Note: Descriptions are shown in the official language in which they were submitted.
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`.` BACKGROUND OF THE INVENTION
. . .
This invention relates generally to thermal piston
engines, and more particularly to structural and conceptual
' improvements that increase the efficiency of such engines.
The regenerating thermal engine of this invention
combines unique components to achieve high efficiencies and
low engine weights in compact, structurally and thermally
integrated units. The primary object of this invention is to
devise adiabatic engines which are capable of operating at high
pressures and temperatures utilizing the total expansion of
~' the generated gases without the size and weight customarily
associated with such engines. Further, the use of exotic
materials such as ceramics which add to the expense and complexity
t of such engines is not necessary in the thermal engines devised,
enabling a flexibility in the choice of competing materials
for construction of a highly efficient but low cost engine.
.~
~; The superior characteristics of the piston engine
have numerous applications, with both the military and commercial
,; applications in transport and power generation well known.
Numerous developmental paths are available for reducing specific
il fuel consumption, and for reducing the size and weight of the
engine. Many of these paths, however, lead to undersized power
plants of high complexity and CQSt.
One main example is the 'lad1abatic-ceramirll engine.
Actualizing this conception would result in an enormous
combination of difficult high technology problems and high
~, risk propositions. The implementation of this engine in massproduction dictates a fundamental restructure of the entire
engine industry.
.~
The feasibility of the adiabatic turbo-compound engine
has been demonstrated, but not without revealing all the immense
problems associated with this technology~ For example, the
very hot walls (1000C=1800F) maintained by the ceramic engine
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reduced dramatically the volumetric efficiency of the engine.
-~. The extremely hot surfaces between the piston and clyinder and
r~l the friction resu1ting from the side thrust of conventionally
`- connected pistons result in the continuous danger of coking
i?, of the lubrication oil in customary segment groves of the piston.
i .
A fundamental contradiction in thermal effects results
because of the insulation capacity of ceramic and the expansion
~' ratio of a ceramic component in relation to a metallic base
"',Jj in composite material engines. In the same time, the so called
"adiabatic" process defined with respect to ceramic engines
i is a false definition of the real thermodynamic process. To
be adiabatic, it is necessary to obtain a continuous identity
; of the temperatures of the combustion gases and the cylinder
l walls, or "zero" thermal difference between these two media,
; for zero heat transfer.
In general, when using ceramics in the composite design
~ for the metallic diesel engine, the following properties are
`~I desired:
- Good heat insulation
- High temperature strength
.~ - Low wear/corrosion/erosion characteristics
- Low friction characteristics
- High Hertz Stress/Fatigue Durability
- Low cost/weight
- Close tolerances and fine finishes
- Good dimensional stability
- Low Density
- Limited plasticity (creep)
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~j - Good thermal shock resistance
- High fracture toughness
All these desired properties are in a continuous
contradiction with respect to available ceramic materials.
An enormous financial effort is required to overcome all of
`';!~ these barriers which delays the commerialization of the ceramic
adiabatic engine.
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SUMMARY OF THE PRESENT INVENTION
~ The engine embodiments described in this invention
;~, integrate select designs and components to achieve the conditions
~ for optimizing the above described parameters. The engine
- embodiments combine features for adiabatic performance and full
spectrum usage of generated high pressures and temperatures
for maximum power and minimum weight. The engine constructions
embodying these features are described in greater detail in
the detailed description of the preferred embodiments hereafter.
In designing a high temperature adiabatic engine,
major problems are involved in selection of materials and design
~, of structures capable of withstanding both high temperatures
;~ and pressures, and, in particular, formulation of systems that
can effertively and fully utilize the expanded pressure spectrum
without thermal losses, particularly those losses associated
,1 with cooling zones of high temperature.
, .i~
`~ The following engine features directed to the combustion
i~.3 chamber provide a major solution to the problem of high
temperatures in the combustion chamber of reciprocating engines
`., designed to be adiabatic in performance:
,~
.~ a) The cylinder walls and all the hot surfaces of
the combustion chamber are structured from regenerative cells
in which the compressed air is cyclically infiltrated into the
cells and acts like an insulating substance.
b) The cyclic process of the intake, compression,
expansion, exhaust and scavenging specific to the thermal piston
~- engine activates the continuous movement of the compressed air
from inside to outside of these regenerative cells. During
~ this process, the air and the regenerative walls are
`^ simultaneously providing the insulation necessary for an actual
internal thermal recovery. The energy that is recovered is
~, the equivalent to the energy that is lost in the cooling process
-~ in the normal diesel engine.
c) The piston and the regenerative cells constitute
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an active sealing system in which a staggered labyrinth provides
a high quality sealing process. This solution solves the problem
1 of thermal stress and opens the way to maximizing ( ~a ~ ) ~aX,
d) The piston and the hot surfaces of the regenerative
cells are not in contact and by definition, no lubrication
is necessary.
e) The side thrust of the piston against the cylinder
walls in one application is eliminated by support of the piston
by an interior zone of the metallic cylinder removed from the
combustion zone in which exist low temperatures and a conventional
lubrication that is not affected by the high temperatures of
`, the combustion chamber.
;2, f) In another applica~ion, the side thrust of one
'`';! piston (or opposed pistons in the same cylinder) is cancelled :
'j by an additional side thrust of a parallel side-by-side piston,
connected in continuous dynamic balance by an oppositely rotating
~ dual crank shaft mechanism. This mechanism is associated with
`~1 a common combustion chamber in which the evolution of the pressure`l in both the associated cylinders is continuously equal.
g) The piston by definition of its operation in these
applications, is an extremely simple linear plunger, without
~ side thrust and segments. This solution solves the problem
i of high mechanical loss by friction- (~ ~ ~ X p~ ~) max -
h) The association of the regenerative internal process
;~i with the thermal cycle of the piston engine is by definition
the ideal sequential heat exchange between the compressed, cooled
air, and the internal surfaces of the combustion chamber. This
s~ process produces, at the same time, insulation, and recovery
~ of the entire heat that is associated with the cooling process.
;~ i) The regenerative thermal engine in one application
is assoc;ated in an appropriate manner with a four cycle engine,
which is convertible to a two cycle engine in the same
~J configuration. This solution solves the problem of maximizing
the group (~?v~xh~)~nax and ~ x ~
j) In a second application, the regenerative thermal
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engine is associated with an opposite piston engine (two pistons
in each cylinder).
k) The regenerative thermal engine in another
application is associated with a mechanism in permanent dynamic
balance, which avoids totally the side friction between the
piston and the cylinders ( ~ m~ X p~ a~ ~n~ (n~x~ qx
1) The regenerative thermal process is not associated
with lubrication of hot surfaces which are in contact with
hot gases.
m) In the regenerative ~hermal process, the cells
of the regenerator are disposed in a particular angular
superposition, creating a superimposed stratified heat barrier
against heat transfer, in which the alternation of air spaces
and the wall spearations (the fins) constitutes a multiple thermal
shield.
n~ In all the applications of the regenerative thermal
process, the continuous exchange of the air to the inside and
to the outside of the cells, especially the outside radial
movement of the air in the expansion stroke toward the cylinder
space, produces a dynamic separation of the hot gases from the
cylinder walls. The action produces a supplimentary dynamic
air shield insulation, centralizing the hot combustion gases
in the cylinder in a real adiabatic separation between the hot
sources (combustion gases) and the cylinder walls (regenerative
cells).
o) The same radial movement of the air from the
regenerative cells toward the cylinder central space avoids
deposit of carbon particulates on the walls of the regenerator,
constituting a continuous air cleaning system.
p) In the expansion stroke the radial movement of
fresh compressed air, accumulated in the regenerative cells,
amplifies the turbulence and supplies preheated air for the
final process of combustion process. This eliminates the problem
of heat lost by a cooling system and pollution problems associated
with current state of the art engines.
q) The embodiment of the regenerative thermal engine
in a configuration with pistons in permanent dynamic balance
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with double counter rotating shafts, with a positive screw
expander, is an optimization of all the maximum conditions in
the thermodynamics of the engine. All these factors can increase
the supercharging tG pS ~ 1~ bars
- excess of air to G~ = 1.2-1.4
- the rotation to n `10,000 RPM
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- the peak pressure p~ ~ 200-250 bars
- the
- the ~ ~ ~ 0,9S
These parameters can be increased independently or
together.
and to reduce the fuel consumption nPar ~ e ~ 0,22 IL/Hp~ :
In this case the number of cylinders in an engine
to cover all practical power requirements can be reduced to -
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;i; r) The applications are associated with a no liquid-oil
lubrication. Oil lubrication is replaced by air in the combustion
.`i! zone and a solid suspension composed by micro-particulates of
'~l graphite and MoS2, which are injected in the roller bearings
~li and between all the friction surfaces in the cool zones. The
i~ cooled compressed air for suspension is supplied by the
supercharginy system. The recollection of the micro-particulates
~, is assured by a battery of cyclones, and the air partially
expanded is recirculated before the high pressure stage of the
compression.
"-
``~ The reduction in size and weight and the large power
concentration associated with a low-fuel consuming, multi-fuel ~-
unpolluting operation are the primary qualities of the
regenerative thermal engine. However, to fully utilize the
potential capabilities of the high temperatures and pressures
possible with the regenerative thermal engine, integration of
the engine with compatible energy recovery systems is advantageous
for maximized efficiency.
~.
The regenerative thermal engine, may be associated
in a combined cycle, to produce an internal cogeneration of
power and superheated steam of Rankine type. The Rankine cycle
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develops itself simultaneously on the basis of a utili~ation
of residual energy in the thermal cycle of the reciprocating
~`~ internal combustion engine.
. . .
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The regenerative thermal engine with internal combustion
in combination with the steam generator and the thermal engine
with steam, make up a unique machine. The machine's separate
thermal cyc1es (gases and steam~ develop themselves in parallel,
c~ simultaneously, recuperatively, compensatorily and integratedly.
The working agent is made up in the active phases (expansion
-, and exhaust) by the burnt gases of the internal combustion engine
~Vi and by the superheated steam, generated by the integrated
:.~ recuperative regenerator. The mixed burnt gases and superheated
steam makes up a homogeneous working agent that acts on the
~ piston and on a turbine (if used for a supercharged-engine).
:-?,~ The residual energy of the thermal cycle of the internal
combustion engine is transferred to the Rankine cycle of the
integrated steam generator by a complex heat transfer (conduction,
-~ convection, radiation, contact and mixing) which takes place
. through the walls of the cylinders of the internal combustion
engine, towards the cooling fluid that is injected in the
~, regenerative cells, from outside to inside (radially). The
~;~ cooling fluid passes through the stage of preheating, vapori~ation
and superheatingl finally being injected simultaneously with
the fuel injection, in the inner cylinder cooling jacket and
J from here in a cham~er, concentric with the combustion chamber,
where simultaneously takes place the fuel combustion and the
process of vaporization and the final superheating of the steam.
The mixing of the two working agents and expansion in the cylinder
~ of the thermal reciprocating engine, continued in the turbine
-i of gases and steam~ allows the complete utilization of the thermal
energy (of the gases and steam) by expansion up to the
.~,! energetically runout thermal parameters, close to the condensation
state of the water steam. Final condensation takes place in
li the noise-absorber with condenser, which finishes thus the route
i of the working fluid. The recovered water in the condenser
preferably at 80-90 degrees C.) is introduced again in the ~ -
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thermal cycle of the integrated thermal engine with an increase
in quantity of the condensated steams resulting from the products
of hydrocarbon combustion. The ensemble of the integrated,
regenerative thermal cycles, which carries and recuperates all
the thermal energy generated in the engine cylinder from outside
towards inside, automatically creates an adiabatic state of
total elimination of thermal loss and leads to the removal of
the cooling system (excepting that of the supercharging air).
In order to effectively utilize the runout thermal
energy of the resulting working agent in a compact unit, it
is necessary to integrate select components which can most
efficiently operate under conditions of low, medium or high
pressures. A complete utilization of the thermal energy de~eloped
in the combustion process can be accomplished only in the case
of an effective harnessing of the total expansion of the
combustion gases, from the highest pressure of the cycle to
the lowest pressure of the ambient air, exhausting the working
gases at the lowest temperature possible.
. . ,~i, .
,~ However, a super-long expansion in the cylinders of
a reciprocating piston engine is possible only in very large
engines with very low rotations. In such engines as the Sulzer
and the Burinmeister and Wain naval engines, in which the ratio
~ of stroke to bore reach 3-4, thermal efficiencies exceed 53%.
,~ In the 720 rotation of the crank shaft during the
thermal cycle of a four stroke engine, the evolution of the
;1s pressure in the time of the intake, compression,
combustion-expansion and exhaust, define various periods of
low pressure medium pressure and high pressure. The low and
medium pressure periods of the cycle cover 80%-90% of the cycle.
Only 10-20% of the cycle or 70% of the 720 cycle rotation is
~ associated with the high pressure period of final compression,
'~ combustion and initial expansion. Despite the very short duration
of the high pressure period (10-20% of cycle time) engines are
constructed to withstand this maximum pressure throughout the
720 rotation cycle. The mass of metal and high strength
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structure is wasted during the rest of the cycle in which only
medium and low pressure is encountered. As a result of this
`~ factor, actual engines are big, heavy, expensive and inefficient.
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;i;In a basic embodiment of an engine capable of effective
utilization of the full spectrum of expansion pressures is an
integrated rotary-reciprocal compound engine which developes
, ~
-an equivalent compression ratio to the long stroke engines
described. The low and medium pressures are developed in the
~lrotary component and include 40% of the cycle in a rotocompressor
:~'tfor compression and 40% in a rotoexpander for expansion. The ~ :
high pressures are developed in final compression and initial
`~expansion in the reciprocal piston component.
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~'~,rConventional engines are limited in peak pressure
to approximately 150 bars. This level establishes a practical
~'ilimit for compression ratios including supercharged engines.
`~JThermal efficiency rises with increases in the compression ratio,
but the limited peak pressure for conventional engines limits
thermal efficiency. Peak pressure is limited in principle by
friction, particularly by friction forces associated with the
.`;side thrust of the piston against the cylinder liner from the
i3angular oscillation of the connecting rod, and, inertia,
~i~particularly inertial forces associated with the increase in
size and weight of moving parts designed to accommodate increased
peak pressures. These adverse factors define the limit of
,evo1ution of conventional engines.
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;The rotary reciprocal compound engine accommodates
1high pressures in a reciprocator component which includes low
,mass pistons with short dual connecting rods to counterrotating
~lcrank shafts that as a unit eliminate side thrust of the piston
`iand hence the thrust associated friction. The result is a small
icomponent which provides rotary compression and expansion for
,,80-90% of the total engine displacement. The reciprocator and
rotor are interconnected by a gear box with a transmission ratio
adapted for optimum volumetric efficiency. Alternately a gear
~box with a variable transmission ratio can be utilized to vary
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' the total displacement of the compound engine with variable
compression ratio, variable supercharging ratio and variable
expansion ratio.
~, The rotary reciprocal compound engine in one embodiment
is characterized by a monocylinder having a single piston
connected to two splayed connecting rods each connected to a
separate crankshaft in combination with a positive rotary
compressor-expander of a screw type or epirochoidal type similar
~ to a Wankel engine. This embodiment defines a three stage
.`i~ pressure evolution with a low pressure, rotocompressor stage,
~i a high pressure reciprocator stage, and a medium pressure
"! rotoexpander stage. The total thermal cycle of such engine
~, defines a superlong compression expansion cycle characterized
by a very high efficiency.
. ~ .
A similar embodiment is constructed with a reciprocator
component having an efficient uniflow scavenging process in
,3. a single cylinder with opposed pistons, each piston similarly
~ connected to two connecting rods and counter rotating crank
,,,,',2; shaFt mechanisms.
:.
Intergrating a Comprex~ pressure wave converter between
the rotor component and the reciprocator component, or between
j the reciprocator component and another expander further enhances
,~
the efficiency.
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i~ For a super power regime, the excess air existing
in the combustion gases from the reciprocator component can -~
be used in an afterburner chamber in which the working Fluid f
can be rejected and further expanded in subsequent stages of
the engine.
Finally in a wholly integrated system of a
rotor-reciprocator, compound engine a thermoenergetic cascade
can be developed From selectively connecting or disconnecting
the Following components: -
low pressure rotocompressor
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medium pressure rotoexpander
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intercombustion chambers
~ Comprex* wave converters
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turbocharger
~' The thermoenergetic cascade can operate partially,
energetically based on an intercombustion chamber producing
combustion gases only for the rotary component with the
reciprocator component disconnected. Similarly, the cascade
~' can operate partially, energetically based only on the
reciprocator component with the rotary component disconnected.
By use of a compound rotary reciprocal engine, peak
pressures can be raised from 150 atm to 180 or 200 atm.
Because of the extremely high combustion temperatures involved,
'';'`~J the cylinder chamber of the reciprocator component utilizes the
-~ recuperative regenerator previously described to achieve
adiabatic engine performance.
In summary, this invention seeks to provide a
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compound rotary-reciprocal engine comprising: (a) a high
pressure, two-cycle reciprocator component having a single
cylinder, with at least one piston reciprocally movable in the
~ .~ .
. cylinder with a predetermined displacement volume, the piston
and cylinder forming in part a combustion chamber for
combustion of gases, intake port means for introducing air into
the cylinder and exhaust port means for removing combustion
gases from the cylinder; (b) a medium pressure~ positive
displacement rotary component in integral combination with said
reciprocator component, said rotary component having a unitary
compressor segment with an air intake and a compressed air
exiting direct communication with said intake port means of the
reciprocator component and an expander segment with a
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combustion gas exit and a combustion gas intake in direct
communication with said exhaust port means of said reciprocator
component, wherei.n the intake port means and the compressed air
exit form a compressed air passage and the exhaust port means
and combustion gas intake form a combustion gas passage, each
passage having a volume less than the displacement volume of
the reciprocator component; and (c) a fuel injection means for
injecting fuel into said cylinder of said reciprocator
component.
~` 10 In an alternative embodiment, this invention seeks to
; -;~
~.~ provide a compound rotary-reciprocal engine comprising: (a) a
. ;, ~
~ high pressure, two-cycle reciprocator component having a single
.:-,. cylinder, with at least one piston reciprocally movable in the
~::j cylinder with a predetermined displacement volume, the piston
~ and cylinder forming in part a combustion chamber for
`. combustion of gases, intake port means for introducing air into
,
~;i the cylinder and exhaust port means for removing combustion
. gases from the cylinder, and a regenerator liner lining the ~:
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.~3 cylinder in at least a part of the chamber in which the piston
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is movable, the liner having a structure with surfaces defining
a plurality of regenerative cells constructed to cyclically
admit, hold and discharge compressed air from the cylinder for
;. thermally insulating the cylinder from the heat of combustion,
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and the piston being~incrementally spaced from the regenerator
liner; and, means for maintaining the piston incrementally
spaced from said regenerator liner during cycled operation of
the engine, which means includes a dual crank and dual
!''`", connecting rod mechanism connected to the piston and adapted to
eliminate piston side thrust, the mechanism having two
.~: 30 connecting rods connected to two counterrotating crank shafts,
~ said mechanism being dynamically balanced wherein contact of
!`~ the piston with the regenerator liner is prevented during
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operation of the engine; (b) a medium pressure, positive
displacement rotary component in integral combination with said
. reciprocator component, said rotary component having a unitary
compressor segment with an air intake and a compressed air exit
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. in direct communication with said intake port means of the
:
reciprocator component and an expander segment with a
combustion gas exit and a combustion gas intake in direct
communication with said exhaust port means of said reciprocator
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~ component, wherein the intake port means and the compressed air
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~ 10 exit form a compressed air passage and the exhaust port means
~-' and combustion gas intake form a combustion gas passage, each
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~ passage having a volume less than the displacement volume of
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.~. the reciprocator component; and (c) a fuel injection means for
.~ injecting fuel into said cylinder of said reciprocator
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.~ component. `
~A These and other features will become apparent from a
consideration of the various exemplar embodiments shown in the
~i drawings and described in the detailed description of the
.,
"`51 preferred embodiments.
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~ BRIEF DESCRIPTION OF THE DRAWINGS
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FIG. 1 is a cross sectional view of the combustion
chamber of a rotary valve, convertible 2 to 4 stroke engine
~- with the regenerative thermal chamber wall.
. FIG. 2 is a schematic cycle diagram for the engine
of FIG. 1 operating in the four stroke mode with:
~`~ 2.1 and 2.1.1 showing final exhaust and rotary valve
chamber scavenging,
2.2 and 2.2.1 showing admission through the rotary
` valve and supplemental admission through the ports at the cylinder
:j base,
2.3 and 2.3.1 showing compression and rotary valve
,~i scavenging,
2.4 and 2.4.1 showing exhaust through ~he rotary valve
; and scavenging through the cylinder base ports,
2.5 and 2.5.1 showing exhaust through the rotary valve,
FIG. 3 is a schematic gas flow diagram for the rotary
::; valve and ports of FIG. 2.
~, FIG. 4 is a cross sectional view of an embodiment
; of the combustion section of a turbocharged, convertible 2 to
4 stroke engine.
. FIG. 5 is a cross sectional view of an embodiment
`~ of a combustion section of a two stroke engine.
~i~ FIG. 6 is a cross sectional view of an embodiment
~ of a combustion and drive section of a convertible, 2 to 4 stroke
'"""J. engine with a differential piston.
~, FIG. 7 is a cross sectional view of a compound
;~ reciprocal-rotary engine with an opposed piston reciprocator
,5~ unit and a supercharger.
FIG. 8 is an enlarged partial cross sec~ional view
of the regenerator lining for the combustion chamber of the
engines disclosed.
FIG. 9 is a schematic view of a typical pressure curve
for a four stroke engine.
'~ FIG. 10 is a cross sectional view of an embodiment
of the combustion and drive section o~ a convertible 2 to 4
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stroke engine with dual ;nterconnected pistons and a connected
~` combustion chamber.
FIG. 11 is a schematic view of a compount a reciprocal
``~ rotary screw engine.
~` FIG. 12 is a cross sectional view of the combustion
and drive section of a single piston, dual crank engine component.
FIG. 13 is a cross sectional view of the engine
component of FIG. 12 in combination with a rotary component.
, FIG. 14 is a cross sectional view of the combustion
'''! and drive section of an opposed piston dual crank engine
component.
:,h~ FIG. 15 is a cross sectional view of the engine
component of FIG. 14 in combination with a rotary component.
. j .
FIG. 16 is a cross sectional view oF an alternate
arrangement of the engine component of FIG. 14 in combination
with a rotary component.
^ii~ FIG. 17 is a schematic illustration of a compound
reciprocal rotary engine with an intermediate pressure wave
~ sueprcharger.
'"t,'' FIG. 18 is a schematic illus~ration of a compound
~ reciprocal with an intermediate intercombuster.
`r' FIG. 19 i5 a schematic illustration of a compound
' reciprocal with an intermediate intercombuster and auxiliary
u turbocharger.
r5~ FIG. 20 is a schematic illustration of a compound
reciprocal with an intermediate pressure wave supercharger and
an auxilliary turbocharger.
FIG. 21 is a schematic illustration of a compound
reciprocal with an intermediate pressure wave supercharger and
;~, intercombuster and an auxilliary turbocharger.
FIG. 22 is a schematic illustration of a compound
, reciprocal with an intermediate pressurc wave supercharger and
intercombuster and an auxilliary pressure wave supercharger
and turbocharger.
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DESCRIPTION OF THE PREFERRED EMBODIMENTS
,:.
Referring now to FIGS. 1 and 4, two similar embodiments
of a convertible four and two-stroke engine with integrated
thermal cycles are shown running in the four stroke mode. Each
engine is made up of a outer block 1, provided with an inner
regenerative cells system or regenerator 2, centered on the
liner 3, with the working cylinder 3.5 in the interior having
circular air grooves 4 on the inner part forming a labyrinth
sealing system and discrete pressure cells for heat transfer
by regeneration. At the base of the cylinder are ports 5 for
supplementary air admission and scavenging, controlled by the
piston 6. A unique valve 7 reciprocated in a ratio n/2 by
the camshaft 80 is located in the central upper part 50 or crown
of the cylinder, being centered in a rotative distributor valve
8, supported by a radial-axial bearing 9 and driven in rotation
by a gear 10. The reciprocating motion of the valve is achieved
by a cam 11, which actuates a tappet 12, or a rocker 12.1, by
the agency of an adjusting plate 13. The springs 14 and th~
axial bearing 15 assure the continuous operation of the push
valve 7 and distributor valve 8.
As shown in FIG. 4, air is absorbed by the compression
side of a turbocharger or turbocompressor 16, which blows the
compressed air towards an intermediary cooler 17, from where
through ports 5 the air enters the base of the engine cylinder.
Simultaneously, compressed air reaches the zone of the central
valve 7 by the pipe 18 and enters the engine cylinder in the
period of time when the rotator distributor valve 8 assures
the admission period. The piston 6 is provided with a recessed
central combustion chamber 28 for initial combustion. The exhaust
gases escape from the cylinder by the central valve 7 and through
the rotative distributor valve 8, when it is in its exhaust
period, and are led to the exhaust-gas turbine side of the
turbocharger 16, from where the gases enter a noise-absorber
(8.5). In parallel with the main air-circuit, the engine is
provided with a bypass circuit made up of a pipe 20, a butterfly
valve 21, an annexed combustion chamber 22 and an additional
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pipe 23 for the burned-gases. This provides an auxilliary
combustion circuit to initiate air compression by the
turbocharger. A similar turbocharging system can be added to
`~ the embodiment of FIG. 1.
:
`~ The regenerative thermal process is based on the
penetration, intake and compression inside the cells 4 of the
` regenerative jacket of the regenerator 2 of freshly cooled,
` high pressure air, supplied by the intercooled supercharging
` system during the scavenging process.
~, ,
In the compression stroke, a part of this air is
accumulated and perssurized inside the regenera~or cells 4,
absorbing the thermal energy accumulated in the walls of the
regenerator jacket or regenerator 2.
The accumulation of the compressed air in the cells
4 of the regenerator 2 produces a staggered labyrinth sealing
system, which forms an active counter-pressure against the
combustion gases escaping.
At the same time in the expansion stroke, the compressed
air accumulated inside the cells 4 expands toward the cylinder
space, generating a dynamic, concentric-radial and centripetal
flow, which forms an envelope of air surrounding the hot gases,
creating a pneumatic insulation between the hot gases and the
walls. The heat radiated from the hot gases is in general the
principal source of heat transfer to the cylinder walls. Another
effect, perhaps the most important, is the expansion of the
compressed air, which on being further heated possesses a higher
enthalpy, thereby recovering the energy accumulated in the
regenerated cell system.
This compressed and preheated air is an ideal additive
to the combustion process. The air is supplied from the walls
of the cylinder 3.5 in the final stage of combustion when the
concentration of oxygen is reduced. The radial injection of
the air to the combustion gases has an additional turbu1ent
' ~4'
.~
., ~
~ 3 ~
effect for aiding complete combustion.
,i
Finally, the air and the regenerative cells together
` form an ideal insulation and an adiabatic shield against the
transfer of thermal energy which is normally lost through the
ccoling system.
Because the piston 6 is a perfect cylindrical body,
;~;i without contact with the hot wall zone of the cylinder,
,~ lubrication and oil can be completely avoided, including all
~, associated mechanical losses. The piston is guided in the bottom
zone of the cylinder9 which is a conventional cylinder liner.
. The bottom zone is very well lubricated and at a very low
temperature. It is lubricated by an air and solid suspension,
i~ composed of micro-particulates of graphite and Mos2 ~which are
;j injected between the contact surfaces). The same air and solid
micro particulates suspensions are injected into all the roll
;~ bearings, assuring the lubrication and the removal of the heat
~, generated in the bearings.
~i The cooled compressed air for the lubrication is
supplied by the supercharging system.
~ 1
The recollection of the micro-particulates is assured
by a group of cyclone traps. The air that is partially expanded
and heated by this process is returned before the intercooler
rj of the high stage supercharger for recompression to the final
~r/ pressure. Alternately, the bottom zone of the cylinder and
bearings can be lubricated by conventional means.
,,;
i~ The process and the two and four-stroke convertible
, engine with integra~ed thermal cycles operates according to
'~!' the lnvention as follows:
The turbine driven air compressor 16, electrically
~a; driven, begins to deliver compressed air to the combustion chamber
22, which starts and accelerates the turbo air blower at the
~ normal speed delivering the supercharging air.
:~i
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~, 16
, .. . . .
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~L32~2
The engine, being started, can run from the beginning
in the maximal working regime.
... .
The functional succession of the strokes ln the
four-stroke cycle with unified distribution by the single valve
7 and the ports 5 takes place as shown in FIG. 2, illustrations
2.1, 2.2, 2.3, 2.4, 2.5.
~.
- Position 2.1 - Exhaust cut off when the central valve
~` is completely open, the piston 6 is in the top dead center and
~ rotative distributor valve 8 is in the position indicated by
:~ illustration 2.1.1, wherein takes place the superior scavenging
of the burnt-gases with the fresh compressed air originating
in the pipe 18.
. .;.~ i
., .
Position Z~2 - The air admission takes place by cylinder
connection with the pipe 18 while the piston 6 is moving down,
m~ the central valve 7 is open and the rotative distributor is
~ in position 2.2.1. The piston 6 opens the air ports 5, by which
~i.
a supplementary air quantity is delivered. The admission section
: total can either equal or surpass the piston surface, leading
; to a fitting of maximum order.
.~
s,;.;
Position 2.3 - The air compression takes place after
closing of the air ports S at the cylinder base by the piston
while the piston 6 is going up. The central valve 7 is closed
and the rotative distributor 8 is in position 2.3.1. The fuel
~ injection, and combustion take place at the end of the
i~ compression.
.'~ .
Position 2.4 - The expansion takes place while the
';( piston 6 is moving down, up to the momement when the unique
valve 7 is opened and produces tne free exahust of the burnt
gases. At about the same moment the piston opens the savenging
ports 5, through which penetrates the scavenging air, which
pushes the burnt-gases out o~ the cylinder. In this moment,
the rotative distributor 8 is in position 2.4.1 connecting the
;' cylinder and exhaust mainfold for exhaust of gases to the turbine
:................................................... .
.
. .~,
~ 17
... .
',:1
.
. ~,
",
` side of the turhocharger.
'~:
- Position 2.5 - The piston 6 goes up during the exhaust-
~,:
phase and expunges the gas mixture toward turbocharger 16.
During this phase the unique valve 7 is completely open and
~`~ the rotative distributor 8 is in position 2.5.1, assuring
continued connection between the cylinder and the
~- exhaust-manifold.
i:
.~ In FIG. 3 is illustrated a schematical variation of
'~ the chronosections in connection with illustrations 2.1, 2.2~
2.3, 2.4 and 2.5 of FIG. 2~ the following conclusions being
drawn:
During the preliminary exhaust phase 2.4 the burnt
gases are strongly pushed from the cylinder by the force
; scavenging air through the ports 5, assuring a thorough cleaning
of the cylinder of combusted gases, and an inner cooling of
,~ the piston surface the cylinder, head and the exhaust valve.
,.~
During the exhaust phase 2.5~ the mixture of gases
and scavenging air that entered the ports 5 is exhausted by
y the piston 6 as far as the top dead center.
,,
. j .
`;~; During the upper scavenging phase 2.1~ the piston
6 finished the complete gases exhaust and the rotative distributor
8 assures an upper scavenging 2.1~1~ which complete the perfect
~ cleaning of the cylinder of useless gases (burnt gases and/or
-;~ of expansion).
.,,
`!
~ During the admission phase 2.2, the rotative distributor
;~ 8 is in position 2.2.1a and the air enters through the valve
~ 7 and through the ports 5 into the cylinder, completing air
:~ fill of the cylinder.
,~ .
The operation of the convertible engine in the two
stroke variant is carried out by changing the rotation ratio
.~ (from n/~ to n/1) between the crankshaft and the camshaft 11,
which is shifted axially and actuates the proper cam 51 for
. ~J ~ ~
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the two stroke cycle. In this variant the rotative distributor
8 is in the position of permanent exhaust 2.4.1. The fuel
injection system (not shown) having an injection cycle
'r' synchronized with the camshaft, automatica1ly changes to the
; new cycle regime. Particularly, the speed governor of the
injection pump continues to be driven from the engine camshaft
; 80 but at twice the rate. In this functional regime the valve
:~, 7 becomes the exhaust valve and the ports S become the intake
and carry out the scavenging and filling of the cylinder.
The two stroke engine with integrated thermal cycles,
according to FIG. 5, is made up of a cylinder block 29, provided
with an insulated chamber 30. The cylinder block 29 backs a
., .,~, .
compound material liner 3 with an upper cylindrical regenerator
2 forming the primary cylinder wall of the working combustion
chamber and also backs a ceramic annulus 31, which is provided
at the lower part of the cylinder with some admission and
scavenging ports 31 and some exhausting ports 33. On the central
upper part 50 of the ceramic crown is provided a concentric
chamber 34, which assures air and steam superheating by contact
with the walls of the combustion chamber 35 and with the burned
gases, which flow through the upper ducts 36 and by the central
nozzle 37 in a flow pattern controlled by the profile 38 of
:.,
the piston 39. The air being absorbed by the air compressor
'.~ side of the turbo-blower or turbocharger 40 is sent to the air
cooler 41, from where it enters into the engine cylinder through
the scavenging ports 32. The turbo-blower 40 is supplied, at
,~¢ the engine start and during heavy-duty conditions, with burnt
gases delivered by the combustion chamber 42, which works in
a bypass circuit, controlled by a butterfly valve 43, blowing
the burnt gases though the pipe 44 to the inlet of the gas turbine
side of the turbo blower 40 from where the expanded gases, mixed
.~ with the gases exhausted from the cylinder by the exhausting
,~ ports 33, enter the sound absorber (not shown).
The operation of the two-stroke engine with ~ntake
and exhaust distribution through cylinder ports with integrated
thermal cycles, according to my invention and to FIG. 59 takes
~,1
.,~ 19
;~`;
,~ ,
,
` ~32~2
``~ place as follows:
;^ The turbo-blower 40 is driven into rotation by an
electrical starter and supplies air from the compressor end
! of the turbocharger 40 to the combustion chamber 42, which through
;, combustion brings the turbo blower 40 to the normal rotation
-:
~, rate. This operation allows supply of the air necessary for
~; the two stroke engine operation. Simultaneously, the engine
;~ is driven by an electrical starter, which releases its engagement.~ in conditions of normal regime.
"
The expansion of the homogeneous mixture of steam
' and burnt gases up to the inlet parameters of the turbine side
of the turbo blower 40 and the final expansion in the turbo
~x blower and in the sound absorber where gases are discharged
at a termperature of about 120 C. renders an effective
.~ utilization of the potential energy of the working fluid.
., .
Referring to the engine embodiment of FIG. 6, a
convertible four to two stroke, regenerative thermal engine
is shown. The engine includes a block 1 with a valve assembly
84 and fuel injector 85 similar to those of the engine of FIG.
1. The engine is provided with a differential piston 24 having
an enlarged cap 86 coupled to a central cross head 25 which
is guided in a low temperature guide cylinder 87 in the block
1. The scavenging ports 5 at the base of the combustion chamber
are controlled by a sliding valve 26 which can completely close
the ports 5. In such case the engine operates in a four stroke
mode without any supplementary intake and scavenging by the
ports. This operating regime is specific for the start period,
and also for low regimes of the power which doesn't need
scavenging because the exhaust gases are at low temperatures.
When the power is increased and the exhaust gas
temperatures increase to 500-600 C, the sliding valve is spun
on a screw thread by an external mechanism (not shown) in direct
relation with the load, providing access to the scavenging air
to penetrate and dilute the exhaust gases. This maintains a
constant maximum exhaust gas temperature that is permissible
:~ .
~ 20
~,
.
,
. ,.~.......... . .
: . ~, . . - :
3;~
for a turbine of a turbocharger (not shown) to operate at the
~`'`t optimum efficiency level.
. .
The enlarged cap 86 is fabricated from a strong, high
temperature tolerant material such as stainless steel. The
cap 86 is constructed with a depending lip that overlaps a
projection of the guide cylinder 87 to form a complex sealing
passage during the down stroke. In the up stroke the piston
cap never contacts the regenerative jacket 2 since the
regenerative cells 4 provide the equivalent of a complex labyrinth
groove sealing as well as a regenerative cycling of compressed
air trapped in the cells during a compression stroke.
The crankshaft 8i1 and the connecting rod 82 are
supported by roller bearings 83, lubricated and cooled by air
and graphite + MoS2 particulates. The rest of the components
' ?;
are essentially the same as in the FIGS. 1 and 4.
In all the applications of the regenerator 2 a
cogeneration thermal process, may be added by injecting preheated
cooling fluid (methonol, liquid Mo2, liquified gases, or water)
by an injection system which comprises a series of spaced nozzles
79 around the crown 50 of the combustion chamber which direct
an arcuate spray down the walls of the regenerator during the
brief period that the piston is rising in its compression stroke.
A liquid injector 78 feeds the nozzles with liquid, usually
water in a measured timed pulse. The high velocity spray mist
is drawn into the regenerative cells which cover the walls
of the combustion chamber by action of the increasing chamber
pressure as the piston rises. The heating, evaporating and
the super-heating process is accomplished in the time in which
the piston is near the top dead point. The flushing of this
superheated steam or additional combusted cooling fluid after
the peak combustion time occurs as an admixture to the regular
combustisn gases. In the case of steam there is associated
..i
;'~3~ a Rankine cycle with the regenerative, thermal cycle. The
homogeneous mixture between combustion gases and superheated
steam9 and the preheated air expanded ~rom the regenerative
21
i!
~ : '
:`
''''
.;
cells, are the final working fluid that drives the piston and
any exhaust powered auxilliary or integrated component as
described with relat-on to the other engine embodiments.
Referring to the engine embodiment of FIG. 7, the
regenerative thermal engine shown comprises a rotary reciprocal
compound engine with a two stroke1 opposed piston component
88 coupled to a rotary piston component 92. The compound engine
includes a turbocharger 97 and two intercoolers 96 and 98 between
the air compression stages.
The opposed piston or reciprocator component 88 is
similar in construction to the engine embodiment of FIG. 6.
Opposed differential pistons 24 drive two crank shafts 81 coupled
to the pistons by connecting rods 82. Replacing the head and
rotary valve assembly of the FIG. 5 embodiment is a side mounted
fuel injector 89. The compound liner 3 includes a central segment
comprising the regenerator 2 and end segments forming scavenging
ports 5 and exhaust ports 91.
The rotary piston component 92 is a roto-compound
system composed of a compressor stage 93 and an expander stage
94. The compressor stage 93 receives precompressed air from
the compresser side of the turbocharger, which is cooled by
an intercooler 98. The precompressed and cooled air is further
compressed by the positive displacement compressor stage of
the rotary component 92 and after cooling by a second intercooler
96, enters the reciprocator component 88 through intake ports
5. The entering air under medium compression is further
compressed by the united compression stroke of the two opposed
pistons 24 to a substantially higher than usual compression.
Fuel injected through an injector 89 ignites in the small corP
chamber between the piston heads and generates the extremely
high pressures herebefore unattainable in piston engines. Because
the single combustion chamber is centralized, stresses are
localized and confined to a cylindrical structure, a configuration
best able to withstand the extraordinary high pressures generated.
The piston cap 24 is of special construction and fabricated
, ~,
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22
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32~2
~rom a high streng~h material such as stainless steel, and is
,`f' coupled to the central cross head 25 which reciprocates in the
i low temperature cylinder guide 87 of the engine block 1. The
short connecting rods 82 and heavy duty cranks 81 absorb the
;? high energy thrust of the pistons 24 and enable a high torque,
.. ,f' high r.p.m. operation. Cooling of the cylinder walls by the
regenerator is accomplised as explained with reference to FIGS.
~ 1 and 4. The expanding combustion gases exhaust through ports
,`~! 91 and enter the expander stage 93 of the roto-compound system
~- 92 powering the rotor-piston component 92.
--~3
.~
;i The positive displacement rotary component 92 is an
~, epitrochoidal - type engine simllar in type to the Wankel engine.
``Y; While it has certain attributes of relative efficiency due to
its low inertia, rotary operation, it is not ef~ective at high
pressures and temperatures because of sealing problems. However,
~ it is ideally suited to accept the partially expanded gases
,``,.f~, from the high pressure reciprocator component because of its
volumetric efficiency. The rotary component is coupled to the
reciprocator component in the proper ratio of rotation for a
~, volumetric exchange that assures a high pressure ratio for the
`, supercharging and a high expander ratio for the exhaust gases.
., ~
.
~',if~ The rotary component 92 is provided with a ceramic
or an insulated rotative piston 87 and is lubricated and cooled
~;; by a graphite/MoS2 dry lubricant supplied pneumatically, to
the gear and bearing mechanism. The absence of oil and friction
between the rotor piston and the epitrochoidal case prevents
`,l any excessive wear at high rotational speeds. Sealing is assured
;~ by autoadjusting material of Teflon~ type impregnated with
graphite and MoS2 on the edges of the triangle 99. This same
material is provided for the lateral sealing 100.
~?
$ .~
As noted in the summary of the invention, ~he
unification of the medium pressure rotary component with the
high pressure reciprocator component enables a high peak pressure
`~i! to be developed with only the engine structure in the high
~f,~ pressure zone being necessarily designed to withstand such high
.. ~,, .
-;
~ 23
.:
-:.
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-. peak pressures. This intimate integration enables a substantial
,~ reduction in engine size and weight to achieve a desired power
output.
Referring to FIG. 8 an enlarged cross sectional
` schematic of the regenerator is shown. The rising piston 24
creates a pressure wave that is increasing. Low pressure
admission air in the chamber is forced into the cells of the
regenerator. Because each cell has an incrementally increasing
'~r pressure, leakage by the advancing edge of the piston is soon
~i absorbed by a lower cell in the pressure cascade.
, ,r,~, ,
~, In embodiments employing a cogenerator, for e~ample,
water injection, the fine droplets of water in the spray are
directed at the walls of the regenerator are swept into the
cells with the packing air. In the cel1s the water is vaporized
cooling the fins and the vaporized water is released as
superheated steam with the compressed air during the power stroke
confining the peak temperature gases of combustion at the center
of the chamber. Even without water injection the release of
the compressed air in the cells provides a buffer and the hot
~i, gas core. A helicoidal passageway 150 between the liner 3 and
the wall of the block 1, preheats water which may be alternately
injected through the Jacket means 151 of the liner by injection
ports 152 at the upper end of the cylinder.
FIG. 9 is a schematic illustration of the typical
~;3 pressure curve over a 720 crank shaft rotation in a four stroke
engine. As illustrated only a small band of 70 is associated
with pressures exceeding 37 atm and over half of the remaining
cycle pressure is less than 6 atm. By staging the components
in an integrated unit that is volumetrically balanced, with
each component constructed to withstand those pressures and
temperatures within its operating range, -a boost in the peak
pressure can be obtained at the same time a reduction in size
and weight is accomplished. For example, a low pressure range
,~ can be efficiently handled by a supercharger, a medium pressure
~;ii range by a positive displacement rotary device, and the high
~. pressure range handled by a specially designed reciprocal piston
:,~
^l 24
, .
:
,~.
: ~r, ~ "
: ~ `
:~ ~ 32~
:
device. An efficient thermoenergetical cascade following the
~....
pressure curve can be developed by an integrated engine
incorporating these exemplar devices.
; In the FIG. 10 embodiment, the regenerative thermal
engine shown is a convertible four and two stroke device having,
~ a twin arrangement of piston 24 with permanent dynamic balance.
-`~ The pistons have a common and symetric cycle, by the fact that
they are provided with a central, common combustion chamber
~ 101, connected with two tangential channels 102 to cylinders.
,;,! The two piston mechanisms are connected by a strap 103, which
;i^ takes the opposed side thrust produced by the two counter-rotating
;~ crankshafts 81.1 and 81.2. Both counter-rotating crankshafts
~i` are geared outside in a 1/1 ratio, assuring perfect symetry
; and synchronism of both movements.
,, ~.
:
''7', This arrangement totally avoids any side thrust between
~ the piston and the cylinder walls, excluding a major source
`"f' of mechanical losses, and a close tolerance to be maintained
--~ between the pistons 24 and the regenerator 105.
;i,,
In the schematic FIG. 11, the regenerative thermal
` engine of FIG. 10 is associated with a conventional screw
compressor 103 and a screw-expander 104, connected directly
~; on the both crankshafts of the mechanism in permanent dynamic
.i balance. The counter rotating shafts of the balanced crank
. .
mechanism are ideal for a compound screw device of the type
-j made by
The high compressed air is inter-cooled in a heat
exchanger 105, and the exhaust gases are transported through
the pipe 106 from the cylinder head to the screw-expander 104.
The screw-expander 104, is provided with ceramic
; counter-rotating rotors and sealed by auto-adjusting elements
made from teflon impregnated with graphite + MoS2.
,.,
...j
Referring to FIGS. 12 and 13 the concepts for balanced
engine operation disclosed with reference to FIG. 10, are combined
,:~
:,
,
.,;,
;~ 25
,,.~, .
,:..
. . .
. .
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in an advanced compound, reciprocal-rotary engine 108. While
the engine embodiment of FIGS. 12 and 13 and the subsequent
advanced design embodiments are particularly devised to
incorporate the regenerator liner disclosed herein (since such
designs advantageously eliminate piston side thrust) the
constructions have independent merit and may incorporate other
exotic liners, particularly liners demanding that piston and
cylinder wall contact be wholly eliminated. The following
embodiments, particularly the schematic arrangements disclosed
in FIGS. 17-22, disclose variations of integrated components
that are configured to achieve a thermal energetical cascade
following as closely as practicable idealized pressure curves
of the type described with reference to the schematically
illustrated curve of FIG~ 9, but with substantially elevated
peak pressures and temperatures.
,. .
.,:,,
~* In the compound reciprocal-rotary engine of FIG. 12
~; a single cylinder 110 contains a single reciprocating piston
'~t~ 111. While the piston is shown with external grooves 107 for
labyrinth sealing or ring sealing in conjunction with a high
temperature cylinder liner 3, it is to be understood that the
combustion chamber design is particularly suited for incorporation
f of the regenerator liner as hereinbefore described.
.~
The large bore, short stroke reciprocator component
of the compound engine is designed for high pressures and includes
two connecting rods 112 connecting the single piston to two
counterrotating, balanced crank shafts 113. The single cylinder
~ 110 has a torroidal adiabatic combustion chamber 114 with a
-g central fuel injector 115. The cylinder has staggered exhaust
~ ports 116 and scavenging ports 117.
",,
The counter-rotating gears 118 interconnect the two
' crankshafts in a symetrical and synchoneous movement. The offset
intermediate gear 119, engaging one of th crankshaft gears,
integrates the rotary component with the reciprocator component.
As shown in FIG. 13, the epitrochoidal compressor-expander 92
is integrally coupled to the reciprocator component. The
."
,, ,
~ 26
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~3~;42
compressor-expander 92 supplies the combusted chamber of the
reciprocal pistons with compressed air, and is simultaneously
.; driven by the partially expanded exhaust gases in the manner
previously described.
. .
Referring to the engine embodiment of FIG. 14, a super
compact, high pressure reciprocator component 125 is shown.
Utilizing the dual rod concept of the embodiment of FIGS. 12
and 13, an opposed piston, single chamber reciprocator is formed
with the large bore, short stroke features of the prior
embodiment. In this embodiment opposed pistons are arranged
in a single co~bustion chamber 120 with a central liner 122
that preferably is an adiabatic regenerator 122 of the type
described. At opposed ends of the combustion chamber are exhaust
ports 123 and scavenging ports 124. The dual pistons 111 each
have a specially formulated adiabatic cap 121 that preferably
comprises a regenerator with cell means such as a micropore
structure for absorbing and releasing compressed air and/or
pass though liquids and vapors for surface cooling of the piston
cap 121 and the preigntion chamber formed by the recessed contour
in the cap.
Ai~ .
Because the engine embodiment of FIG. 14 is most
effectively operable at extremely high pressures, it is primarily
suited as a high pressure range component to a compound engine,
particularly one integrating a rotary component such as the
~; screw of FIG. 11 or preferably the roto-compressor expander
Ç of FIGS. 7 and 13.
,. . .
One arrangment of this compact engine unit is shown
in FIG. 15 which is particularly sized and adapted for use for
general applicat;ons, where the output shafts can be connected
` to an appropriate gear box or transmlssion for separate
independent operation. The connection of the reciprocator
component 125 above the rotary component 92 is convenient for
efficient gas flowg particularly where additional intermediate
or auxilliary components are combined to enhance the basic unit.
The direct connection connects the compressed air exit port
';i
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~j 27
:.
;
. .
:,
.:. . . . .
~ 1 1 3 2 ~ ~ ~ 2
,,126 and the combusted gas intake port 127 of the rotary component
~j92 w;th the respective ;ntake man;fold 128 and exhaust manifold
~,'130 of the rec;procator component 125. A metallic flap valve
95 insures one way passage of compressed gases.
':',
',A second arrangement of the compact engine is the
front and back positioning shown in FIG. 16. The enlarged rotary
~`component 92 with respect to the reciprocator component 125
.~'is particularly useful in reduced atmosphere conditions or where
',,low pressure turbocharging is restricted.
:.,~,`,
~,The basic unit of the compound rotary-reciprocal engine
~'i;can as noted include enhancements to enhance efficiency as
',illustrated in the schematic illustrations of the FIGS. 16-22.
., .
, . .
;,'jIn the schematic of FIG. 17 the reciprocator component
125 has an intervening connection with the rotary component
~i,'92. The pressure wave supercharger provides additional
,,compression to the air from the rotary component before entry
'~`,to the reciprocator component and has a tendancy to buffer or
'~smooth pressure pulsing from the periodic positive displacement
cycling of both the reciprocal and rotary components. The
.~compression side has intercoolers 96 between the rotary component
r'and the supercharger and the supercharger and the reciprocator
component. While the identification fo the reciprocator component
'-,,`iis the unit of FIG. 14, including the regenerator liners, the
`''combination is intended to include such engine component without
~exotic, liners or other such engine components disclosed herein
','~,with reference to this or the following figures. Similarly,
~;','~the rotary component shown is identified as the epichoitroidal
`',''type, but described herein, but may also comprise the compound
~jscrew compressor-expander of described or other positive
displacement rotary compressor expander of the type disclosed.
~In the schematic of FIG. 18, the reciprocator component
`,"125 is connected to the rotary component 92 with an intervening
~intercombustion chamber 131 with a compressed air by-pass circuit
`''.3j 132 with a control valve 133 for regulating supplemental air
;; ,,
. .
, ....
28
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.. ..
, .
,;
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:
`` 13245~2
`;to the intercombustion chamber 131. A thermal recuperator 140,
~;insure that the added thermal energy to the exhaust gases is
`~recovered in the air-gas supply 134. The fuel supply 135 may
also include a preheater 136 to recover waste energy of the
exhaust.
. .
In the schematic of FIG. 19, a turbocharger 141 has
been added to the thermodynamic cascade of the arrangement of
FIG. 18. The turbocharger effectively utilizes the low pressure
~,r,expansion gases prior to exhaust through recuperator 140, to
perform low and compression of the intake air. An intercooler
96 is similarly provided to the compressed air to reduce the
volume and temperature added by the compression.
In the schematic of FIG. 20, a Comprex~ pressure wave
supercharger 130 has been installed between the reciprocator
~,component lZ5 and the rotary component 92 essentia11y combining
the arrangements of FIG. 17 and FIG. 19 without the
intercombustor.
;;~r
~,In the scnematic of FIG. 21 the intercombuster has
been added, which is a bypass circuit 143 allows use of the
~rotary component or the reciprocator component independent of
"~`r.'.:the other.
. .,`,J
In the schematic of FIG. 22 an additional pressure
wave supercharger 130 has been installed between the turbocharger
141 and the positive displacement rotary component 92 to boost
`?`compression and smooth the pressure pulsing of the rotary
.. J' component 92. Power for driving the wave guide superchargers
130 are extracted from the combined output drive train of the
rotary and reciprocal components whcih both produce positive
,mechanical work.
:~.
~;Each component in the above described thermo-energetical
:~jcascade is designed and constructed for performance with the
~J`:specific range of its operation. Thus only the reciprocator
component is designed to withstand peak pressures. The rotary
~r~
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component and other aux;lllary and intermediary components are
~:'. specifically des;gned for their respect;ve lower pressure
operations.
....
.. .
. While in the foregoing embodiments of the present
invention have been set forth in considerable detail for the
~ purposes of making a complete disclosure oF the invention, it
;~ may be apparent to those of skill in the art that numerous changes,~ may be made in such detail without departing from the spirit
~;~; and principles of the invention.
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