compression ratio design. During every working cycle, the AB Engine Intake valve injects a calculated and exact amount of gas into the combustion chamber; this keeps gasoline from early detonation. Calculations by the AB Engine algorithm take into account temperature and pressure of intake gas, type of fuel, RPM and design peculiarity; specifically to optimize the conditions for fuel burning. At the same time, burnt gas-fuel mixture expands much more in an AB Engine than in a conventional engine; producing significantly more mechanical energy from the same amount of fuel. But this is not all! A combination of easy valve and high compression ratio engine design allows using any kind of fuel with a high fuel efficiency, including diesel! You know that diesel engines are more efficient exactly because they have high compression ratio designs and high burnt fuel-gas expansion as well. My invention gives you a possibility to design a compression ratio for diesel engines that are much higher than they are now.

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About AB Engine Inc.

About Us     AB Engine Incorporated is an intellectual property based company that has developed the AB Engine. The AB Engine is an innovative internal combustion engine (ICE) whose efficiency will significantly surpass that of conventional ICE and Diesel designs on the market today. The AB Engine is also an ideal “value-add” to the emerging Hybrid and Advanced Diesel automobile designs, leading to unparalleled mileage per gallon improvements. Contrary to using specialized and expensive high-octane based fuels combined with a complicated engine design, as much of the product's competition currently does to obtain higher efficiency, the AB Engine is based on a modified and well known Otto and Diesel engines design that is capable of utilizing inexpensive low-octane based fuels to achieve unparalleled efficiency. This efficiency results in 25 to 40 percent fuel economy over existing gasoline and diesel engine designs as well as a reduction in greenhouse gas emissions. Key Facts Incorporated in Delaware on March, 2007 Patent Pending since May 29, 2007 US, China and PCT Patent applications filed since May 29, 2008 Preliminary prior-art search conducted with positive results US Patent Application published on December 4, 2008 Granted by US Patent #8,086,386 US continuation patent was filled November, 2012 China patents #ZL 2008 8 0100951.9 November 14,2012 Granted by US Patent #8,396,645 March 12, 2013   Proof of Concept has been built and tested successfully February 10,2012  Competitive Advantage

Leadership Mission and Vision

AB Engine Technology Presentation

Technology Presentation

Intake Stroke Stage - 1 At this stage both engines are ready to be filled by intake gas and: ·         High pressure Valves of both engines are opened ·         AB Engine low pressure intake Valve is opened ·         AB Engine controller collects Intake gas data, Temperature (T1) and Pressure (P1). In a regular car engine, T1 and P1are at atmospheric air temperature and pressure ·         AB Engine controller collects data on RPM and piston position V ·         AB Engine is preset with Coefficient CF that takes into account behavior of fuel used within the engine. For gasoline fuel, it reflects what Pressure and Temperature is critical for fuel detonation. For Diesel fuel, it accounts for Temperature and Pressure for self ignition at the end of the compression Stroke ·         Taking into account all the data mentioned above, AB Engine controller calculates the V2 piston position for the next stage of the intake stroke ·         The conventional engine is preset with maximum compression ratio at maximum working cycle output such that the fuel used is never detonated or in the case of Diesel, always ignites. ·         At this stage, AB Engine has no limit to the type of fuel used or the Octane rating of Gasoline. CF provides information for the AB Engine controller regarding the fuel type, and the Controller provides the V2 piston position parameter that is necessary to satisfy fuel conditions.  ·         The conventional engine has no ability to freely change the intake gas compression ratio so the maximum engine compression ratio V1/VC is preset as is the minimum for the harshest atmospheric conditions (assuming customer uses gasoline fuel with minimum Octane rating).

AB Engine Inc. Licensing Portfolio

NOVELTYTECHNIQUES (METHODS) TO OPTIMIZE EXISTING INTERNAL COMBUSTION ENGINES EFFICIENCY AND PERFORMANCE

IMPORTANCESTRATEGIC IP FOR AUTO, POWER GENERATOR, MACHINERY, AND SHIP BUILDING ENGINE MANUFACTURERS

FUEL-EFFICIENT INTERNAL COMBUSTION ENGINE AB Engine Incorporated

Since it was first developed more than a century ago, the performance of internal combustion engines (ICE) has suffered from low thermal efficiency mostly due to the low compression-expansion ratios of burnt fuels.  AB Engine Incorporated introduces an innovative method that more efficiently converts thermal energy from burned gas, gasoline and diesel fuels into mechanical energy without exceeding the constraints of conventional ICE designs (e.g., Otto and Miller).

Value Proposition:
The disclosed portfolio describes the most efficient ICE engine theoretically possible, increasing efficiency 20-45% over existing ICE technology.  In addition to marked improvements in efficiency, the AB Engine method reduces noise, engine temperature and exhaust gas pressure, while increasing linear output power with respect to RPM. Moreover, the AB Engine is compatible with different fuel types and intake gas conditions, as well as Hybrid and Turbocharged engine designs. The AB Engine improves both efficiency and performance without the disadvantages of alternative designs which involve complex mechanical solutions.  

Priority Date: 05-29-2007

List of “IP”

IP is a bundle of US patent and several international patent applications of the same invention:

1.      US patent #8,086,385

Title: “itemprop="brand" itemscope itemtype="http://schema.org/Brand"High efficiency Internal Combustion engine”

Inventor: Alexander Bakharev

Priority: U.S. Serial No. 12/129,595 (3136.001), filed May 29, 2008, which claims priority to U.S. Prov. Appl. No. 60/940,646, filed May 29, 2007

U.S. Serial No.: 13/300,133  

2.      

            U.S. Continuation Patent #8,396,645 March 12, 2013

Title: HIGH EFFICIENCY INTERNAL COMBUSTION ENGINE

Inventor: Alexander Bakharev

Priority: U.S. Serial No. 12/129,595 (3136.001), filed May 29, 2008, which claims priority to U.S. Prov. Appl. No. 60/940,646, filed May 29, 2007

U.S. Serial No.: 13/300,133

3.      European Application “High efficiency Internal Combustion engine” No. 08769823.9 filed December 28, 2009 based on PCT Appl. No. PCT/US2008/065161 filed May 29, 2008   

4.      Chinese Patent # ZL 2008 8 0100951.9. November 14, 2012 based on Application “High efficiency Internal Combustion engine” No. 200880100951.9 international filling date January 29, 2010 based on PCT Appl. No. PCT/US2008/065161 filed May 29, 2008

      Patent and all patent applications are assigned to AB Engine Incorporated.

AB Engine Technology and Technology Applications

This blog describes several possible design realizations of the fuel efficient AB Engine depending on the  Internal Combustion Engine (ICE) application. We would like to emphasize that independent of which design solution is implemented, the AB Engine Method will create the most fuel efficient ICE engine theoretically possible! AB Engine is similar in fuel efficiency to the Atkinson engine, but does not have the disadvantages of implementing a complex mechanical solution. The AB Engine method also delivers many “collateral” advantages beyond the improvement in fuel efficiency such as low noise or silent engines, low temperature and pressure exhaust gases (eco friendly), linear power output with respect to RPM as well as adaptable solutions to different fuel types and intake gas conditions.  

The main idea protected by patent consist of two parts.

1.   Ratio of maximum chamber volume to the minimum R=V_MAX/V_MIN is higher than critical  volume V_C for particular fuel type. Definition of critical Volume is given in US patent first claims#8,086,386

   It is important to understand that R is not theoretically limited, it can be as high as desired from fuel efficiency point of view for one cycle at maximum power output. Practically, it is limited by the ratio at which the expanding burnt gas-fuel mixture reaches the environmental exhaust pressure P_ATM at volume V_E. and temperature T_E The ratio R can be even higher for engine designs that utilize different kinds of fuel.

2.     Engine designs that utilize the second part of the method admit oxidizing gas to the combustion chamber with a gas mass that is less than equivalent to “Critical Volume - V_C” at initial gas temperatureT₁ and pressure P_ATM.
    

P-V Diagram (on the right) shows The "Alexander Bakharev (AB) engine P-V Cycle" of ICE at maximum power output. Diagram is outlining conventional engines (Otto, Diesel) cycles 1-2-4-5-6-2 and AB Engine Cycle 1-2-3-2-4-5-6-7-8-7

Green area 2-6-7 represent additional power generated by AB Cycle compare to conventional engine defining higher AB engine fuel efficiency

Some possible design solutions:

Solution 1.

Engine design with fixed high pressure Intake valve closing at a fixed level allowing gas intake below Critical volume. This solution is well described in the patent with step by step analysis of the Thermodynamics behind the method. (Picture bellow)

Applications: Excellent solution for stationary or mobile power generators such as:

• Houses or offices
• Boats, yachts and  large ships (marine applications)
• Hybrid solutions for cars and trucks

Advantages:  

• The most inexpensive implementation of the AB Engine Method and does not require the design of unique engine parts.
• Excellent Design for an ICE in Power generators with fixed RPM and particular fuel type.

Disadvantages:

All the disadvantages of ICEs with fixed intake valves such as:

• Declining power output with increase in RPM; this is not a disadvantage for Power Generators since they can be designed and optimized for a particular engine RPM.
• Inability to adjust actual compression ratio to particular type of fuel or intake gas temperature and pressure.

Solution 2.

Engine design with Time Variable Valve (TVV)

This is a solution that requires almost no changes to an existing engine that is already equipped with TVVs and PC controllers. There is a need however to reprogram the controller for specific parameters (variables) that are essential for executing the AB Engine Method. It is also necessary to implement sensors such that measure: temperature, pressure, RPM, fuel type, combustion chamber and piston positions. Many sensor solutions are already used in modern day technologies and they can be adapted to the AB Engine Method.

Applications:

This is an excellent solution for cars, motorcycles, trucks, airplanes and mobile Power generators ICEs. This variant is suited for extreme weather conditions and large altitude and atmospheric temperature/pressure changes.
 

Advantages:

• Excellent for extreme weather conditions and large altitude and atmospheric temperature/pressure changes.
• The TVV and PC controller make this solution adaptable to almost any type of application.
• Great engine dynamics
• Easy to adapt to any fuel type
   
• Engine can start up with gasoline and continue with Diesel
• Easy to adapt to an existing TVV technology

Disadvantages:

• High temperature and High pressure control valve is expensive solution.

    Solution 3.

Engine design with an AB Engine Controlled Valve or Damper. This solution is well described in the section of "Technology Presentation" with step by step analysis of the P-V diagram behind the method.

 

This is one of the AB Engine team's favorite solutions. This technology is similar to TVVs, but has a different and unique implementation. This technology is described in detail in our ‘Technology Presentation” section, but there we did not disclose all the advantages of this variation. 

Applications:

This is an excellent solution for cars, motorcycles, trucks, airplanes and mobile Power generator ICEs. This variant is also suited for extreme weather conditions and large altitude and atmospheric temperature/pressure changes. THe solution is also adaptable to almost any type of application.

Advantages: 
 

• This solution will provide the highest fuel efficiency theoretical possible for internal combustion engine
• AB Engine Valve-Damper is applicable to single piston or multiple piston engines. One of the great advantages of this implementation is works with “normal” pressures and temperatures of intake gas which simplifies the valve control and allows for inexpensive solutions such as electromagnets for example.
• It simplifies the valve-damper design because it combines two functions, it can be used as a valve that opens and closed at specific times and piston locations or work as a damper creating gas flow resistance at higher engine RPM.
   
• Excellent for extreme weather conditions and large altitude and atmospheric temperature/pressure changes. The solution is also adaptable to almost any type of application.
• Great engine dynamics
• Easy to adapt to any fuel type
• Engine can start up with gasoline and continue with Diesel
• The best feature of the AB Engine Valve-Damper is that multi-piston engines would only need one valve at the manifold entrance. When acting as a damper it creates gas flow resistance and ensures optimal actual compression for any kind of fuel or intake gas condition. For many ICE applications it is possible to use Valve-Damper without PC controller adjusting fixed Damper position manually for particular fuel type or "summer-winter" intake gas conditions. I would separate it as a Solution 4. This solution is excellent, but not limited, for engines working with constant RPM. 

Disadvantages:

• The AB Engine team does not see any significant disadvantages in using an AB Engine Valve-Damper. As this is a highly flexible solution, there is no need to implement it in more rigid ICE applications such as those described in solution one, that is, low power  house generators etc...

AB Engine Incorporated

Click here to learn about AB Engine Incorporated in 8 minutes. AB Engine Incorporated introduces a New Method (AB Engine Method) to convert burning gasoline, gas or diesel fuels into mechanical energy while still within the bounds of the conventional Otto, Miller, Diesel or similar internal combustion engine (ICE) design constraints. The new method allows for an ICE design with the highest fuel efficiency theoretically possible. AB Engine was granted by two US Patents: #8,086,386 December 27, 2011   (PDF) and  #8,396,645 March 12, 2013     The Company has also China patents #ZL 2008 8 0100951.9 November 14,2012 and patent pending in Europe. In February 2012, AB Engine Inc. announced that it has designed and completed a high fuel efficiency internal combustion engine (ICE) prototype in order to demonstrate the "proof of principles" behind the AB Engine Technology. Testing the novel AB Engine method and design with an 87 octane rating  gasoline yielded 44% higher fuel efficiency in comparison to a similar conventional engine design (see News & Media  for details).    AB Engine Incorporated has started licensing activity to the engines production and utilization companies in various industries.   We are  licensing the ICE technology which increases fuel consumption efficiency as fundamentally as had been done in the Atkinson's cycle without power depletion and mechanical complexities of Atkinson's design. Our method is applicable to any ICE type, independent of its size, fuel (gasoline, diesel or gas) and including turbocharged and hybrid configurations. AB Engine power output is linear to RPM and limited only by high RPM design constraints.     To see AB Engine Method, please, refer to technology page and technology presentation

Please click on the image below to view the Technology page  http://www.abengine.com/Technology_Applications.htm

The AB Engine technology will also improve the efficiency of today’s most efficient vehicle design, the Hybrid design. The combination of the Hybrid design with the AB Engine technology will result in unparalleled mileage per gallon improvements. Implementing AB Engine technology in turbo-charged engines, Miller type, will deliver powerful and improved efficiency engines as well. To see the AB Engine Marketing Presentation visit video bellow: