RU2357091C2 - Engine with heat regeneration (versions) and method for energy generation in engine - Google Patents

Abstract

FIELD: engines and pumps. ^ SUBSTANCE: invention is related to steam engines. Suggested engine with heat regeneration uses water both as working fluid and as lubricating material. During operation water is supplied by pump from collecting tray via coil around exhaust opening of cylinder, and as a result water is previously heated by steam exhausted from cylinder. Then preliminarily heated water is supplied to steam generator and is heated by means of combustion chamber to generate superheated high-pressure steam. Air is preliminarily heated in heat exchanger, and then is mixed with fuel from fuel sprayer. Spark plug ignites sprayed fuel, and flame and heat centrifuge is created inside combustion chamber. Speed and torque moment of engine are controlled by system of yoke and cam, which opens needle valve for inlet of superheated high-pressure steam in cylinder, inside of which there is piston of reciprocal travel. Supplied steam expands in explosive action at piston top at high pressure, which makes the piston go down, at that piston with the help of driving force transfer turns joined crank cam and crankshaft. Spent steam is sent via centrifugal condenser, having system of flat plates. Cooling air from air blowers circulates via flat plates to transfer steam into liquid condition. Condensed water is returned into collecting tray for further use with the purpose of steam generation. Method is considered for energy generation in engine. ^ EFFECT: provides for increased efficiency factor and engine performance, by provision of heat regeneration and engine operation at critical pressure and temperature. ^ 12 cl, 14 dwg

Description

FIELD OF THE INVENTION

The present invention relates to a steam engine, and more particularly to a heat recovery engine that uses water as a working medium as well as a lubricant, the engine being highly efficient, environmentally friendly and suitable for use with many fuels.

State of the art

Concern over the state of the environment has pushed towards costly integrated technology proposals for engine design. For example, fuel cell technology offers the advantage of operating on clean, combustible hydrogen. However, the cost and size of fuel cell engines, as well as the cost of creating, storing and delivering fuel hydrogen disproportionately overlap with environmental benefits. As an additional example, it can be noted that electric cars operating without pollution are limited by a small nomenclature, and they have to be constantly recharged with electricity generated by coal, diesel or nuclear power plants. Gas turbines, although clean, operate at a constant speed. In small volumes, building, operating and remodeling gas turbines is expensive. Diesel and gas-fired internal combustion engines have a high efficiency; they are lightweight and relatively inexpensive to manufacture, but they create a significant amount of pollutants that are dangerous to the environment and the health of the entire population, and, moreover, are specific to fuel.

The original Rankine cycle steam engine was invented by James Watt over 150 years ago. Modern steam engines with a Rankine cycle use pipes to transfer superheated steam to the engine and then to the condenser. Single pipes used to transport superheated steam to the engine have a large open surface area, which limits pressure and temperature levels. Less desirable lower pressures and temperatures at which water can easily change its state from liquid to gaseous necessitate a complex control system. Although steam engines are generally cumbersome and inefficient, they are usually environmentally friendly. Steam engines have different levels of efficiency, which ranges from 5% on older models of steam plants to 45% in modern plants. In contrast, two-stroke internal combustion engines operate at approximately 17% efficiency, while four-stroke internal combustion engines provide up to approximately 25% efficiency. On the other hand, diesel internal combustion engines provide an efficiency of up to 35%.

Disclosure of invention

In view of the foregoing, the primary objective of the present invention is to provide a compact engine operating with a high efficiency.

An additional objective of the present invention is to provide a compact and highly efficient engine that provides heat recovery and operates at supercritical pressure (3200 pounds) and high temperature (1200 degrees Fahrenheit).

Another objective of the present invention is to provide a highly efficient and compact engine that is environmentally friendly and uses external combustion, a cyclone nozzle (vortex flame nozzle) and water lubricant.

Another objective of the present invention is to create a compact and highly efficient steam engine that can run on many types of fuel, as a result of which the engine burns any of various sources of fuel, as well as their combinations.

Another objective of the present invention is to provide a highly efficient and compact steam engine, which is lightweight, does not have a separate water cooling system and does not produce vibration noise and exhaust noise.

Another objective of the present invention is to provide a highly efficient and compact steam engine that does not require a transmission.

These and other objectives of the present invention become more clear in connection with the detailed description and the accompanying drawings.

Thus, in a first aspect of the invention, there is provided an engine comprising a capacitor including a spaced plate system with air-cooled surfaces and a tray under a spaced plate system for collecting liquid condensate; a steam generator comprising at least one nozzle configured to burn the supplied fuel, and a combustion chamber in communication with at least one nozzle for generating heat in said combustion chamber; the main drive of the engine assembly, containing at least one cylinder, a piston mounted for displacement in the cylinder, including a piston head, made and installed with the possibility of reciprocating motion in the cylinder, crankshaft, crank cam, fixed on the crankshaft with the possibility of joint rotation, a connecting rod pivotally connected between the piston and the crank cam, and an injection valve configured to switch between the closed position and an open position for discharging portions pressurized steam into the upper part of the cylinder; a steam line for supplying steam to the injection valve for inlet into the cylinder after briefly opening the injection valve; a pump for supplying water from the sump through the steam line, the steam line including a section located in the combustion chamber and made with an open surface area in the combustion chamber to provide heat transfer in order to change the state of aggregation of water in the steam line from liquid to steam for supplying it to the injection valve ; an exhaust transmission channel for supplying the exhaust steam from the at least one cylinder to the condenser, in which the exhaust vapor changes its state of aggregation to a liquid before collection in the pan; and a heat exchanger for preheating the intake air before being supplied to the combustion chamber, the heat exchanger being configured to use the thermal energy of the exhaust gases discharged from the combustion chamber.

The main drive of the engine preferably includes a number of cylinders, each of which has a piston and a piston head mounted to move in the cylinder; a number of connecting rods, each of which is pivotally attached to the piston of the corresponding cylinder; and a series of injection valves, each of which is configured to discharge a portion of the steam under pressure into the corresponding cylinder after setting the injection valve in the open position.

The steam generator preferably comprises at least one blower for supplying an air stream to the combustion chamber; a fuel atomizer for directing the supplied fuel in atomized mist into an air stream; and an ignitor for igniting the atomized fuel mist.

The specified section of the steam line may include a number of branch lines in the combustion chamber.

In a preferred embodiment, the engine further comprises a dividing valve at the junction of the single-line part of the steam line and branch lines, the dividing valve being made and installed with the possibility of equalizing the pressure of the steam flow between a number of branch lines.

Cylinders can be arranged in a radial configuration.

In a further preferred embodiment, the engine further comprises a series of compression space valves, each of which is installed to operate with a respective cylinder, the compression space valves being made and installed to reduce the vapor pressure in the cylinders at low engine speeds, each compression space valve being made and installed with the ability to maintain a higher vapor pressure in the cylinders at high engine speeds.

In another preferred embodiment, the engine further comprises a pusher, which during operation interacts with the injection valve; and a spring-loaded rocker arm, which, during operation, interacts with the pusher to briefly open the injection valve.

In a most preferred embodiment, the engine further comprises a cam washer mounted to be movable on the crankshaft; a protrusion protruding from the specified cam washer in the outer direction; and a throttle follower that comes into contact with the cam washer and pusher during operation, the throttle follower is made and installed with the possibility of causing the pusher to overcome the resistance of the injector valve after the throttle follower comes into contact with the protrusion on the cam washer valve as the cam lock rotates.

In a second aspect of the invention, there is provided an engine comprising a capacitor including a spacer plate system with air-cooled surfaces and a pan under a spacer plate system for collecting liquid condensate; combustion chamber; at least one cylinder; a piston mounted for movement in the cylinder, including a piston head, made and installed with the possibility of reciprocating motion in the cylinder; crankshaft; a crank cam mounted on the crankshaft with the possibility of joint rotation; a connecting rod pivotally connected between the piston and the crank cam; an injection valve configured to switch between a closed position and an open position to release a portion of the steam under pressure into the upper part of the cylinder; a pusher interacting during operation with the injection valve; spring-loaded rocker arm, which in the course of work interacts with the pusher for short-term opening of the injection valve; a steam line for supplying steam to the injection valve for inlet into the cylinder after briefly opening the injection valve; a pump for supplying water from the sump through the steam line, the steam line including a branched section of pipes assembled in a bundle in the combustion chamber, wherein said pipe bundle has an open surface section in the combustion chamber to provide heat transfer in order to change the state of aggregation of water in the steam line with liquid steam and heating the steam to a temperature at which superheated steam is formed for its supply to the injection valve; an exhaust transmission channel for supplying exhaust steam from at least one cylinder to the condenser, in which the exhaust vapor changes its state of aggregation to liquid before collection in the pan; and a heat exchanger for preheating the intake air before being supplied to the combustion chamber, the heat exchanger being configured to use the thermal energy of the exhaust gases discharged from the combustion chamber.

In a third aspect of the invention, there is provided an engine comprising a capacitor including a spacer plate system with air-cooled surfaces and a pan under a spacer plate system for collecting liquid condensate; combustion chamber; a heat generating unit for burning the supplied fuel and creating a centrifuge from hot air and flame in the combustion chamber; the main drive of the engine assembly containing at least one cylinder, a piston mounted for displacement in the cylinder, including a piston head, made and installed with the possibility of reciprocating motion in the cylinder, crankshaft, crank cam mounted on the crankshaft a shaft with the possibility of joint rotation, a connecting rod pivotally connected between the piston and the crank cam, an injection valve made with the possibility of switching between the closed position and open position to release a portion of steam under pressure into the upper part of the cylinder, a pusher interacting during operation with the injector valve, and a spring-loaded rocker arm, which, during operation, interacts with the pusher to briefly open the injector valve; a steam line for supplying steam to the injection valve for inlet into the cylinder after briefly opening the injection valve; a pump for supplying water from the sump through the steam line, the steam line including a section passing through the combustion chamber so that the water and steam within the specified section of the steam pipe are heated by exposure to temperature in the combustion chamber with the formation of steam in the steam line for feeding into the injection valve and into the cylinder after opening the injection valve; a first heat exchanger for preheating the intake air before it enters the combustion chamber, the first heat exchanger configured to use heat from exhaust gases discharged from the combustion chamber; and a second heat exchanger for heating the water in the steam line before it enters the specified section of the steam line in the combustion chamber, the second heat exchanger configured to use the heat of steam leaving at least one cylinder.

In a fourth aspect of the invention, there is provided a method of generating energy in an engine having at least one cylinder, a piston mounted for displacement in the cylinder, including a piston head for reciprocating movement in the cylinder, a crankshaft, a crank cam fixed to the crankshaft a shaft with the possibility of joint rotation, and a connecting rod pivotally connected between the piston and the crank cam, which includes the following steps: pumping fluid from the reservoir along one or more lines m leading to an injection valve on at least one cylinder; heat generation in the combustion chamber by burning a mixture of air and fuel; the direction of the plot of one or more lines through the combustion chamber to ensure that the heat of the combustion chamber affects the fluid pumped through one or more lines; steam production in the indicated section of one or more lines as a result of the heat of the combustion chamber; steam inlet into the cylinder against the piston head for forcing the piston to move the working stroke downward by turning the crank cam and crankshaft; preheating the intake air before feeding it into the combustion chamber using the heat of the exhaust gases discharged from the combustion chamber; pre-heating the fluid passing through one or more lines before entering the specified area in the combustion chamber; transfer of exhaust steam from the cylinder to the condenser; condensation of spent steam to form a liquid; and transferring fluid to the tank.

The present invention provides a compact and highly efficient engine that uses water as a working fluid as well as a lubricant. The engine consists mainly of a condenser, a steam generator and a main engine section having valves, cylinders, pistons, pushers, a main bearing, cams and a camshaft. Ambient air is introduced into the condenser using suction blowers. Before air enters the cyclone furnace, its temperature rises in two stages. At the first stage, air from the blowers is supplied to the condenser. In the next step, air is directed from the condenser through heat exchangers, in which the air is heated before it enters the steam generator. In the steam generator, heated air is mixed with fuel from the fuel nozzle. The nozzle burns the fuel atomized in a centrifuge, causing the heavy fuel cells to move to the outside of the firebox in which they are consumed. Hotter and lighter gases move through a small bundle of tubes (tube bundle). The engine cylinders are arranged radially with respect to the cylinder heads and valves passing into the cyclone furnace. The temperature in the tube bundle is maintained at 1200 degrees Fahrenheit. A bundle of steam transfer pipes passes through the firebox and is exposed to high temperatures. In the furnace, steam is overheated under pressure, reaching and maintaining at approximately 3,200 pounds.

The spent steam is sent through the primary coil, which also serves to pre-heat the water in the generator. The exhaust steam is then sent through a condenser to a centrifugal compression condensation system consisting of flat plates with a multi-tiered arrangement. Cooling air circulates through the flat plates, heats up in the exhaust heat exchanger and enters the furnace. This cycle with intermediate air overheating plays a large role to increase efficiency and obtain greater compactness of the engine.

The speed and torque of the engine are regulated by the design of the rocker arm and cam, which serve to open and close the needle-type valve in the engine head. When the valve is open, steam at high pressure and at high temperature is supplied to the cylinder with the possibility of expansion in the form of an explosion over the high pressure piston. The use of three or more pistons allows self-starting.

Brief Description of the Drawings

For a more complete understanding of the essence of the present invention should refer to the following detailed description, presented in conjunction with the accompanying drawings, where:

Figure 1 is a General diagram illustrating the flow of air through an engine according to the invention;

Figure 2 is a general diagram illustrating the flow of water and steam through an engine;

Figure 3 is a side view (vertical projection) in cross section illustrating the main components of the engine;

Figure 4 is a top view in partial cross section taken along the plane of line 4-4 in Figure 3;

Figure 5 is a top view in partial cross section taken along the plane of line 5-5 in Figure 3;

6 is an isolated top view of the crank disk assembly;

7 is an isolated cross-sectional view showing the pressure control valve assembly, the injector valve assembly, and the cylinder head;

Fig is a diagram of the stroke of the piston;

Fig.9 is a cross-sectional view of the throttle control mechanism and the engine synchronization mechanism assembly, operating to move forward at low speed;

FIG. 10 is a cross-sectional view of a throttle control mechanism and an engine synchronization mechanism assembly operating for forward movement at high speed; FIG.

11 is a cross-sectional view of a throttle control mechanism and a motor synchronization mechanism assembly operating for reverse movement;

12 is a plan view of a dividing valve;

Fig is a cross section of a dividing valve, made along the line 13-13 in Fig.12, illustrating a flow valve (throttle) in the divider; and

Fig. 14 is a partial cutaway top view showing a multiphase primary (fuel priming) pump and manifold for low pressure and high pressure pump systems.

The same reference numbers refer to the same parts shown in several types of drawings.

The implementation of the invention

The present invention relates to a radial steam engine, which is generally indicated at 10. With reference to FIGS. 1 and 2, it can be seen that engine 10 includes a steam generator 20, a condenser 30 and an engine main section 50 containing cylinders 52, injection valves 53, which may be in the form of needle valves, pistons 54, pushers 74, a crank cam 61 and a crankshaft 60 extending axially through the center of the engine section.

During operation, ambient air is introduced into the condenser 30 using suction blowers 38. Before entering the cyclone furnace 22 (hereinafter referred to as the “combustion chamber”), the air temperature rises in two stages. The capacitor 30 is a flat plate dynamic plate capacitor with flat plates 31 of a multi-tiered (layer-by-layer) placement surrounding the inner core. This design of the dynamic condenser 30 allows multiple passage of steam in order to enhance the condensation function. At the first stage, air enters the condenser 30 from the blowers 38 and circulates over the condenser plates 31 to cool the outer surfaces of the plates and condense the exhaust steam circulating in the plates. More specifically, the steam exiting the outlet channels 55 of the cylinders 52 passes through the preheating coils surrounding the cylinders. The steam enters the core of the condenser, in which the centrifugal force due to the rotation of the camshaft propels the steam into the internal cavities of the capacitor plates 31. As the vapor transitions to the liquid state, it enters the sealed holes located on the edge of the capacitor plates. Condensed liquid drips through collection channels into a sump 34 located near the base of the condenser. The high pressure pump 92 returns fluid from the condenser sump 34 to the coils 23 in the combustion chamber, completing the engine’s liquid cycle. The tiered arrangement of the capacitor plates 31 provides a large surface area to maximize heat transfer in a relatively compact volume. The centrifugal force of the crankshaft impeller, which cyclically propels the condensing steam to the cooling plates 31, along with the design of the multi-tiered plates, provides a multiple steam passage system that is significantly more efficient than conventional single-pass condensers.

The casing (screen) 12 of the engine is an insulated coating that encloses the combustion chamber and piston assembly. The casing 12 contains ducts 32, conducting air from the condenser 30, in which it is preheated, to the intake part of the air-air heat exchangers 42, in which the air is additionally heated. Leaving the heat exchangers 42, this heated intake air enters the atomizer / spark plug assemblies in the nozzle 40, where it is burned in the combustion chamber. The casing also includes return ducts that collect exhaust gases from the combustion in the upper center of the combustion chamber and divert these gases back through the exhaust portion of the air-air heat exchangers 42. The engine casing helps to increase the efficiency and obtain a more compact engine due to the heat retention achieved by its isolation, providing the necessary duct system for the flow of engine air and providing heat exchangers that take the heat of the exhaust gas.

Water on its way from the condenser pan pump to the combustion chamber is pumped through one or more main supply steam lines 21 to each cylinder. The main steam line 21 passes through a pre-heating coil 23, which is wrapped around each cylinder skirt adjacent to the outlet openings of this cylinder. Steam leaving the outlet vents heat to this coil, which increases the temperature of the water passing through the coil towards the combustion chamber. Accordingly, when heat is transferred to the preheating coils, the exhaust steam begins the cooling process on its way through these coils before entering the condenser. Placing these coils near the cylinder exhaust openings retains heat that otherwise would have gone into the system. Thus, this arrangement contributes to an increase in the total engine efficiency.

In the next step, the air passes through heat exchangers 42, in which, before entering the steam generator 20 (see FIGS. 2 and 3), the air is heated. In the steam generator 20, the heated air is mixed with fuel from the fuel atomizer 41 (see FIG. 5). The spark plug 43 ignites the atomized fuel in a centrifuge, causing the heavy fuel cells to move to the outer sides of the combustion chamber 22 in which they are consumed. The combustion chamber 22 is made in the form of a cylinder, which covers a circularly wound coil of pipes assembled in a dense bundle 24, forming part of the steam lines leading to the respective cylinders. The tubes assembled in the bundle 24 are heated by the burning fuel of the complete combustion nozzle 40 including blowers 38, a fuel atomizer 41, and a spark plug 43 (see FIG. 4). The nozzles 40 are mounted on opposite sides of the wall of the circular combustion chamber and are adjusted so as to direct the flame in a spiral. Due to the torsion of the flame around the combustion chamber, the bundle of 24 tubes in the form of a coil is periodically “washed” by the heat of the combustion gas, which circulates as it moves toward the center of the bundle 24. The temperature in the bundle of 24 tubes is maintained at about 1200 degrees Fahrenheit. A bundle of 24 tubes carries steam and is exposed to high temperatures from combustion, the steam overheats and its pressure is maintained at about 3200 psi. Hot gas escapes through an opening located in the upper center of the circular roof of the cylindrical combustion chamber. The centrifugal movement of the gases emitted during combustion causes the heavier unburned particles, which are suspended in the gases, to accumulate on the outer wall of the combustion chamber, where they burn, which contributes to a cleaner exhaust. This cyclonic circulation of gases released during combustion in the combustion chamber creates a higher efficiency in the engine. In particular, the multiple passages of the bundle of 24 tubes in the form of a coil make it possible to increase the heat saturation in relation to the amount of spent fuel. Moreover, the shape of a circularly twisted beam allows you to have longer lengths of pipes placed in a combustion chamber of limited dimensions than is the case in a conventional boiler. In addition, by dividing the supply line of the steam line of each cylinder into two or more lines at the entrance to the combustion chamber (i.e., in the tube bundle), a large surface area of the tubes is exposed to gases released during combustion, which contributes to better heat transfer, so that the fluid can be heated to reach higher temperatures and pressures, which further improves the engine's efficiency.

As water emerges, the single line 21 of the pre-heating coil of each individual cylinder on its way to the combustion chamber branches into two or more lines 28 into the cylinder, forming part of the tube bundle, which consists of coil (spiral) bundles 24 of all of these branched lines 28 for all cylinders as described above. As can be seen in FIG. 3, these multi-wire lines 28 are identical in cross section and length. While in the static mode, such an equalization of volumes and productivity between the single “supply” line 21 and the branched lines 28 would be balanced, in the dynamic mode above critical high temperatures and high pressures, the relative costs in the branch lines may be unbalanced, which could potentially lead to overheating, and possibly destruction of the pipe wall with a lower flow rate. The dividing valve 26, located near the connection of a single line 21 to the multi-pass lines 28, equalizes the flow rate in the bypass lines (see Fig. 3, 12 and 13). Dividing valve 26 minimizes turbulence in the area of the point of attachment by forming not a rectangular "T" -shaped intersection, but a "T" -shaped intersection with a narrow apex. The housing of this "Y" -shaped connection contains flow control valves 27 that allow unhindered flow of fluid in the direction of the steam generator 20 through each of the branch lines 28, but allow any gradually increasing overpressure in one line to be "dumped" back into the safety valve ( pressure regulator) 46 in order to prevent excess pressure on the system.

As best seen in FIG. 5, the engine cylinders 52 are arranged radially with respect to the cylinder heads 51 and the injection valves 53 extending into the cyclone furnace. The cam 70 moves the pushers 74 (see FIG. 5) to control the opening of the steam injection valves 53. At higher engine speeds, the steam injection valves 53 are fully open so as to supply steam to the cylinders 52, which causes the piston heads 54 to be pushed radially inward . The movement of the piston heads 54 causes the connecting rods 56 to move radially inward so as to turn the crank disk 61 and the crankshaft 60. As shown in FIG. 6, each connecting rod 56 is connected to the crank disk 61. More precisely, the inner circular surface of the connecting rod rod is provided with a bearing ring 59 for engagement around the sleeve 63 on the crank disk 61. In a preferred embodiment, the crank disk 61 is formed of a bearing material that surrounds the outer surface of the connecting rod rod, thereby providing Braz, double-sided bearing for load transmission from the piston. The connecting rods 56 are driven by this crank disk 61. These connecting rods are installed at equal intervals around the circumference of the ring bearing. The lower parts of the double-sided bearings connecting the connecting rods of the pistons to the crank disk 61 are designed so that they limit the angular deflection of the connecting rods 56 so as to withstand the gap between all six rods during one complete rotation of the crankshaft 60. The center of the crank disk 61 is attached to the main a neck 62 of the crankshaft, which is offset from the central axis of the crankshaft 60. While the lower ends of the connecting rods 56 rotate in a circle around the crank disk 61, the shift of the main neck 62 of the crankshaft la, which moves the crank disc 61, creates a geometry that makes the resultant rotation of these rods to move in an elliptical path. This unique geometry provides the engine with two benefits. Firstly, during the stroke of each piston, the piston rod is on the same vertical axis as the leading piston, thereby transmitting the full stroke force. Secondly, the displacement between the connecting rods 56 and the crank disk 61, the displacement between the crank disk and the crankshaft main neck 62 and the displacement of the crankshaft main neck 62 with respect to the crankshaft 60 themselves, together create a lever arm that increases the strength of each individual stroke without increasing the distance the piston moves. A diagram depicting this unique working stroke is shown in FIG. Accordingly, the mechanical efficiency also increases. This design also provides an increase in the time of entry and release of steam.

With reference to FIG. 7, at low engine speeds, the steam injection valves 53 are partially closed and the compression space valve 46 is opened to relieve pressure to release steam from the cylinders 52. The compression space valves 46 are controlled by the engine speed per minute. The compression space valve 46 is an innovation that improves the efficiency of the engine at both low and high speeds. Minimization of the compression space in the cylinder 52 is advantageous for engine efficiency, since it reduces the amount of superheated steam required to fill the space, reduces the contact surface of the steam, which absorbs heat, which, otherwise, would be used in the explosive expansion of the stroke, and , due to the creation of a higher compression ratio in a smaller chamber, it additionally increases the temperature of the incoming steam. However, a higher compression ratio, which occurs due to the smaller amount of space, at low engine speeds has the adverse effect of the appearance of back pressure (back pressure) against the supplied portion of superheated steam. The purpose of the compression space valve 46 is to reduce the compression ratio in the cylinder at low engine speeds while maintaining a high compression ratio at high piston speeds at which the back pressure effect is minimal. The valve 46 of the compression space controls the inlet to the tube 47, which extends from the cylinder to the combustion chamber 22. It has a hydraulic actuator from the low-pressure pump system of the primary multiphase water pump 90 driven by an engine. At low speeds, the compression space valve 46 opens the tube 47. With the addition of the incremental volume of the tube 47 to the volume of the cylinder 52, the total compression space increases, resulting in a decrease in the compression ratio. A portion of the steam flowing into the tube is additionally heated by the combustion chamber 22, which surrounds the sealed tube 47, evaporating back into the cylinder 52, where it contributes to the general expansion of the steam at low speed. At higher revs, the pump system of the engine-driven pump 90, which hydraulically activates the compression space valve, creates pressure to thereby close the compression space valve 46, reducing the total compression volume and increasing the compression ratio of the cylinder for efficient engine operation at higher speeds. The valve 46 compression space increases the efficiency of the engine, operating both at low speeds and at high speeds.

Steam at supercritical pressure enters the engine cylinders 52 by means of a mechanically coupled throttle mechanism acting on the steam injection valve 53. To withstand temperatures of 1200 ° Fahrenheit, the injection valves 53 in the lower part of their rods are cooled by the water supplied through the pipes from the condenser 30 and returned back into it using a pump 96 of a fluid lubrication system. Along the middle of the valve stems, a series of labyrinth seals, or grooves in the valve stem, together with O-rings and lower lip self-clamping seals, create a seal between each valve stem and the nozzle inside which the valve moves. This isolates and separates the coolant flowing past the top of the valve stem, and the pressure is 3200 psi. inch is approximately the pressure that is present on the head and seat of each valve. Removing the injection valve 53, as well as adjusting the clearance of its socket, can be performed by threads made on the machine in the upper valve body assembly. The superheated steam injection valve 53 is rigidly closed by a spring 82 in each valve arm 80 mounted on the outside of the engine housing. Each spring 82 exerts a pressure sufficient to keep the injection valve 53 closed during static operation.

The opening movement of each valve is caused by a cam washer 84 mounted on the crankshaft. The protrusion 85 on the cam washer causes the throttle follower 76 to push one plunger 74 onto the cylinder 52. Each plunger 74 exits from the center of the radially configured six-cylinder engine out to the rocker arm 80 of the needle valve. The force of the throttle follower element 76 on the follower 74 overcomes the closing pressure exerted by the spring and opens the injector valve 53. The contact between the follower, the beam 80 and the follower 74 is established by means of a threaded adjusting socket mounted on each needle valve beam 80.

Throttle control on the engine is achieved by varying the distance each plunger 74 extends, with an additional extension opening the needle valve a large amount so that more superheated fluid is admitted. All six pushers 74 pass through a throttle control ring 78 that rotates in an arc, shifting where the inner end of each pusher 74 rests on the lever of each cam follower (see FIG. 5). If the follower 76 is not raised by the cam protrusion 85, then all positions along the follower that the follower 74 rests on are likewise “closed”. Since the arc of the throttle control ring 78 is offset, the pivot point of the pusher 74 biases the lever arm beyond and away from the pivot point of the follower. When the cam protrusion 85 pushes the follower element 76, the length of the arc that the lever extends increases, thereby pushing the valve follower 74 further and opening the injection valve 53 to a greater extent. A single lever connected to the throttle ring and extending to the outside of the engine housing is used to offset the arc of the throttle ring, thus becoming the throttle of the engine.

With reference to FIGS. 9-11, engine timing control is achieved by moving the cam washer 84. Engine timing control transfers the moment at which superheated fluid is injected into each piston and shortens the duration of such injection as the engine rpm increases. The upward movement of the cam plate 84 towards the crankshaft main neck 62 changes the dwell time by exposing the follower element 76 to the bottom of the cam plate 84, where the profile of the cam projection 85 is gradually reduced. Rotating the same cam washer 84 changes the choice of the time when the cam protrusion initiates steam inlet into the cylinder (s). The rotation of the cam washer 84 is achieved by the cam shaft coupling 88, which is attached to the cam clutch 86. The cam shaft axis 88 passes through a curved vertical slot in the cam washer 84, so that as the cam washer 84 rises under hydraulic pressure, a twisting action between the cam washer 84 and the piston of the cam clutch 86, and the cam washer 84 and the protrusion 85 are partially rotated. These two movements of the cam washer are activated by the piston of the cam clutch 86, which is sealed to the crankshaft 60 and rotated with it. More specifically, the cam axis of the crankshaft 87, which is attached to the crankshaft 60, passes through an opening in the cam washer and a vertical slot on the piston of the cam clutch. This allows vertical (i.e., longitudinal) movement of the cam washer 84 and the cam clutch 86 relative to the crankshaft, but does not make it impossible to rotate the cam clutch 86 and the crankshaft 60 relative to each other (due to the vertical slot), so that the cam clutch 86 rotates with a crankshaft. A water pump system driven by a crankshaft provides hydraulic pressure to extend this cam clutch piston 86. As the number of revolutions per minute increases, the hydraulic pressure increases. This extends the cam clutch piston 86 and raises the cam washer 84, thereby exposing the higher speed profiles on the protrusion 85 to the cam follower (s) 76. The reduced engine speeds respectively reduce the hydraulic pressure on the cam clutch piston 86, and the sealed coil spring 100 draws in the cam clutch piston 86 and the cam washer 84 itself.

The normal position of the throttle control is a low forward speed. As the throttle ring 78 introduces steam into the piston, the crank begins to rotate slowly in the forward direction. The large extent (duration) of the action of the cam projection 85 allows steam to be introduced into the cylinders 52 over a longer period of time. As described previously, the elliptical trajectory of the connecting rods creates a high level of torque, while the flow of steam into the cylinder continues for a longer period of time and through the longer arm of the lever into the phase of the next cylinder, thus making movement with automatic start possible.

As the throttle ring 78 advances, more steam enters the cylinder, which allows an increase in the number of revolutions per minute. When the speed increases, the pump 90 provides hydraulic pressure to raise the cam plate 84 to a high forward speed. The cam washer 84 moves in two phases, raising the cam so as to reduce the length of the cam projection and shift the timing of the cam. This happens gradually as the speed increases to a predetermined value. The shift lever 102 is spring loaded on the shift rod 104 so that the clutch 86 can raise the cam plate 84.

To reverse the direction of movement of the engine, the engine must be stopped by closing the throttle. Reversing the engine does not end with the selection of the gears of the gearbox, but is done by changing the timing (synchronization). More specifically, the engine is reversed by pushing the shift rod 104 to raise the cam clutch 86 to the crankshaft 60, since the cam shaft axis 88 extends in a spiral groove in the cam washer, causing the crank to advance the cam past top dead center. The engine will now reverse, as the piston pushes the crank disk at an angle relative to the crankshaft in the direction of reverse rotation. This biasing movement only changes the timing, and not the duration of the cam projection aimed at opening the valve. This will create full torque and self-starting when reversing. When reversing, high speed is not needed.

The exhaust steam is sent through a primary coil, which also serves to heat the water in the generator 20. Then, the exhaust steam is sent through a condenser 30 to a centrifugal compression condensation system. As noted above, cooling air circulates through the flat plates, heats up in the exhaust heat exchanger 42 and is directed to the nozzle 40. This cycle with intermediate steam overheating is very helpful in increasing the efficiency and achieving compactness of the engine.

The engine needs for water supply are served by a multiphase pump 90, which includes three pump systems. One of them is a high-pressure pump system 92 mounted next to the same housing. The medium pressure pump system 94 generates water pressure to activate the valve of the volume of the combustion chamber, as well as water pressure to control the cam synchronization mechanism. Low pressure pump system 96 provides lubrication and cooling to the engine. The high-pressure unit pumps water from the condenser pan 34 through six separate lines 21, past the coils of the combustion chamber 22 to each of the six injection valves 53, which supply superheated fluid to the spindle head of the engine. This high-pressure section of the multiphase pump 90 contains radially arranged pistons, which are very similar to the configuration of the large spindle motor heads. The water supply line extending from each of the pistons of the water pump is connected by a manifold 98, which is connected to a regulator shared by all six supply lines and provided for equalizing and regulating the water supply pressure to the six pistons of the spindle head. All pump sub-units in a multiphase pump are driven by a central shaft. This drive shaft of the pump is connected to the main crankshaft 60 of the engine by means of a mechanical coupling. When the engine stops, the auxiliary motor pumps the water, maintaining the water pressure necessary to restart the engine.

Although the present invention has been presented and described in accordance with a preferred and practical embodiment, it is impossible not to note the possibility of deviating from the disclosure discussed herein within the spirit and scope of the present invention.

List of components

10. The engine.

12. The engine cover.

20. The steam generator.

21. Steam line (feed line).

22. Combustion chamber / cyclone furnace.

23. Pre-heating coil around each cylinder.

24. A tube bundle (pipe coil) consisting of branch lines for all cylinders.

26. Dividing valve.

27. Flow control valve.

28. Outlets coming out of (separated from) the main supply line.

30. Capacitor.

31. Flat plates.

32. Suction ducts.

34. Pallet / Condensate collection bowl.

38. Blowers.

40. Fuel nozzle of combustion.

41. Fuel atomizer.

42. Heat exchangers.

43. Glow plug.

46. Compression valve for pressure relief.

47. Tubes of compression space.

50. Main engine assembly.

51. Cylinder heads.

52. Cylinders.

53. Steam injection valves.

54. Piston heads.

55. Outlets on the cylinders.

56. Cranks.

59. Bearing ring on the inside of the connecting rod rod.

60. Crankshaft.

61. Crank disk.

62. The main neck of the crankshaft.

63. The sleeve on the crank disk for connecting the connecting rod.

76. The tracking element of the throttle.

74. Valve pushers.

78. Throttle control ring.

80. Rocker arms.

82. Spring on the rocker arms.

84. Cam washer.

85. The protrusion on the cam washer.

86. Cam clutch piston.

87. The axis of the cam crankshaft.

88. Clutch cam axis (clutch shaft axis of the cam shaft).

90. Primary multiphase pump.

92. High pressure pump system.

94. Medium pressure pump system.

96. Low pressure pump system.

98. The pump manifold.

100. Cylindrical spring for removal of the cam clutch piston.

102. The gear lever.

104. A draft of gear shifting.

106. Gear shift clutch.

Claims (12)

1. An engine comprising a capacitor comprising a spaced plate system with air-cooled surfaces and a pan under a spaced plate system for collecting liquid condensate; a steam generator comprising at least one nozzle configured to burn the supplied fuel, and a combustion chamber in communication with at least one nozzle for generating heat in said combustion chamber; the main drive of the engine assembly, containing at least one cylinder, a piston mounted for displacement in the cylinder, including a piston head, made and installed with the possibility of reciprocating motion in the cylinder, crankshaft, crank cam, fixed on the crankshaft with the possibility of joint rotation, a connecting rod pivotally connected between the piston and the crank cam, and an injection valve configured to switch between the closed position and an open position for discharging portions pressurized steam into the upper part of the cylinder; a steam line for supplying steam to the injection valve for inlet into the cylinder after briefly opening the injection valve; a pump for supplying water from the sump through the steam line, the steam line including a section located in the combustion chamber and made with an open surface area in the combustion chamber to provide heat transfer in order to change the state of aggregation of water in the steam line from liquid to steam for supplying it to the injection valve ; an exhaust transmission channel for supplying the exhaust steam from the at least one cylinder to the condenser, in which the exhaust vapor changes its state of aggregation to a liquid before collection in the pan; and a heat exchanger for preheating the intake air before being supplied to the combustion chamber, the heat exchanger being configured to use the thermal energy of the exhaust gases discharged from the combustion chamber. 2. The engine according to claim 1, characterized in that the main drive of the engine includes a number of cylinders, each of which has a piston and a piston head, mounted for movement in the cylinder; a number of connecting rods, each of which is pivotally attached to the piston of the corresponding cylinder; and a series of injection valves, each of which is configured to discharge a portion of the steam under pressure into the corresponding cylinder after setting the injection valve in the open position. 3. The engine according to claim 2, characterized in that the steam generator comprises at least one blower for supplying an air stream to the combustion chamber; a fuel atomizer for directing the supplied fuel in atomized mist into an air stream; and an ignitor for igniting the atomized fuel mist. 4. The engine according to claim 2, characterized in that the specified section of the steam line includes a number of branch lines in the combustion chamber. 5. The engine according to claim 4, characterized in that it further comprises a dividing valve on the junction of the single-line part of the steam line and branch lines, the dividing valve is made and installed with the possibility of equalizing the pressure of the steam flow between a number of branch lines. 6. The engine according to claim 2, characterized in that the cylinders are arranged in a radial configuration. 7. The engine according to claim 2, characterized in that it further comprises a number of compression space valves, each of which is installed with the possibility of working with a corresponding cylinder, the compression space valves being made and installed with the possibility of reducing the vapor pressure in the cylinders at low engine speeds, this each valve of the compression space is made and installed with the ability to maintain a higher vapor pressure in the cylinders at high engine speeds. 8. The engine according to claim 1, characterized in that it further comprises a pusher, which, during operation, interacts with the injection valve; and a spring-loaded rocker arm, which, during operation, interacts with the pusher to briefly open the injection valve. 9. The engine of claim 8, characterized in that it further comprises a cam washer mounted to move on the crankshaft; a protrusion protruding from the specified cam washer in the outer direction; and a throttle follower that comes into contact with the cam washer and pusher during operation, the throttle follower is made and installed with the possibility of causing the pusher to overcome the resistance of the injector valve after the throttle follower comes into contact with the protrusion on the cam washer valve as the cam lock rotates. 10. An engine comprising a capacitor including a spaced plate system with air-cooled surfaces and a pan under a spaced plate system for collecting liquid condensate; combustion chamber; at least one cylinder; a piston mounted for displacement in the cylinder, including a piston head, made and installed with the possibility of reciprocating motion in the cylinder; crankshaft; a crank cam mounted on the crankshaft with the possibility of joint rotation; a connecting rod pivotally connected between the piston and the crank cam; an injection valve configured to switch between a closed position and an open position to release a portion of the steam under pressure into the upper part of the cylinder; a pusher interacting during operation with the injection valve; spring-loaded rocker arm, which in the course of work interacts with the pusher for short-term opening of the injection valve; a steam line for supplying steam to the injection valve for inlet into the cylinder after briefly opening the injection valve; a pump for supplying water from the sump through the steam line, the steam line including a branched section of pipes assembled in a bundle in the combustion chamber, wherein said pipe bundle has an open surface section in the combustion chamber to provide heat transfer in order to change the state of aggregation of water in the steam line with liquid steam and heating the steam to a temperature at which superheated steam is formed for its supply to the injection valve; an exhaust transmission channel for supplying the exhaust steam from the at least one cylinder to the condenser, in which the exhaust vapor changes its state of aggregation to liquid before collection in the pan; and a heat exchanger for preheating the intake air before being supplied to the combustion chamber, the heat exchanger being configured to use the thermal energy of the exhaust gases discharged from the combustion chamber. 11. An engine comprising a capacitor including a spaced-apart system of plates with air-cooled surfaces and a tray under a spaced-apart system for collecting liquid condensate; combustion chamber; a heat generating unit for burning the supplied fuel and creating a centrifuge from hot air and flame in the combustion chamber; the main drive of the engine assembly containing at least one cylinder, a piston mounted for displacement in the cylinder, including a piston head, made and installed with the possibility of reciprocating motion in the cylinder, crankshaft, crank cam mounted on the crankshaft a shaft with the possibility of joint rotation, a connecting rod pivotally connected between the piston and the crank cam, an injection valve made with the possibility of switching between the closed position and open position to release a portion of steam under pressure into the upper part of the cylinder, a pusher interacting during operation with the injector valve, and a spring-loaded rocker arm, which, during operation, interacts with the pusher to briefly open the injector valve; a steam line for supplying steam to the injection valve for inlet into the cylinder after briefly opening the injection valve; a pump for supplying water from the sump through the steam line, the steam line including a section passing through the combustion chamber so that the water and steam within the specified section of the steam pipe are heated by exposure to temperature in the combustion chamber with the formation of steam in the steam line for feeding into the injection valve and into the cylinder after opening the injection valve; a first heat exchanger for preheating the intake air before it enters the combustion chamber, the first heat exchanger configured to use heat from exhaust gases discharged from the combustion chamber; and a second heat exchanger - for heating water in the steam line before it enters the specified section of the steam line in the combustion chamber, the second heat exchanger configured to use the heat of the steam leaving at least one cylinder. 12. A method of generating energy in an engine having at least one cylinder, a piston mounted for displacement in the cylinder, including a piston head for reciprocating motion in the cylinder, a crankshaft, a crank cam mounted to the crankshaft with the possibility joint rotation, and a connecting rod pivotally connected between the piston and the crank cam, comprising the following steps: pumping fluid from the reservoir along one or more lines leading to the injection valve by at least at least one cylinder; heat generation in the combustion chamber by burning a mixture of air and fuel; the direction of the plot of one or more lines through the combustion chamber to ensure that the heat of the combustion chamber affects the fluid pumped through one or more lines; steam production in the indicated section of one or more lines as a result of the heat of the combustion chamber; steam inlet into the cylinder against the piston head for forcing the piston to move the working stroke downward by turning the crank cam and crankshaft; preheating the intake air before feeding it into the combustion chamber using the heat of the exhaust gases discharged from the combustion chamber; pre-heating the fluid passing through one or more lines before entering the specified area in the combustion chamber; transfer of exhaust steam from the cylinder to the condenser; condensation of spent steam to form a liquid; and transferring fluid to the tank.

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