Gasoline powered automobiles utilize a four stroke combustion cycle to burn gasoline and convert the energy released into motion. The strokes are: an intake stroke, a compression stroke, a combustion stroke, and an exhaust stroke. Typically, a piston moving down the inside of a cylinder takes in air and some gasoline vapor; this is compressed as the piston moves back up the cylinder. As the piston reaches the top of the cylinder, the compressed air/gasoline mixture is ignited by a spark plug. The explosive force drives the piston back down forcing the spent gas mixture to escape through the exhaust valve into the tailpipe of the car or truck. The pistons of the engine are attached to a crankshaft via a connecting rod. The linear motions of the pistons cause the crankshaft to rotate. This rotational motion causes the wheels to turn and sets the vehicle in motion. The catalytic converter attached to the exhaust system ensures that gasoline and air mixtures still intact are burned off. This conventional internal engine combustion process is only about 25% efficient from an energy production and conversion point of view. In other words, only about 25% of the energy produced is converted into mechanical energy that drives the vehicle. The rest of the energy produced in this process (75%) is lost as heat or otherwise wasted. That is why the conventional internal combustion engine cannot satisfy the fuel efficiency or emissions standards demanded in today’s marketplace. The Paradigm engine is designed to address these basic inadequacies. Diesel powered automobiles operate on very similar principles. Diesel engines also have pistons moving up and down inside cylinders on a four stroke cycle. The major difference involves the fuel injection process. In the gasoline engine, the air/fuel mixture is compressed by pistons as described above before being ignited by a spark plug. In a diesel engine, the air is compressed first before fuel (diesel in this case as opposed to gasoline) is injected. Heat created by compression of the mixture ignites the fuel. Thus, the diesel engine does not need a spark plug. In spite of improvements over the past 40 years, the diesel engine remains relatively inefficient and “dirty.” Diesel emissions contain more hydrocarbons, carbon monoxide, carbon dioxide, nitrous oxide, and other impurities than gasoline emissions. All of these pollutants are major contributors to global warming. And with the rising cost of oil has impacted the price of diesel fuel as much as gasoline. The recent price of diesel fuel at the pumps is typically higher than the price of high octane gasoline. Thus, while diesel technology offers some benefits, it is not an adequate solution to the fundamental problems currently confronting the automobile industry.

Recent Development; New Industry Trends

In the past two years, skyrocketing gasoline prices and a growing sense of alarm over the effects of global warming have combined to produce what might be called “the perfect storm” in the automobile industry. Until fairly recently, advances in fuel efficiency and emissions reductions were produced largely through design variations and add-ons, not through fundamental technological change. The basic design and mechanism of the internal combustion engine, although improved, remained largely unchanged from the model originally developed in the nineteenth century. However, a consensus seems to be building that the problems facing the automobile industry today can only be addressed through fundamental change. As a result, automobile manufacturers have begun to give serious attention to the use of alternative technologies in engine design. Some of these technologies represent a genuine paradigm shift in automotive engineering. The most important of the alternative technologies currently under development are discussed below:

Hybrids

Automobiles that combine two or more sources of power for engine propulsion are known as hybrids. A significant number of these automobiles are gasoline-electric hybrids, although diesel-electric hybrids are currently in the works. Hybrids combine a conventional internal combustion engine and an electric powered motor. When the automobile is started and accelerating, it is powered by the conventional engine. As it runs, the conventional engine charges the battery pack that powers the electric motor. When slowing down or stopping, the conventional engine shuts down, and the electric motor takes over. Hybrids can achieve significantly increased fuel efficiency, because the conventional engine is operating only a portion of the time. Certain well-known hybrid vehicles claim mileage ratings as high as 60 miles per gallon. At the same time, exhaust fumes are reduced because the electric motor produces no hydrocarbon emissions.

Hybrid shortcomings

Although hybrid sales have already made a significant dent in the marketplace, hybrid vehicles are not free from major problems. Notable among these are technical problems associated with the batteries. These are expensive to make, and certain components are in short supply, thus limiting production and keeping cost high. Safety concerns have also surfaced. The longer life lithium-ion batteries used in certain current models have been  known to explode and catch fire.

Electric vehicles

Electric vehicles are driven by an electric motor, which is powered in turn by a stack of rechargeable batteries. Electric vehicles have no internal combustion engine, and therefore emit no conventional exhaust. As a result, they are considered environmentally “clean” and are virtually silent compared to gasoline or diesel powered vehicles. Existing models have a range of about 50 miles between recharges and can accelerate from zero to 60 miles per hour in about 15 seconds. It takes about 12 kilowatts-hours of electricity to recharge the battery pack after each 50 mile drive. At current costs of electricity, this amounts about two cents per mile, compared to over 10 cents per mile for the most fuel efficient gasoline powered vehicles (with the price of gas at approximately $3.50/gallon).

Electric vehicle shortcomings

Current electric vehicles are plagued by a number of limitations relating to their battery technology. One is the short life before recharge that makes them impractical for extended driving. Another is their cost. The lead-acid battery pack used in first generation vehicles typically lasts only 20,000 miles and costs up to $2,000 to replace, or about 10 cents per mile. These batteries take up to four hours to charge. Accidentally over-charging the batteries can destroy them. Although some next generation vehicles incorporate the use of NiMH batteries for double the life of the lead-acid types, these batteries can cost over $30,000 to replace, or $.75 per mile! Electric vehicles can use AC or DC motors. DC motors have the advantage of faster acceleration when subjected to short bursts of overdrive. However, these short bursts can generate enough heat to damage or even destroy the motor. Although electric vehicles themselves have no carbon “footprint,” carbon emissions are produced in the generation of the electricity needed to charge their batteries.

Fuel cell vehicles

Fuel cell vehicles are powered by electrical energy released when hydrogen and oxygen atoms are bound together to produce water. Carbon emissions are non-existent. The only exhaust is water vapor. There are various fuel cell technologies under development, but the one that seems most promising is the Polymer Exchange Membrane Fuel Cell or PEMFC. This fuel cell mechanism involves the fusion of oxygen and hydrogen molecules with the help of a catalyst. The chemical reaction produces electricity which is channeled through an external circuit to an electric motor which ultimately propels the vehicle. The chemical reaction is approximately 80% energy efficient, and the conversion of electricity to mechanical energy in the electric motor is also approximately 80% energy efficient. Thus, the combined energy efficiency of the fuel cell mechanism is approximately 60%.

Fuel cell shortcomings

Fuel cell technology sounds exciting, but mass production of fuel cell vehicles does not appear to be practical, based upon current technology. The PEMFCs being used currently tend to degrade quickly under adverse weather conditions. In addition, the major components of the fuel cell apparatus are quite expensive. These include the proton exchange membranes, platinum, gas diffusion layers, and the bipolar ion exchange plates. More important, existing fuel cell engines are non-economical to operate compared to conventional gas powered engines. It is estimated that the fuel costs of a typical gas powered engine are roughly $35 per kilowatt, measured in terms of electricity. Fuel cell engines currently in existence cost about $110 per kilowatt to operate. Thus, it does not appear that fuel cell vehicles would be affordable for any sizeable market, based upon current technology. Most importantly, there is virtually no existing delivery infrastructure or fueling stations for hydrogen gas. Such infrastructure would need to be built from scratch in order to support mass use of fuel cell vehicles. In addition, the storage of hydrogen fuel is currently seen as a potential problem, since hydrogen can cause catastrophic explosions when not properly stored or handled.

Natural gas vehicles

Natural gas powered vehicles (“NGVs”) operate on the same principle as gasoline powered automobiles. They use essentially the same kind of internal combustion engine except that, instead of gasoline, they use natural gas to create a combustible mixture. This is ignited by a spark plug as in the conventional gas powered engine. The fuel is stored in fiber-glass insulated gas cylinders. These may hold either compressed natural gas or liquid natural gas. NGVs are already in existence. It is estimated that there are approximately 130,000 in the United States and about two million worldwide. The technology is highly developed, economically feasible, and more environmentally friendly than gasoline powered vehicles. Natural gas burns more efficiently than gasoline, [and its emissions contain no nitrous oxide or other noxious gases except carbon monoxide. Fuel costs are estimated to be about 15% lower than for a comparably performing gasoline powered vehicle.

Natural gas vehicle shortcomings

NGVs typically have only about two-thirds the range of otherwise comparable gasoline powered vehicles. NGVs are typically less roomy than gasoline powered cars because their gas storage cylinders take up a lot of valuable space in the trunk and rear of the car. NGVs also tend to be more expensive than gasoline powered vehicles due to the cost of the storage cylinders. Most importantly, the required refueling infrastructure is still fairly limited and would need to be built out to support mass use of these vehicles. Refueling using a typical home-based refueling station can take up to eight hours to complete. So called “fast-fill” natural gas pumps are being developed but are still not readily available.  

Biodiesel powered vehicles

Biodiesel fuel is made from plant seeds or animal fat through a series of chemical processes. In the U.S., biodiesel is often made from soybeans. It is non-toxic, and it is renewable. Biodiesel fuels can be used directly in conventional diesel engines, either in pure form or blended with standard diesel. No engine modification is required. In fact, Rudolf Diesel, the inventor of the diesel engine, first demonstrated his engine at the World Exhibition in Paris in 1900 by running it on peanut oil. Biodiesel is environmentally friendlier than petroleum diesel, because it causes lower emissions, is biodegradable, and is renewable. Biodiesel lacks sulfur and other chemical compounds harmful to the environment, unlike petroleum based diesel fuel.

Biodiesel shortcomings

In spite of its positive attributes, biodiesel still has shortcomings. Its emissions are high in nitrous oxide, which contributes to smog formation. In addition, it tends to have a corrosive effect on engine parts, creating a buildup of particles that can jam the fuel line. Most important, biodiesel is not currently economical as a fuel. It is more expensive than standard diesel fuel and tends to produce a slight reduction in power and fuel economy. Availability is also limited compared to standard diesel.

Bioethanol powered vehicles

Ethanol can be produced from a variety of agricultural products such as corn, sugarcane, wheat, barley, potatoes, and many other organic materials. To date, most ethanol production in the United States has utilized corn as a source material. Ethanol is produced by distillation of fermented sugars derived from the starch in these materials. Ethanol emissions are low in greenhouse gases, such as carbon monoxide and nitrous oxide. Ethanol burns cleanly to completion because it is rich in oxygen. It can be used in conventional gasoline burning engines without modification.. In the United States, it is typically used as an additive with standard gasoline, but it can also be used in its pure form, as in Brazil, where ethanol production (from sugar cane) is substantially more developed.

Bioethanol shortcomings

Although ethanol use appears environmentally friendly, ethanol production generally is not. This is because the growth of feed-stocks used in ethanol production typically involves the consumption of large quantities of fossil fuels. Farmers use fossil fuel powered tractors and combines to grow and harvest crops, and fossil fuel powered machines to process them. The processed material is then transported with fossil fueled trucks to the collection centers. In addition, because ethanol is a relatively low energy fuel, its use may actually be energy inefficient. According to one study done at Cornel University, producing corn and processing it into one gallon of ethanol requires 131,000 BTU’s of energy; but one gallon of ethanol will produce only 77,000 BTU’s as a fuel. Therefore the use of corn-based ethanol fuel can actually create a net energy loss. Lastly, production of ethanol from corn, wheat, soybeans and other such agricultural crops diverts the use of these crops from food to energy production. This has had the effect of driving up the cost of food domestically and even aggravating the problem of hunger worldwide. To date, therefore, ethanol has not shown itself to be a truly effective alternative energy source for motor vehicle use in spite of the attention it originally attracted.

The Green Engine

The Company is a development stage company formed to develop and commercialize a new form of internal combustion engine. The engine utilizes a unique rotary technology that requires no pistons, rings, crankshaft or transmission - using no oil. The engine case contains three moving parts compared to more than 100 in a conventional piston driven engine. The smaller number of moving parts reduces friction and heat loss which impair the performance of the conventional engine. The conventional engine requires 500 – 750 revolutions per minute (“RPMs”) just to overcome its own friction. This engine is designed to produce acceleration to 65mph at just 500RPMs. In a conventional engine, the combustion gases expand by a factor of about eight upon ignition, whereas the Paradigm engine allows for a factor of over 150, dramatically increasing energy output. As a result, the engine is expected to have a fuel efficiency rating of over 80%, compared to only about 25% for the conventional engine. The Company believes that a midsize sedan, with a small scale engine installed, could generate about 250 horsepower (at 2,500 RPMs) and get over 100 miles per gallon under normal driving conditions, compared to at most 60 for the most fuel efficient hybrids currently on the market. The Green Engine is designed to be connected directly to the driveshaft. No transmission is required to translate power to the drive train. The elimination of the transmission removes one of the heaviest components in the car as well as further reducing the complexity and number of moving parts in the drive train. This further simplifies the mechanical operation of the vehicle, increases its longevity and reduces breakdowns and repair costs. The engine is designed to disengage when the vehicle is stopped. This essentially eliminates idling and therefore greatly improves fuel efficiency in city driving. The engine is designed to produce usable torque at zero RPMs. It will store energy when the car is breaking or going downhill (similar to existing hybrid vehicles). However, it is designed to store energy in lithium titinate batteries, as opposed to lithium ion batteries used by most hybrids today. Lithium titinate batteries have a life expectancy of 15 years, and their storage capacity is much larger than that of competing batteries. Because of the efficiency of the engine’s internal combustion, it produces much smaller quantities of exhaust per unit of fuel than a conventional engine. In addition, the water based engine uses water to “scrub” out or remove nitrous oxide and all other gases and particulates besides carbon dioxide. As a result, the engine produces only carbon dioxide emissions as opposed to carbon monoxide and other pollutants produced by a conventional gasoline engine. The Company’s initial prototype is designed to run on diesel fuel. However, the engine can easily be modified to run on gasoline, ethanol or other biofuels, if desired, without material loss of power or efficiency. Thus the engine can be made even more “green,” without modifying its basic internal mechanism. The current prototypes are made of aluminum and are designed to burn diesel fuel. However, the Company believes that the engine could be made of other materials and could be designed to burn a variety of other fuels. Future developments may include the production of other such prototypes. Some of these developments could occur in connection with licensing arrangements with third parties who may engage the Company to develop its technology to customer’s specifications.