Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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Thermodynamic cycle, engine design & clean super-efficient fuel
flexible engine
Author: Stanislaw K. Holubowicz
Specification
Field of invention
This invention belongs to field of energy conversion and in particular, to
engines
Introduction
The Otto and Diesel thermodynamic cycles were inherited from XIX century.
Engine designs based on the inherited cycles are developing in XXI century
too.
The designs as well as the thermodynamic cycles have inefficiencies and create
environmental problems. All engines are inefficient and polluting.
On average, vehicles consume 10 to 20 times more fuel than they should and
that has a negative impact on the world economy and environment. This
invention of a new thermodynamic cycle forms the foundation for better engine
designs claimed in inhere and other patent applications.
Background
Otto invented an engine running on lighting gas. His engine operated according
to his thermodynamic cycle, which includes the following thermodynamic
processes:
1. Inducting a mixture of lighting gas and air into a cylinder so that an
explosive mixture results
2. Compressing the inducted mixture
3. Igniting the mixture by an electric spark which detonates the mixture to
create a pulse of high pressure and temperature
4. Expanding the resulting exhausts to produce useful work
5. Evacuating the expanded exhausts
6. Repeating process 1 to process 5 indefinitely.
The major flaw of the above cycle is that exhaust does not expand completely
which causes:
= Incomplete conversion of heat into work
= Evacuation of hot exhausts wasting the heat energy released from fuel
= Accumulation of heat in internal parts, so that engine must be cooled or it
will melt.
The cooling, as well as the heat released with the hot exhaust, wastes most of
the heat energy (80%) released from the fuel, so that the engines use more
fuel
than necessary and pollute.
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The Otto engine could not withstand the detonation of lighting gas - the
engine
self-destructed. To prevent such destruction, Otto directed his efforts to
prevent
fuel detonation and thus commenced the present day trend of research. This
invention is based on a new direction of engine research as it proposes use of
detonation as better alternative to combustion.
Spark ignition in the XIX century was not reliable. As a result, Diesel
replaced the
spark ignition by the compression heat ignition of the Diesel thermodynamic
cycle. Diesel did not, however, introduce any other design changes. Thus the
problematic aspects of the Otto design have continued until now.
The Diesel thermodynamic cycle comprises the following thermodynamic
processes:
1. Inducting air into the cylinder
2. Compressing air to heat the air, by compression heat, above the flash
point of fuel
3. Injecting fuel mist into the compression heated air, so that if only one
droplet of mist catches fire its flames will ignite nearby droplets and new
flames will propagate from droplet to droplet until all the droplets of the
mist will be in flames and thus increasing the temperature which creates
high pressure in the resulting exhaust
4. Expanding the exhaust which produces useful work and cools the
exhausts
5. Evacuating expanded exhausts
6. Repeating process 1 to process 5 indefinitely.
An Atkinson cycle, patented by Atkinson in 1877, applied recently by car
manufacturers and introduced in hybrid vehicles, has less severe problems.
In general, traditional engine research has had as its goals: to prevent the
detonation of fuel and to improve controlling the combustion processes. Design
flaws originating with Otto have remained. These run contrary to the basics of
physics.
According to basics of physics:
1. Maximum torque occurs when max force acts on maximum distance. In
engines this means that the max pressure should act upon the horizontal
crank, because that is the maximum distance from the center of rotation of
the crank
2. Power available from consumed fuel is energy released from fuel in time.
Therefore, an engine should have the fastest possible release of energy
from fuel to allow for the use of less fuel i.e. engine should detonate fuel
3. Any gas when expanding produces work and cools at the same time.
Better expansion produces more work. So in an engine, extending the
expansion of exhaust below atmospheric pressure converts more heat into
work, and that improves the engine's efficiency
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4. Efficiency should not vary. In engines, the full range of speeds should
retain the maximal efficiency
5. Torque should not vary. In engines, the full range of speed should retain
maximal torque from start up to maximum speed
6. Power output should be proportional to speed. In engines, the power
should grow in proportion to the engine revolutions
7. Oscillating systems (such as an engine) demand that energy be supplied
when oscillating components (such as a piston) stop and change direction,
i.e. at top dead center (TDC).
However in engines built to date:
1. The max pressure, resulting from the combustion of fuel, acts on zero
distance i.e. rather than max pressure acting upon a horizontal crank, the
crank is vertical, aligned with the cylinder's centerline
2. Fuel is supplied into cylinder as a mist hanging in the air, which slows
down the release of energy from fuel
3. Expansion of the exhausts is incomplete, limited by the geometry of parts
4. Efficiency depends on speed
5. Torque depends on speed, and hardly exists during start up and is very
weak during slow speeds. To compensate, an energy-wasting
transmission must be used.
6. Power depends on speed, not proportionally. Because the release of
energy from fuel is slow, the pressure building over the piston must
commence prior to TDC and, as a result, the ignition is advanced.
Ignition advance is responsible for three distinct speeds - speed at
engine's max efficiency; speed at max power; and speed at max torque -
all these different speeds lower the overall mileage of the vehicle,
especially when driving city streets.
In an ideal engine
1. Maximal pressure should act upon the piston when the crank is horizontal
2. Energy release from fuel should be by detonation because this increases
the rate and temperature of the release of energy from fuel
3. The fuel should be an explosive mixture of fuel vapor and air, because this
increases the rate and temperature of energy release from fuel
4. The expansion of exhausts should extend below atmospheric pressure
5. Torque should be independent from speed, as should be the efficiency
6. There would be no ignition advance, detonation should occur at TDC
This new thermodynamic cycle operates according to these principles.
The cycle includes a process for the recovery of energy left from expansion of
exhaust. By using recovered energy to re-compress expanded exhaust, more
heat is converted into work because this leads to another expansion and yields
an additional work. This continues until no heat is left in the exhaust.
Consequently, cool exhaust is released and a new cycle commences and
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continues indefinitely. The more the exhaust expands, the more heat will be
converted into work and the more the efficiency will increase, while exhaust
cools
more.
Improving the exhaust expansion was tried earlier. Mr. Sultzer, a Swiss
engineer
introduced his idea to elongate the crank, which improved the expansion of
exhaust and increased the efficiency of his two stroke long crank diesel
engine
above 46%. The patent was granted in 1923. In fact his method doubled the
efficiency of his engine, proved experimentally in 1926.
However, until now, the long crank and super-long crank methods are met only
in
marine diesel engines propelling ships. Because long crank engines have many
disadvantages, they have not yet been used in vehicles or to generate
electricity.
In vehicles, a different method is needed to improve expansion. This invention
proposes two such methods.
This invention includes two such methods for improving expansion in normal
stroke engines. As well this application refers to engines capable of
producing
more than one power stroke from a single release of energy from fuel. The
methods are referred to as the "Piston in Piston Method" and the "two chambers
in cylinder method".
This thermodynamic cycle uses the both methods to expand exhaust below
atmospheric pressure. It can be applied to all lengths of the crank, from
short to
super-long cranks. Long cranks, however, have serious disadvantages.
Short description of the invention
This patent application is for a new thermodynamic cycle and related engine
designs. The thermodynamic cycle combines the Otto thermodynamic cycle with
additional processes such as 1) recovery of energy left from the expansion of
exhausts 2) using the recovered energy to re-compress the expanded exhausts
3) expanding the exhausts again 4) repeating the above process 1) to process
3)
until no heat is left in the exhaust. The max pressure over the work producing
piston repeats when the crank is horizontal. Doing so boosts the torque by two
orders. In general, variables affecting the thermodynamic cycle include ways
of
releasing the energy from fuel, either by detonation or combustion; the number
of
power strokes from each energy release; whether or not the engine has valves
and the speed of the engine, which affects the internal cooling process.
Designs
based on those variables are presented. In effect, the cycle is a combination
of
two cycles: one takes place in the primary energy chamber and the other takes
place in the energy recovery chamber - the cycles influence each other. This
relationship maximizes efficiency. Also a piston, engine designs and engines
developed according to the cycle together with some applications are
presented.
One of the kind of variations on this new thermodynamic cycle relate to the
way
energy is released from fuel (either by detonation of vaporized or gaseous
fuels,
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or by combusting fuel mist). Engines using this thermodynamic cycle,
regardless
of whether they combust or detonate fuel, have improved efficiency as compared
to today's engines. Detonating fuel, however, increases engine efficiency
more.
All variations include a process of repeating highest pressure, resulting from
the
release of energy from fuel, over the work piston when the crank is
horizontal.
This process is possible because the cylinder volume is divided by an
additional
piston into two volumes i.e. a primary energy chamber, the volume of which
varies cosinusoidal and energy recovery chamber which varies sinusoidal.
All variations are supported by a piston that has two variations: one for
valve less
engines and another for engines with valves.
Engine designs always include one of the piston variations.
List of drawings
Fig. 1 illustrates a prior art graph of the release of energy from fuel by
combusting a mist of fuel hanging in the air
Fig. 2 presents a concept for a new thermodynamic cycle by which energy is
released from fuel by combustion
Fig. 3 presents a second variation of the thermodynamic cycle in which energy
is
released by detonation:
Fig. 4 illustrates a third variation of the thermodynamic cycle showing the
recovery of energy left from expansion, which is used to recompress the
expanded exhaust to produce a second power stroke, still the result of a
single release of energy from fuel by detonation
Fig. 5 shows a fourth variation of the thermodynamic cycle, which delivers
three
power strokes from a single release of energy from fuel by detonation
Fig. 6 illustrates a fifth variation of the thermodynamic cycle that delivers
four
power strokes from each release of energy from fuel by detonation
Fig. 7 illustrates a sixth variation of the thermodynamic cycle, which
delivers five
power strokes from each release of energy from fuel by detonation
Fig.8 shows a seventh variation of the thermodynamic cycle, which delivers six
power strokes from a single release of energy from fuel by detonation
Fig.9 shows an eighth variation of the thermodynamic cycle using a four stroke
engine thermodynamic cycle as cosinusoidal varied pressure (9001) in a
primary energy chamber (9006) acting on an oscillating body (9003),
producing a sinusoidal varied pressure (9002) in the energy recovery
chamber (9005) acting onto work piston (9004)
Fig. 10 illustrates a ninth variation of the thermodynamic cycle in the P vs.
V
graph in the primary energy chamber (9006) (see also Fig. 9) that
produces ideal pressure building overwork producing piston illustrated in
the Fig. 2 or Fig.3;
Fig. 11 illustrates a tenth variation similar to that of the F1. 10, but with
the
addition of the re-compression of expanded exhaust and an additional re-
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expansion of re-compressed exhaust, producing a build up of pressure
over the work piston as illustrated in Fig. 4.
Fig. 12 illustrates an eleventh variation which includes the addition of an
explosive mixture (fuel) into the cylinder after the expansion of exhaust
Fig. 13 illustrates a twelfth variation in which selection of exploded fuels
cause
cosine decrease of the pressure resulting from detonation of fuel in sync
with the rotation of the crankshaft;
Fig. 14 illustrates a thirteenth variation with pressure building in the
energy
recovery chamber from processes in the primary energy chamber as
shown in Fi.12
Fig. 15 illustrates a fourteenth variation, which is a conceptual design that
includes two chambers in cylinder separated by a disk from each other
Fig. 16 to Fig 20 illustrate a fifteen variation, showing the operation of the
conceptual engine
Fig. 21 presents a sixteenth variation of yet another conceptual engine based
on
the invented cycle
Fig. 22 to Fig. 26 presents a seventeenth variation showing the operation of
another conceptual engine based on the invented cycle
Fig. 27 presents another embodiment of the invention which is a piston
variation
that allows development of an engine with valves operating according to
invented cycle and invented Two Chambers in Cylinder Method to expand
exhaust below atmospheric pressure in normal stroke engines
Fig. 28 presents another embodiment of the invention that is a design of
engine
with valves according to invented thermodynamic cycle and Two
Chambers in Cylinder Method
Fig. 29 presents another piston variation that allows development of a valve-
less
engine according to invented thermodynamic cycle and Piston in Piston
Method allowing expanding exhaust below atmospheric pressure in
normal stroke engines
Fig. 30 presents a design of a valve-less engine
Fig. 31 presents the valve-less engine during scavenging the exhaust
Fig. 32 illustrates the Piston in Piston Method in two stroke engine
Fig. 33 illustrates invented two stroke engine during inducting explosive
mixture
into cylinder
Detailed description of invention
With reference to Fig. 1 a prior art graph of the release of energy from fuel
is
presented. The graph illustrates the build up of pressure over the work piston
in
prior art engine as a function of the actual angle between the crank and the
centerline of the cylinder. It shows the flaws in prior art engines which are:
1. Ignition of fuel starts prior to TDC 4, which gives a parasitic torque that
counteracts the rotation of the engine
2. The highest pressure which results from the combustion of fuel occurs
when the crank aligns with the centerline of cylinder 5 and the piston stops
and changes direction: this generates huge stress on the crank and
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bearings without any contribution to torque or power output, and wastes
the highest potential to produce useful work on wearing out parts.
3. After TDC 5, the piston moves down and volume containing the burning
mixture increases, which prevents pressure from growing so pressure
stabilizes 6, because combustion continues.
4. After combustion 6, the exhaust expands and the crank is horizontal when
the piston is half way down in cylinder so pressure drop 7: there is a
decrease in torque i.e. instead of being maximal by half CR (compression
ration) weaker of what it would have been at max pressure
When piston approaches the TDC 4, in a gasoline engine, the electric spark
ignites the mixture. If only one droplet of the fuel mist catches fire, flames
ignite
nearby droplets and propagate from droplet to droplet until all droplets are
in
flame. This process, intentionally introduced by Otto, slows and controls
release
of energy from fuel. It also has severe side effects on human health and the
environment.
In the diesel engine, the compression stroke compresses air (1002), which
increases its temperature above the flash point of fuel 4. When the injector
injects
a fine fuel mist and only one of the droplets in the mist catches fire, its
flames
ignite nearby droplets and propagate from droplet to droplet until all
droplets are
in flames. This accelerates burning, which increases temperature and creates
high pressure (1001), which pushes on the piston, which pushes on the crank,
and the resulting torque turns the crankshaft.
In both engines the fuel is supplied into the cylinder as a mist. If some
droplets of
the mist are in contact with any hot internal part, they split into hydrogen
which
burns fast and completely and carbon which burns slowly and incompletely. The
un-burnt carbon forms black engine deposits and emissions of black
particulates,
problematic for health and the environment. This invention use vaporized or
gaseous fuels to prevent the said split.
In both engines expansion is incomplete so hot exhaust is released (1005)
Invented engine, (see Fig. 9) has a free oscillating body as a disk (9003)
that
divides the cylinder into:
1. A primary energy chamber 9006 and
2. An energy recovery chamber 9005
Wherein this arrangement allows the recovery of energy left from expansion
and uses the recovered energy to re-compress the expanded exhaust again
and again until the exhaust cools below dew point.
The fuel detonates in the primary energy chamber 9006 which yields a pulse of
pressure 9007 converting into cosinusoidal pressure variations 9001 in the
primary energy chamber 9006, as the body 9003 accelerates squeezing the
energy recovery chamber 9005 in which pressure grows sinusoidal 9002. This is
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a first embodiment of the invention as a first stage of sophisticated new
thermodynamic cycle in which energy releases are separated from work
producing component by the said energy recovery chamber 9005 which also
cushions forces of detonation and thus preventing damages, as seen in Otto or
Diesel thermodynamic cycles when fuel detonates.
The complete squeeze of the energy recovery chamber stops the oscillating body
9003 which re-bounces so the process reverses; transferring energy back into
the exhaust enclosed by the primary energy chamber 9006 and that commences
harmonic oscillations of pressure in both chambers. The process continues
until
the oscillating frequency of the body 9003 and work piston 9004 are equalized
as
the crankshaft rotation rate advances.
Fig.2 shows a second variation of the invention that takes place when the
equalization of the said frequencies occurs. It is a graph of the buildup of
pressure over the work piston 2001, as function P = f(a); wherein a is actual
angle between crank and centerline of the cylinder of engine. The shape of the
pressure building 2001 over the work piston as positive half part of sin
function,
which maximizes when the crank is horizontal and that maximizes torque, which
increases by 7 to 20 times, depending on CR (compression ratio). This occurs
when fuel mist combusts as in a traditional engine.
Fig.3 shows a third variation of the invention, a thermodynamic cycle in which
energy is released by detonating only 10% fraction of fuel used in the prior
art.
The pressure that results is 40 % higher than that resulting from 100 % of
consumed fuel in the prior art (experimental data). Consequently fuel
consumption can be cut without sacrificing power output, while torque
increases
to half of the CR (compression ratio), which in diesel engines range from
CR=14
up to CR=40 in marine diesel engines propelling ships.
Fig. 10 shows a fourth variation which includes the following processes:
1. 1001 induction of fuel mist and air mixture (process 1-2)
2. 1002 compression of the mixture (process 2-3)
3. 1003 detonation of mixture (process 3-4)
4. 1004 expansion of exhaust below atmospheric pressure (process 4-5)
5. 1005 release of cool exhausts (process 5-2)
This invented thermodynamic cycle differs from Otto cycle as the exhaust
expansion extends below atmospheric pressure; as well pressure building over
piston is also changed to 2001 as presented in the Fig.2 or 3001 as presented
in
the Fig.3. Please notice that Fig.10 presents processes affecting exhausts and
the Fig.2 & Fig.3 presents processes affecting energy recovery chamber acting
onto work producing piston.
Fig. 4 shows a fifth variation, another thermodynamic cycle, which recovers
energy left from expansion of exhaust. This recovered energy is stored
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temporarily in the energy recovery chamber 9005 (see also Fig.9), which re-
bounces the oscillating component 9003 and that re-compresses exhaust in the
primary energy chamber 9006. The results are two power strokes (see Fig.4) and
that is:
1. Primary power stroke 4001
2. Additional power stroke 4002.
Wherein: the additional power stroke 4002 ads work to work produced by primary
power stroke 4001, which improves energy conversion and the efficiency.
Fig. 11 shows a variation of thermodynamic cycle, comprised of the following
processes:
1. 11001 (process 1 -2') partial induction of air; wherein the purpose of
incomplete filling of the cylinder with air is to limit air to that which
relates
to a lower fuel supply (only 5% of ordinary and zero clearance between
9003 and cylinder head see also Fig. 9) to preserve explosive nature of
the mixture;
2. 11002 (process 2'-3) is compression of the inducted explosive mixture
3. 11003 (process 3-4) is releasing energy from fuel by detonation; wherein
detonating only 5% fraction of fuel results in pressure equal to max
pressure in diesel engine fully fueled
4. 11004 (process 4-5) is expansion of the exhausts below atmospheric
pressure during primary power stroke
5. 11005 (process 5-6) is a first re-compression of the expanded exhaust
6. 11006 (process 6-7) is a re-expansion during the additional power stroke
7. 11007 (process 7-2) is a release of cold exhausts
As the above concept thermodynamic cycle should not use energy other than
that recovered from expanded exhaust to recompress the expanded exhaust,
there is yet another embodiment of the invention presented on Fig. 13. In this
concept the fuel supply into primary energy chamber 9006 (see also Fig.9) is
calculate on the fly and thus resulting engine design has a microcontroller
calculating fuel supply which uses measured rpm of the crankshaft as primary
data input. In this way the engine could operate from start up to max speed on
cycles as presented on fig. 2 to Fig. 13.
With reference to Fig.13 another embodiment of the invention is presented. A
pulse of pressure 13001, resulting from fuel detonation, expands for the first
time
13002 due to the movement of the oscillating component 9003 that floats over
piston 9004 on a compressible air pocket enclosed by the energy recovery
chamber (9005) the volume of which varies due to displacements of the
oscillating component 9003 (see also Fig. 9).
The fuel supply into primary energy chamber 9006 was pre-set to that which
causes equal frequency of the oscillating component 9003 and work producing
piston 9004, which approach each other like a click clack balls in toys.
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The above described arrangement produces series of cosinusoidal varied
pressures in the primary energy chamber 9006 and those are:
1. A first cosinusoidal varied pressure13002 which minimizes when crank is
horizontal 13003; which results in pressure increase 13009 overwork
piston, which maximizes when crank is horizontal 13008 and deteriorates
gradually 13010 , while vanishing when crank aligns with the centerline of
cylinder and that is a primary power stroke
2. A second cosinusoidal varying pressure 13014, in the primary energy
chamber 9006, from which a second sinusoidal varying pressure 13012
results in the energy recovery chamber 9005 (see Fig.9) as an additional
power stroke
3. A third cosinusoidal varied pressure 13015 in the primary energy chamber
which enforces a third sinusoidal varying pressure 13011 in the said
energy recovery chamber as a second additional power stroke (see also
Fig. 9)
4. A fourth cosinusoidal varied pressure 3016 in said primary energy
chamber which stimulates a third sinusoidal varying pressure in the said
energy recovery chamberl 3013 as third additional power stroke
5. A fifth cosinusoidal varying pressure 13016 in the said primary energy
chamber which causes a fourth sinusoidal varied pressure 13006 in the
said energy recovery chamber as a forth additional power stroke
With reference to Fig. 12 and Fig. 14 another embodiment of the invention is
presented. It is a method allowing a super high power density from volume of
cylinders to maximize power to weight ratio of a new marine engine yet to be
claimed in a separate patent application.
12010 process is a partial graph of compression process 10002 (see Fig.10)
when pressure raised above flash point, a sudden detonation of fuel 1200
yields
a pulse of pressure 12002, which expands for the first time below atmospheric
pressure. When expansion ends 12004 an additional explosive mixture of fuel
with air is added into the primary energy chamber 9005 (see Fig.9). The amount
of the supplied explosive mixture, which explodes 12001-1 yielding pressure
12005, an additional re-expansion of exhausts 12006, which extends again
below the atmospheric pressure 12007.
The process continues during entire major power stroke and then the exhaust is
released and new cycle commences.
The above are processes in the said primary energy chamber 9006, which
stimulate processes in the said energy recovery chamber 9005 that produce
pushes onto work producing piston; and those are:
1. A sinusoidal pressure variation from zero in 14000 which maximizes to
14001 acting onto piston, which is resulting from the first expansion of
exhaust 12001 (refer to Fig. 12)
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2. 14004 is sinusoidal expansion of compressed air in the said recovery
chamber 9005 (see Fig. 9)
3. Sinusoidal increase of air pressure in said energy recovery chamber 9005
that increases sinusoidal 14006 and maximizes 14002; wherein the heat
added into cylinder enforces pressure 14005 with amplitude 14002 which
expands sinusoidal 14007 adding extra work to work produced by the
pressure expansion 14004; wherein the described processes are
extended through duration of the major power stroke.
Fig. 15 to Fig. 26 presents more embodiments of invention such as:
1. as new methods to expand exhaust more, preferably below atmospheric
pressure;
2. a reduction of stress in parts to that solely resulted from load;
3. repeating of pressure resulting from energy release from fuel over piston
when crank is horizontal;
With reference to Fig.15 a simplified diagram of a new engine design which
comprises:
1. An elongated cylinder 1005 which accommodates:
1.1. a disk 1003 which splits the cylinder space into:
1.1.1. a primary energy chamber 1001 and
1.1.2. an energy recovery chamber 1002
1.2. a piston 1004 connected to
1.3. a crank 1006 with
1.4. a piston rod 1007
The Fig. 15 illustrates up move of: the piston 1004; pressurized energy
recovery
chamber 1002 and the disk 1003. The primary energy chamber is filled with
explosive mixture of fuel and air so the temperature of the mixture rises
until it
reaches the flash point of the fuel.
With reference to Fig. 16; a total squeeze of the primary energy chamber 1001,
or electric spark, causes ignition of the mixture so a detonation results
which
yields a high pulse of pressure and temperature. However the pulse cannot move
the disk instantaneously due to inertia, so the disk accelerates downward.
The downward move of the disk increases pressure in the energy recovery
chamber and decreases pressure in the primary energy chamber gradually,
which limits stress stress in crank and bearings to that which results from
load
only.
Fig. 17 presents another embodiment of the invention, because a proper
selection of:
1. exploded fuel
2. mass of the disk 1003
3. initial pressure in the energy recovery chamber;
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repeats the pressure resulting from exploding fuel over piston when crank is
horizontal and that yields torque about two orders higher than seen in diesel
or
gasoline engines, which leads to fuel savings without sacrificing power
output.
With reference to Fig. 18 another embodiment of the invention is presented. It
is
a first re-compression of expanded exhaust, because the squeezed energy
recovery chamber 1002 expands, which squeezes the primary energy chamber
1001 due to upper move of the disk 1003 intensified by upper move of the crank
1006 and piston 1006.
Please notice that in the arrangement exhaust expands in much larger volume as
combination of volumes:
= volume displaced by piston move (as in traditional engine) plus
= the max volume of energy recovery chamber 1001
Fig. 19 illustrates how the exhaust is re-compressed. Please notice that the
volume of primary energy chamber 1001 is larger than it was (see Fig. 16),
because some pressure was used to overcome load and always existing losses.
Fig. 20 illustrates an additional expansion of the exhausts as a second power
stroke resulting from energy release from fuel. These above illustrated
methods
apply to engines operating in more than two strokes. The methods do not apply
to two stroke engines, due to scavenging process that would be disrupted.
Fig. 21 illustrates another embodiment of the invention another simplified
version
of new design resulting from invented thermodynamic cycles as methods claimed
herein, such as:
1. expanding exhaust more, preferably below atmospheric pressure
2. repeating the pressure resulting from energy release from fuel over piston
when crank is horizontal
A hollow piston7004 that is as long as cylinder 7005 has in its hollow space
7002
an additional piston 7003 as disk that divides space of cylinder into two sub-
spaces such as:
1. an energy recovery chamber 7002
2. a primary energy chamber 7001which is inside the piston
The new design, which fits all types of reciprocating engine including two
stroke
engines, which comprises:
1. the energy recovery chamber 7002
2. the primary energy chamber 7003
3. The invented piston 7004, which comprises:
3.1. The additional piston 7003 as a disk that floats on a compressible air
cushion 7002 that is pressurized; wherein the initial pressure in the
compressible cushion defines CR of engine
3.2.A piston pin, as a joint 7007, which never enters into cylinder space that
connects to piston rod connecting to
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4. A crank 7006; wherein the purpose of the piston as long as the cylinder is
to
prevent disruption of scavenging process in two stroke engines;
Fig.22 to Fig. 26 illustrates embodiments as those presented in Fig. 16 to
Fig. 20
with one exception, which is that the energy recovery chamber 1002 that is
placed in cylinder 1005 and herein it is placed in a hollow piston 7004 as
energy
recovery chamber 7002. Also the primary energy chamber 1001 is the same but
referred to as 7001.
Fig. 27 presents another embodiment of the invention. It is a piston mainly
comprised of three parts, that is:
1. An ordinary piston 14001 that comprise:
1.1 A set of piston rings placed in grooves 14002
1.2A sit 14003 to receive a piston pin connecting the piston to a piston rod
2. An additional piston 14002 with piston rings and
3. a centrally located aperture to receive
4. An amplitude limiter comprising:
4.1 A a head on one side which is like in pop-valve (14006) tapered on
edge (14005) that fits into its sit made on the top surface of the
additional piston (14002)
4.2A stem with a thread on the other side
4.3A steel washer (14009); wherein the said additional piston divides the
space of cylinder into two spaces one above, which is the primary
energy chamber and another space between the piston (14002) and
additional piston (14001) that is energy recovery chamber (See also
Fig. 28) which shows the invented piston placed in cylinder
Fig. 28 illustrates a replacement of ordinary piston in diesel engine by
invented
piston. Please notice that longer cylinder to accommodate: primary energy
chamber 15001; additional piston 14002 and energy recovery chamber 15002 is
needed.
Fig. 29 illustrates a new engine design with compressed air installation to
compensate pressure losses in the energy recovery chamber 16002. The primary
energy chamber 16001, in which fuel detonates is minimized. A one way valve
16005 allows air flow into the energy recovery chamber 16002 only. If the
pressure drops the valve opens up and pressurized air enters into the chamber,
either wise air does not. The point of air entry into cylinder 16004 should be
placed above ordinary piston 14001 position at TDC (see also Fig.27)
A source of pressurized air (16006) supplies the air through a one way valve
(16005), which closes when pressure in the chamber (16002) equalizes to
pressure of the source (16006); wherein the source (16006) could be an air
compressor, tank of pressurized air or both.
14
CA 02777991 2012-04-30
With reference to Fig. 30 another embodiment of invention is presented. This
is a
device that makes processes of new thermodynamic cycle practical and those
processes are the:
= Recovery of energy left from expanding exhaust
= Using the recovered energy to re-compress the expanded exhaust
= Re-expansion of the re-compresses exhaust that produces additional
power stroke from single energy release from fuel
= Repeats the above processes until exhaust does not have heat
The device is a piston which comprises:
1. A long hollow body 29011 with
2. At least 2 piston rings2009 in groves on its external cylindrical surface
3. An additional piston 29010 that divides the said hollow space onto the said
energy recovery chamber in the piston and primary energy chamber
above the additional piston, with centrally located aperture in the wall of
which
4. At least one O-ring made of a high temperature silicon material is placed
in a grove and
5. At least two piston rings 2008 in a groves in cylindrical external wall of
the
said additional piston
6. A cylinder liner made of cast iron compressed into the hollow part of the
body of hollow piston 29011
7. An amplitude limiter 25005 to prevent crushes which has a threat on one
side and a head like a pop valve on the other which anchors the additional
piston to the bottom of the hollow piston to prevent crushes
8. A sit to receive piston pin in the external bottom part of hollow piston to
connect to piston rod connecting to a crank
9. A one way valve 29004 screwed into the wall of hollow piston in between
said piston rings 20009 to allow adding pressure into the energy recovery
chamber during the operation of engine as needed; wherein the length of
the hollow piston should be such that the piston could fill the cylinder
volume completely, while its joint 25007, comprising said piston pin sticks
out of cylinder; wherein this arrangement completely eliminated design
flaws as seen in Otto and Diesel engine designs and also follows basics of
physics by following new thermodynamic engine cycles claimed ahead
Fig. 31 presents another embodiment of the invention. It is a device that
makes
the processes of invented thermodynamic cycle real, because it is a complete
design of a valve-less engine that utilizes invented piston of Fig. 30.
Fig. 32 presents the valve-less engine during scavenging process
Fig. 33 illustrates the Piston in Piston in Piston Method and also how the
highest
pressure resulting from energy release from fuel repeats when crank is
horizontal
in two stroke engine.
CA 02777991 2012-04-30
Applications of the invention
Invention as described above is the foundation for new engine designs; as well
development of efficient and environmentally sound engines powering either:
1. Transmission free efficient and not polluting vehicles;
2. Efficient and not polluting agriculture machines such as:
2.1. A wheat harvester;
2.2. A potato harvester;
2.3. A Fruit harvester;
2.4. A tomato harvester
2.5. A planting combine;
2.6. A hay harvester;
2.7. A straw compactor
2.8. A hay compactor;
2.9. A tractor;
2.10. Mobile grain mills;
2.11. Apple harvesters;
2.12. Pear harvester
3. Military hardware such as:
3.1. Troop carriers;
3.2. Mobile cannons;
3.3. Mobile command centers;
3.4. Mobile remote sensing surveillance centers;
3.5. Mobile rocket launchers
3.6. Tanks
3.7. Fighting vehicles
3.8. Trench diggers
3.9. Mobile bridges
3.10. Bunker electricity generators
3.11. Naval ships such as:
3.11.1. Torpedo boats
3.11.2. Battle ships
3.11.3. Carriers
3.11.4. Fast rocket boats
3.11.5. Small classic submarines for marine surveillance
3.11.6. Corvettes
3.12. Merchant vessels like:
3.7.1 Banana ships
3.7.2 Refrigeration ships
3.7.3 General cargo ships
3.7.4 Tankers
3.7.5 Container vessels
3.7.6 Ro-Ro vessels
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CA 02777991 2012-04-30
3.7.7 LNG tankers
3.7.8 LNPG
3.7.9 Bulk carriers
3.7.10 Port service vessels
3.7.11 Tag boats
3.7.12 Bunkering tankers
3.7.13 Ferry ships
17
