AU740050B3 - Reciprocating externally heated two stroke hot air piston engine with many cylinder etc - Google Patents

Description

Reciprocating Externally heated Two Stroke Hot Air, Piston Engines, with many working Cylinders, and many separate heating chambers to each cylinders.

This invention relates to a reciprocating, externally heated, two-stroke hot air heated engine, with many working cylinders, and many separate heating chambers to each cylinder. This engine as shown has a crankshaft, piston, cylinder connecting rod, and twenty heating chambers to each cylinder, as depicted in the drawings, which form part of this application. All the heating chambers are continually heated either by electric heat or by open flame or in some cases solar heat.

Each valve is lifted off its seat in succession by one cam Firmly fixed on the rotating valve timing gear This valve timing gear is made in two parts for ease of assembly, it circles the outer wall of the cylinder and rotates laterally on a Flange around the cylinder The crankshaft drives the valve timing shaft for all cylinders, using helical gearing. The valve timing shaft drives the valve timing gear at 1/20 the revolutions of the crankshaft This means that each heating chamber spills out its compressed air onto the piston head each forty strokes. Air or other suitable gas will be compressed by the piston into a heating chamber, externally heated, and timely released onto the top of the piston, to give a power stroke on each down stroke of the piston. As the piston reaches the bottom of its stroke it will uncover both the exhaust and the air in that port( C The exhausting gas will be recycled through a clapper valve (Q7) and piped around in a finned cooling tube to another clapper valve to the air inlet port. On the commencement of the up stroke of the piston the piston will close both ports. Air will be compressed into a heating chamber and will be held there.

The valve of the next heating chamber will be lifted off its seat and this heating chamber will spill its compressed air onto the piston head and push the piston down on a power stroke. This highly compressed air will also keep the preceding valve off its seat and top up (Super charge) the preceding heating chamber until the pressure in the preceding heating chamber and top of the piston are equal. In other words it is sharing its pressure with the preceding heat chamber by reducing its own pressure. This loss of pressure will be compensated for by the super charging of the preceding heating chamber when it is released onto the piston.

Each heating chamber tops up the preceding heating chamber and the pressure compounds and it is only limited by the time and heat available. Each cylinder will be closed in a water jacket with a water inlet and water outlet (Water pump, water reservoir, and oil pump) not shown. A small percentage ofglycerene will be added to the cooling water to further lubricate the sliding surface of the second cylinder flange on which the timing gear revolves. This cylinder head (414 will be studded to the top flange of the cylinder and with a gasket. The cylinder head will also contain the valve seats.

The heating chamber block "with its twenty heating chambers may be cast in brass with specially shaped heating chambers to obtain maximum wall heating surface to the entrapped air in the heating chamber after allowing for the space occupied by the electric These open flame-heating chambers may be bent into a U shape and a ball valve at both ends of the heating chamber. The heat from the flame will have to heat the brass or copper tubing before its heats the compressed air in side.

The inverted U shaped heating chamber (actually they are tubes) may be braised to the cylinder head to make the air pressure tight. These brass tubular heating chambers of the open flame engine may be filled from both ends by the balls being pushed off its seat by the pressure. These ball valves are not spring loaded there is a small spring loaded shaft so designed to restrict allowing the ball valves back onto its seat. The valve timing gear is made in two parts for ease of assembly and then pinned together and will be timed to rotate at 1/20 of the crank shaft revolutions. 'This timing gear will have one cam firmly fixed to itithis cam is shaped and designed to be releasing the closing of one heat chamber valve whilst it commences to lift the next heating chamber valve of its seat.

This one cam does not close the valve it only lifts the valve off its seat. It is the air pressure that closes the valve. This engine is not restricted to one working cylinder. It will have many working cylinders and each cylinder will have many heating chambers all timed to open in relation to the crankshaft revolution. The main valve-timing shaft may be chain driven from the crankshaft or by using helical drives. The principal of operation is that the quantity of cool air (other suitable gas) is compressed into the heating chamber A¢ L'v.

and held there being heated by by external heat sources during many revolutions by the crankshaft. Time and heat courses the temperature and pressure to rise.

When this high pressure is released onto the top of the piston it pushes the piston down on a power stroke to rotate the crankshaft and perform work. When the piston reaches the bottom of its power stroke the exhausting air escapes through exhaust port until it is equal to the pressure in the finned air tube The air still left in the finned and the water- S cooled cylinder shrinks and cool air enters by the air in that port, ready to be compressed on the up stroke of the piston know as the compression stroke.

Compression stroke pushes the air back into the same heating chamber from which it came g The pressure in the heating chamber and on top of the piston is equal until the next heating chamber opens with much higher pressure. The incoming higher pressure will cause the air pressure in both heating chambers and on the piston head to equalize and the valve will close on the preceding heat chamber, which has now been sur rj.carged. Yes super charging more than the compression stroke could do it, on its piston stroke.

Each heat chamber super charges the preceding heat chamber. One might say that the final pressure compounds and is governed by heat and time of heating. Many heating chambers is a bonus to each cylinder. A controllable pressure controlled valve and controllable vacuum valve will be fitted in the cooled air finned tube that leads from the exhaust port. The valve (not shown) are fitted to ensure that the incoming air is never below atmospheric pressure and can be raised to above atmospheric pressure.

In Andy Ross's book Sterling Cycle Engine, copy writted in 1977 and 1981 I quote "Sterling engines do manage to heat and cool to working gas as fast as fifty times a second..." (see page And it is using the same package of air in one cylinder with one heating chamber. If this engine had twenty heating chambers it would rev at the same speed by heating and cooling at 2 times a second and would not use special heat resisting metals as experienced by the Sterling engine. I have not seen, read or heard, of any piston engine with plurality of heat chambers or combustion chambers. There will be many improvements with different heat sources, different cylinder heads to suit. The for the purpose of this application the novel and the inventiveness is for a piston engine to have many heat chambers to each working cylinder. And the second novel principal is the inventive method of controlling the filling of each heat chamber and the i Oef its hot compressed contents, timed to the revolution of the crankshaft.

VALVJE TD.'ING THE CRANK SKAFT LA '%XKAEING 2o =OLTTTIOlIS,TEROU6H THE USE OF HELICAL GEARING W-ILL ROTATE TEE PRDFIARY -POWER -DRIVE MLAFT "'RE PRIM'ARY POWER DRIVE SHAFT WILL ROTATE THRff 7CAI'3 TIMTINiG GEAR SHAFT )TO ALL CYLINDERS OF THE ENGINE 4 T-S.7m TEE 12 HELICAL CUT T=E-2 ON TEE GEAR AFFIXED TO THE MIAIN TIMIN(7 GEAR SHAFT (jj ILL ENGAGE TEE 48 R=LICAL CUT TEThi ON THE ROTATING VALVE Tr,,iNc GEAR i AND ROTATE IT AROUTND THE CYLINDER I /20th OF A R0VOLITTIOI'T ON TEE CYLINDER FLANGE (/0i) THIS YEAN4S THAT EACH HEATING ClII'ER. WILL TRNLOAD ITS HOT COMTPRIMSED GAS ON TO THE TOP 07' THE PISTON ZAcH 20 ROTATIONS OF TEE CRANT SEAFT OR IN OTHER 1WORDS EACH 40 th TD71_ THAT THE PISTON OF ITS CYLIiNDER~~4 'ZEACIED THE TOP OF ITS STROKE.

ON THIS ROTATING GEAR TILL BE FIRMTLY 7?IXXE=D ONE VALVE LIFTING CAY() THIS VALVE LIFTING CA1 TILL LIFT A VALVE OPP' ITS SFAT ALLOW"IG THE HOT HIGH PRESSURED CAS TO Sl ILL OT ONTO THE TO'F O- THE PISTONT TO 4 PERFCRT WORK.

THIS HIGH PRESS-:RE GAS WILL BE EXPANDING AS IT IS PUSHING AND WILL BE L 0 LOSING BOTH Tam RATURE AND PRESSTU.

AS THE PISTON REACHES TEE BOTTOM1 OF ITS STROKE ,IT WILL TUTCOVER BOTH THE EXHAUST AND INLET PORT ,ALLOING SOMJE HOT AIR TO ESCAPE AND SO TE COLD AIR TO EITER.

INY PREFERRED ENA INE IrY PRE7ERRED ENGIIJE WOULD BIE A 3 CYLINDER TWO0 STROKE STATIONARY PISTON ENiGINE WITH A 100 1.M BORE AND A 100 STROKE 8 TO I COYPRESSION RATIO.

RE CYCLED AIR ,WATER COOLED WITFh DISTILLED OR TREATED WATERCONTALITIING GLICERENE FOR LUBERATING, PURPOSES. 20 HEATING CRWIBERS TO EACH OF THE 3 WORKING~ CYLINDERS EACH REATING CHAMEER. WOULD BE A U TYPE TUBE WITER A BALL VALVE AT EACH FOR FILLING' AND ONE OF, THE BALL VALVES DESIGNED TO BE LIFTED OFF ITS SEAT FOR EffPTING ON TO TEE PISTON I-AD.

THIS ENGIN-TE WOULD HAVE AN ADJUSTAB.TLE SPEED GOVMIOR SETf AT 200 TO 2000 RE~VS TO CCI-ITROL THE GAS BURNER WHEN TLE B7 ATTERY BANK IS FULLY CHARGED A CONTROLLABLE DEVICE WILL LOWER TNLE GASFLOW TO ABOUT 2 00REVS PER 3MINUTE.

THE ENGING !JAY HAVE A LARGE ELECTRIC ELa ENT SUR.ROUNDIT-G THE GAS BUrN _-ER AND INSIDE THE CIRCLE OF 20 TUBULAR BEAT CEANBERS THIS ELEEENT WILL BE C CONTROLLED nY THE CONDITION OF THE BATTERY BANK BY RESTRICTING THE CTRRANT TO ZERO AT HALF CHARGE.

THE H.EATING CHAMBERS WILL HAVE A CERAMIC COVER TO FOLD IN THE EEAT AN]) A CHIMNEY FOR THE RELEASE OF TEE B7-RNED GlAS A FTTNNELL TYPE WIND SHIELD WILL ATTACHED TO THE BOTTOMJ 0P TEE CEMr)IC COVER,AS IF TO TO CATCH SOLAR HEAT THE CERAffIC CAP WILL BE BANDAGED WITH SODITP-T CARBONATE (washing soda) TO ACT AS A HEAT BUFFER.

THIS ENGINE WILL HAVE ROLLJER BEARIUGS WITHI A PRESSURE OF OIL OR WATER, C LICERENE BEING SPRAYED UP INTO THE PISTON FOR_ JflMTJ COOLING .DRTY Sut'p THE EXHAUSTINTG AIR WILL PASS THROUGH A CLA.PPER VALVE INTO A FININED AIR TUTBE PASSING THROUGH THE COOLING WATER ,AROUND THE FINNED CYLINDER TO TME AIR INLET PORT TO EINSURE THAT THE CYLINDER IS FULLY CHARGED READY P'OR THE COMPRESSION STROKE THIS ENGINE AS DISCRIBED ABOVE COULD BE USED FOR GENERATING D.C CURRENT AND IF USED FOR AIR OR PUTMPING WATER RR OVE THE CLIPS FROM THE BATTERY

TERMINALS.

Parts and Their Purpose 1. Crank Shaft 2. Connecting rod to piston 3. Primary power drive shaft to valve timing gear shaft (18) 4. Finned cylinders wall (water cooled) Finned exhaust tube 6. Finned air inlet tube 7. Air pressure control value and vacuum control value (not shown) 8. Exhaust outlet and clapper value 9. Air inlet and clapper value Cylinder flange and base for value timing gear 11. Rotating value timing gear in 2 parts timed to crank shaft revolutions 12. Value lifting can fitted to rotating value timing gear 13. Spring loaded value push rod 14. Cylinder head containing value seats Caged ball value 16. Heating chamber by flame 17. Gas burner 18. Main value timing gears shaft to all cylinders 19. Air inlets between bolt heads Water jacket to cool cylinder 21. Ceramic covers to retain heat 22. Gas inlet 16. Flame heating chamber with ball values at both ends 23. Compressed air passage 24. Reinforced lifting handle 12. Value lifting cam 3. Primary power drive shaft for value timing 16. Heating chambers for flame Holding down bolt holes 16. Heating chambers for flame (20 off not restricted to 20 chambers) 4 1 i I Lrs-