Durchbruch: Neuer Benzin-Motor 2024 schlägt jede Konkurrenz?

This Ford engine breaks the performance and efficiency record for internal combustion engines by orders of magnitude. (Source 1) This is because a problem in engine technology that is over 100 years old has already been solved! Ford's latest patent shows that the engine has new additional combustion chambers. (Source 1, 2) Combustion chambers that do not burn fuel, but also fuel vapors during driving. (Source 1, 2) This increases the efficiency and even durability of engine components and reduces effort and emissions. (Source 1, 2) But how exactly this was achieved is not only ingenious from an engineering perspective. Furthermore, the new patent shows an innovative fact: the combustion engine is not dead!

Despite the global focus on electric cars, many companies continue to research combustion engines and file new patents. In addition to Ford, for example, Porsche and Toyota. (Source 1, 2, 3, 4) Incredibly, we have found several documents and statements from CEOs that demonstrate that the automotive industry is working on the next generation of combustion engine technology. (Source 4) CEO OF A TOYOTA PLAYER! Do you think you know how engines work and what the limits of the technology are? This video will surprise you! A typical internal combustion engine produces mechanical work by burning fuel. We then convert chemical energy into mechanical energy. This happens in the engine cylinders. (Source 5) This sucks in a finely tuned air-fuel mixture and compresses it in a specific way.

The mixture is then ignited, creating high pressure that pushes the piston. In this way, mechanical energy is obtained using fuel. (Source 5) This basic functionality is present in all internal combustion engines. Regardless of whether it is the 4-stroke engine, as is common in today's cars, or, for example, the 2-stroke engine. (Source 5) However, this approach has a serious problem. A problem that arises fundamentally when using and burning fuels. (Source 5) And no, I don't want to point out that combustion mainly releases heat and light. The increase in pressure, which is used to perform mechanical work, is a consequence of the development of heat. (Source 5) But we'll get to that later in the final evaluation of Ford's new engine technology!

The fact of the matter is that the conventional engine cannot fully utilize the fuel in the tank. Especially in the engine, fuel gases are generated that are not used. For example, the so-called escape or escape gases! (Source 6) Some parts of the fuel do not burn at all, others pass the piston. In addition, vapors form in the tank. Depending on the engine, the type of vehicle and, above all, the wear of the pistons, between 1 and 10% of fuel can be lost. And it gets even worse! As a result, the

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not only loses energy efficiency. Consequently, the emission values ​​are also worse due to this phenomenon.

So far, the automobile industry has not been able to solve this problem. The usual solution is to filter the fumes, put them back in the cylinder and try to burn them again. But do you notice the problem here? This becomes evident when we look at the exact way cylinders convert chemical energy into mechanical energy. The efficiency of the cylinder in the engine depends largely on how much it is compressed before combustion. The reason for this lies in the thermodynamics of the combustion process. As the mixture in the cylinder becomes more compressed, its temperature and pressure increase even before ignition occurs.

And after ignition, the air-fuel mixture not only burns faster, but also much more evenly. (Source 5) This allows the piston to absorb more mechanical energy from combustion. However, the degree of compression that can be achieved depends on the composition of the air-fuel mixture. If the compression ratio is too high, uncontrolled spontaneous combustion may occur. This causes the fuel to release energy at the wrong time, causing the force to act against the natural motion of the engine. This causes wear and ultimately material failure. And it is precisely this clear connection between the compression ratio and the composition of the air-fuel mixture that constitutes a fatal problem when fuel vapors are reused! (Source 2) If we simply pump the fuel vapors into the piston to burn them there, we change the mixture. (Source 2) We introduce an imprecise error factor into our fitted equation. (Source 2) The result: efficiency is degraded and performance is reduced.

Previous measures to reduce emissions and use fuel more efficiently inevitably resulted in losses in efficiency and performance. And this rule was applied for decades. Maximum fuel utilization and efficient energy conversion were incompatible! Until now. Ford is now proving the exact opposite with a surprising and exciting patent! For this, the element in 310 is decisive. An antechamber in the piston. This is exactly where the combustion of the gas mixture takes place. (Source 1) Instead of collecting the fuel vapors in a carbon filter, the energy source is collected again in a tank! From here the pre-combustion chamber is fed. This means that we do not contaminate our perfectly coordinated mixture in the piston.

We have better and more consistent power output, higher efficiency and, due to more continuous charging, even less wear and tear. The fuel vapor problem has finally been solved after years! But how efficient is this engine really in comparison and what is its pollutant balance? Here you can see the complex flow diagram of feeding the collected fuel vapors to the antechamber combustion system. The patent describes in detail how much fuel should enter the combustion chamber using these formulas. (Source 1) However, this data only defines the exact functionality. What about efficiency, durability and performance improvement data? To judge this, we have to rely on other data sets.

This information is quite unusual in patents. What is particularly relevant is the factor of how much vapors are actually lost in modern cars and how effective pre-chamber combustion can be in general. But during our investigation of this data, we made an exciting discovery. We come across a Porsche patent dated April 22, 2023. (Source 3) This shows that the basic principle of Ford's pre-chamber combustion is not unique. Porsche is also investigating similar concepts! (Source 3) Two antechambers in front of the main combustion chamber aim to guarantee greater efficiency in fuel combustion. This principle is not intended to ensure better fuel efficiency in Porsche high-performance engines, but rather to increase efficiency and performance.

A greater proportion of air is essential in the combustion process. (Source 3, 7) Now, why is this exciting? This not only helps us evaluate the increase in efficiency. It can also be deduced from these patents that there are still controversial research fields in the internal combustion engine! Ford's research into pre-chamber combustion is not a special path. There is still competition in the Verbenner sector, which was thought to be dead. Car manufacturers believe that combustion engine technology still has great potential for savings, greater efficiency and higher performance. And this despite the fact that a completely different image is seen in the media and in politics.

This seals the triumph of the electric car throughout Europe. A big contrast to this are patents, research investments and even the company's own statements. The Toyota CEO's announcement in the speech at the

2024

Tokyo Motor Show is surprising! (Source 4) The future of mobility does not belong only to the electric car. The combustion engine will always have a place of great relevance. (Source 4) This claim is particularly surprising since Toyota is also the company that is particularly aggressive in promoting its own battery research. Hardly any other company puts as much focus on solid-state batteries. (Source 4) Toyota's decision to stick with the combustion engine seems like a step backwards.

But the CEO emphasizes that this is definitely not the case! They would be working on a new generation of internal combustion engines. (Source 4) Before we move on to performance data from Ford's engine development, a quick note. We can expect the launch of these and other engines in a few weeks. Of course, we take a closer look at how it works, as well as the pros and cons. If you don't want to miss this, subscribe to this channel! But now back to the Ford engine! Can the internal combustion engine really become efficient? Let's take a look at the graph below!

What can be observed is a comparison process that is used when analyzing the efficiency of diesel engines. This is the diesel cycle. A similar chart also exists for gasoline engines. (Source 8) These cycle processes define the maximum theoretical efficiency of such internal combustion engines from a physical perspective. This is the theoretical optimum. And that's pretty sobering with the internal combustion engine, regardless of the exact structure, fuel used, and friction (Source 8). Due to heat and light losses, efficiency levels greater than 60% will never be achieved. In practice, due to other factors such as friction and so on. Values ​​between 42-50% are common as an upper limit. (Source 8) This is also the reason why the conventional combustion engine and also the e-fuel combustion engine are considered inferior to the electric

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.

Not even Ford's development can overcome theoretical limits. Rather, this brings the practical value closer to the theoretical optimum. Regarding steam losses, a maximum efficiency increase of 1 to 5% can be expected. However, this figure is very uncertain. Therefore, in certain engines the effect may be less than 1%. But don't get it wrong. Still an excellent value! Imagine that every time you fill a tank you get between 1 and 3% more autonomy. This can make a big difference in the life of a vehicle. It remains to be seen in the future whether the system will actually enter the market. Not all patents will automatically be used on the new vehicle.

Sometimes a technology is better, but so expensive that it can only be profitable at the high end. However, the future of this technology depends above all on whether the combustion engine is actually eliminated. Originally, only electric cars would be allowed from 2035. A corresponding clause was then extended so that combustion engines can be sold throughout the EU even after 2035 if they run on biofuels. Which technology will ultimately prevail depends on investments in battery production as well as charging and grid infrastructure! Combustion engine patents should be understood as a guarantee. The direction of the mobility sector is still unclear and companies lack certainty in planning.

What is clear, however, is that a transition to mobility will have a comparatively mild impact on the German automotive industry either way. Not only German car manufacturers like VW are working on electric cars. Furthermore, German companies such as Siemens, Vitesco and Mahle are taking pioneering positions in the electric motor sector. Vitesco has managed to develop an electric motor that works completely without permanent magnets or rare earths from China. The motor reaches an efficiency greater than 96% and is also more economical. If you want to know more about it, click on the video shown! Also subscribe to this channel so you don't miss new videos!