CA2777991A1 - Thermodynamic cycle, engine design & clean super-efficient fuel flexible engine - Google Patents
Thermodynamic cycle, engine design & clean super-efficient fuel flexible engine Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B29/00—Machines or engines with pertinent characteristics other than those provided for in preceding main groups
- F01B29/08—Reciprocating-piston machines or engines not otherwise provided for
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Abstract
This patent application is for a new thermodynamic cycle and related engine design of future engines that would be: not polluting; super-efficient; and fully fuel flexible. 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 exhaust again 4) repeating the above process 1) to process 3) until no heat is left in 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 that preserves heat. Designs based on those variables are presented. In effect, the invention combines two thermodynamic 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.
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 that preserves heat. Designs based on those variables are presented. In effect, the invention combines two thermodynamic 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.
Description
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.
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 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 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, 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-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 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 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 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.
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) 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;
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 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 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.
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.
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 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
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.
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 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 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, 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-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 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 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 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.
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) 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;
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 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 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.
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.
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 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
Claims (23)
1. A thermodynamic engine cycle that combines:
1.1. Thermodynamic processes in a primary energy chamber (9006) which includes:
1.1.1 Induction of fuel and air as combusting mixture 1.1.2 Compressing the said mixture 1.1.3 Igniting mixture to release energy from fuel by combustion, which produces a pulse of pressure and temperature 1.1.4 Converting the resulting pulse into cosinusoidal varied pressure (9001) which acts onto a disk (9003) that splits cylinder into a primary energy chamber (9006) and an energy recovery chamber (9005) 1.1.5 Expanding the resulting pressure to produce work (9007) 1.1.6 Releasing the expanded exhausts 1.1.7 Commencing next engine cycle by repeating process 1.1.1 to process 1.1.6 indefinitely; wherein a disk placed in the cylinder of engine divides its volume into said primary energy chamber above the disk and energy recovery chamber below disk 1.2. Thermodynamic processes in an energy recovery chamber (9005) that are stimulated by those primary energy chamber (9001) enforcing the processes in the energy recovery which includes sinusoidal variations of pressure (9002) acting onto work piston (9004) and a process of recovery of energy left from expansion of exhaust by re-compressing expanded exhausts and repetition of the above until no heat energy is left in exhaust.
1.1. Thermodynamic processes in a primary energy chamber (9006) which includes:
1.1.1 Induction of fuel and air as combusting mixture 1.1.2 Compressing the said mixture 1.1.3 Igniting mixture to release energy from fuel by combustion, which produces a pulse of pressure and temperature 1.1.4 Converting the resulting pulse into cosinusoidal varied pressure (9001) which acts onto a disk (9003) that splits cylinder into a primary energy chamber (9006) and an energy recovery chamber (9005) 1.1.5 Expanding the resulting pressure to produce work (9007) 1.1.6 Releasing the expanded exhausts 1.1.7 Commencing next engine cycle by repeating process 1.1.1 to process 1.1.6 indefinitely; wherein a disk placed in the cylinder of engine divides its volume into said primary energy chamber above the disk and energy recovery chamber below disk 1.2. Thermodynamic processes in an energy recovery chamber (9005) that are stimulated by those primary energy chamber (9001) enforcing the processes in the energy recovery which includes sinusoidal variations of pressure (9002) acting onto work piston (9004) and a process of recovery of energy left from expansion of exhaust by re-compressing expanded exhausts and repetition of the above until no heat energy is left in exhaust.
2. The thermodynamic cycle claimed in the claim 1 in which the said fuel and air mixture is explosive and the said energy release from fuel is by detonations
3. The thermodynamic engine cycle claimed in the claim 1 or claim 2, in which the said igniting is either by electric spark or compression heat ignition
4. The thermodynamic engine cycle claimed in the claim1 to claim 3 in which the ignition is by an IR (infrared) laser beam or by injecting separately from each other fuel and oxidizer which self-ignites at contact
5. The thermodynamic cycle claimed in the claim 1 to claim 4 in which the supplied fuel contains an oxidizer chemically balanced with fuel
6. The thermodynamic cycle claimed in the claim 1 to claim 5 in which the selection of fuel and air supply results in angular speed of the said disk (9003) equal to that of the work piston 9004, but with phase difference between those equals 180 degree, so that those approach each other squeezing the said energy recovery chamber (9005) until the pressure increase in the energy recovery chamber repeats pressure resulting from energy release from fuel (2001) which stops the disk (9003) that re-bounces commencing process of more than one power stroke from each energy release from fuel;
7. The thermodynamic engine cycle claimed in the claim 1 to claim 6 in which the said disk (9003), causing the said squeeze, re-bounces at least once and re-compresses the exhaust (11005) producing primary power stroke (4001), so that the re-compressed exhaust expands again (11006) producing an additional power stroke (4002), which increases energy conversion, the efficiency and cooling;
8. The thermodynamic cycle that is claimed in the claim 1 to claim 7 in which the said disk re-bounces more than once thus producing more than two power strokes resulting from single release of energy from fuel
9. The thermodynamic cycle claimed in the clam 1 to claim 8 with internal cooling based solely on the heat into work conversion without heat loss, as seen in diesel and Otto prior art engine cycles
10.The thermodynamic cycle claimed in the claim 1 to claim 9 in which the expansion of exhaust extends below the atmospheric pressure to increase energy conversion and efficiency
11. The thermodynamic cycle as claimed in the claim 1 to claim 10 which also includes a "Piston in Piston Method" expanding exhaust more, which comprises the following steps:
11.1. Providing a hollow piston the length of which is at least as the of cylinder, so its piston pin never enters into the cylinder 11.2. Placing a disk into the hollow space of the piston, which divides the space into:
11.2.1 A primary energy chamber (7001) and 11.2.2 An energy recovery chamber (7002); wherein the energy recovery chamber could be either above or below the disk, but below is preferred 11.3. Releasing energy from fuel as a heat pulse which yields a pulse of pressure and temperature 11.4. Converting the released heat energy into kinetic energy of moving mass of said disk (7003) 11.5. Converting the said kinetic energy stored in the disk into pressure enclosed in the said energy recovery chamber 11.6. Converting the said pressure of the step 11.5 into work by piston;
wherein the exhaust enclosed in the primary energy chamber expands more, due to the increased volume in which the exhaust expands equal to the volume displaced by the piston stroke as in prior art engine plus the max volume of the said primary energy chamber when it is maximized;
11.1. Providing a hollow piston the length of which is at least as the of cylinder, so its piston pin never enters into the cylinder 11.2. Placing a disk into the hollow space of the piston, which divides the space into:
11.2.1 A primary energy chamber (7001) and 11.2.2 An energy recovery chamber (7002); wherein the energy recovery chamber could be either above or below the disk, but below is preferred 11.3. Releasing energy from fuel as a heat pulse which yields a pulse of pressure and temperature 11.4. Converting the released heat energy into kinetic energy of moving mass of said disk (7003) 11.5. Converting the said kinetic energy stored in the disk into pressure enclosed in the said energy recovery chamber 11.6. Converting the said pressure of the step 11.5 into work by piston;
wherein the exhaust enclosed in the primary energy chamber expands more, due to the increased volume in which the exhaust expands equal to the volume displaced by the piston stroke as in prior art engine plus the max volume of the said primary energy chamber when it is maximized;
12. The thermodynamic engine cycle as claimed in the claim 1 to claim 11 in which the Piston in Piston Method is replaced by a "Two Chambers in Cylinder Method" which comprises steps:
12.1. Providing a piston placed in cylinder of engine which is comprised of:
.cndot. A free oscillating additional piston as its top part (14002) .cndot. A prior art piston (14001) as its bottom part .cndot. An amplitude limiter (14004) that anchors the additional piston to prior art piston; wherein the additional piston splits the cylinder into primary energy chamber above the additional piston and energy recovery chamber between additional piston an prior art piston which increases volume in which exhaust expands by adding max volume of the primary energy chamber to ordinary volume in which exhaust expands by piston stroke 12.2. Inducting an explosive or combusting mixture of fuel and air into cylinder 12.3. Compressing the mixture 12.4. Releasing energy from the mixture either by combustion or detonation as a pulse of heat which yields a pulse of pressure and temperature 12.5. Converting the pulse into cosinusoidal varied pressure enclosed in the said primary energy chamber 12.6. Converting the said pressure in the primary energy chamber into sinusoidal varied pressure enclosed in the said energy recovery chamber 12.7. Converting pressure of step 12.6 into work using the piston (14001)
12.1. Providing a piston placed in cylinder of engine which is comprised of:
.cndot. A free oscillating additional piston as its top part (14002) .cndot. A prior art piston (14001) as its bottom part .cndot. An amplitude limiter (14004) that anchors the additional piston to prior art piston; wherein the additional piston splits the cylinder into primary energy chamber above the additional piston and energy recovery chamber between additional piston an prior art piston which increases volume in which exhaust expands by adding max volume of the primary energy chamber to ordinary volume in which exhaust expands by piston stroke 12.2. Inducting an explosive or combusting mixture of fuel and air into cylinder 12.3. Compressing the mixture 12.4. Releasing energy from the mixture either by combustion or detonation as a pulse of heat which yields a pulse of pressure and temperature 12.5. Converting the pulse into cosinusoidal varied pressure enclosed in the said primary energy chamber 12.6. Converting the said pressure in the primary energy chamber into sinusoidal varied pressure enclosed in the said energy recovery chamber 12.7. Converting pressure of step 12.6 into work using the piston (14001)
13. The thermodynamic cycle claimed in the claim 1 to claim 12 applied to high power energy density from volume of engine cylinder which also comprises the following processes:
13.1. Injecting water in ratio to fuel 1:1 onto induction valve prior to opening the valve 13.2. Injecting explosive or combusting mixture of fuel and air into the primary energy chamber after exhaust expanded below atmospheric pressure for the first time (12004) 13.3. Using harmonics of pressure variation recompressing the mixture to release energy from the injected mixture (12001-1) which yields pressure increase (12005) 13.4. Repeating process 13.1 and 13.2 through the duration of power stroke 13.5. Releasing exhaust into an exhaust/water separator 13.6. Separating water from exhaust 13.7. Re-using separated water for the injections of step 13.1 13.8. Commencing next engine cycle indefinitely
13.1. Injecting water in ratio to fuel 1:1 onto induction valve prior to opening the valve 13.2. Injecting explosive or combusting mixture of fuel and air into the primary energy chamber after exhaust expanded below atmospheric pressure for the first time (12004) 13.3. Using harmonics of pressure variation recompressing the mixture to release energy from the injected mixture (12001-1) which yields pressure increase (12005) 13.4. Repeating process 13.1 and 13.2 through the duration of power stroke 13.5. Releasing exhaust into an exhaust/water separator 13.6. Separating water from exhaust 13.7. Re-using separated water for the injections of step 13.1 13.8. Commencing next engine cycle indefinitely
14. A device for valve-less engines to yield the processes of thermodynamic cycle claimed in the claim 1 to claim 13 which includes:
14.1. A hollow body (29003) with external groves to receive 14.2. A as set of at least two piston rings (25009) and in between these rings 14.3. A one way valve (29004) to pressurize on the fly 14.4. An energy recovery chamber (29001) 14.5. An additional piston with external groves to receive at least one piston ring (25008) that fits into the said hollow space sliding up and down 14.6. An amplitude limiter (29005) 14.7. A nut (29002) to connect the amplitude limiter to the bottom of the hollow body of said piston (29003) 14.8. A sit 25007 to receive a piston pin as a joint connecting to crank by piston rod
14.1. A hollow body (29003) with external groves to receive 14.2. A as set of at least two piston rings (25009) and in between these rings 14.3. A one way valve (29004) to pressurize on the fly 14.4. An energy recovery chamber (29001) 14.5. An additional piston with external groves to receive at least one piston ring (25008) that fits into the said hollow space sliding up and down 14.6. An amplitude limiter (29005) 14.7. A nut (29002) to connect the amplitude limiter to the bottom of the hollow body of said piston (29003) 14.8. A sit 25007 to receive a piston pin as a joint connecting to crank by piston rod
15. The device claimed in the claim 14 for engines with valves which comprises:
15.1. An additional piston (14002) with centrally located aperture to receive a stem of an amplitude limiter 15.2. A prior art piston (14001) 15.3. The amplitude limiter (14004); wherein the additional piston splits cylinder into the said primary energy chamber and energy recovery chamber and the amplitude limiter anchors the additional piston to prior art piston
15.1. An additional piston (14002) with centrally located aperture to receive a stem of an amplitude limiter 15.2. A prior art piston (14001) 15.3. The amplitude limiter (14004); wherein the additional piston splits cylinder into the said primary energy chamber and energy recovery chamber and the amplitude limiter anchors the additional piston to prior art piston
16.An engine with valves operating according to the cycle claimed in the claim to claim 13 which comprises in its internal structure the additional piston (14002) which splits its cylinder into said primary energy chamber (16001) into which explosive or combustive mixture of fuel and air releases energy either by detonation or combustion which produces a pulse of pressure and temperature converting into cosinusoidal pressure variations that force sinusoidal pressure variations in the energy recovery chamber (16002) which pushes onto crank which turns by resulting torque; wherein the max pressure in the energy recovery chamber meets totally expanded exhaust in the primary energy chamber, therefore the pressure in the energy recovery chamber is the energy recovered that re-compresses expanded exhaust;
17. The engine claimed in the claim 16 that comprises:
17.1. A prior art diesel or gasoline reciprocating engine with valves 17.2. The piston of which is the piston claimed in the claim 15 17.3. The fuel supply of which also includes a fuel vaporizer that premixes resulting fuel vapor and air to yield explosive mixture 17.4. The lubrication of which includes spraying jets of lubricant directed onto the said additional piston (140020 17.5. Either pressure heat ignition or electric spark ignition 17.6. A means to cool internally to prevent heat losses
17.1. A prior art diesel or gasoline reciprocating engine with valves 17.2. The piston of which is the piston claimed in the claim 15 17.3. The fuel supply of which also includes a fuel vaporizer that premixes resulting fuel vapor and air to yield explosive mixture 17.4. The lubrication of which includes spraying jets of lubricant directed onto the said additional piston (140020 17.5. Either pressure heat ignition or electric spark ignition 17.6. A means to cool internally to prevent heat losses
18. The engine claimed in the claim 16 or claim 17 which also includes a compensation for pressure loss that includes:
18.1. A one way valve (16005) 18.2. A source of pressure (16006) 18.3. Piston claimed in the claim 15; wherein the said compensation for pressure loss also adjusts the compression ratio CR of the engine claimed herein;
18.1. A one way valve (16005) 18.2. A source of pressure (16006) 18.3. Piston claimed in the claim 15; wherein the said compensation for pressure loss also adjusts the compression ratio CR of the engine claimed herein;
19. The engine as claimed in the claim 16 or claim 17 that is a two stroke engine which includes:
19.1. The piston claimed in the claim 14 with external joint never entering into cylinder 19.2. A scavenging chamber (30009) 19.3. A means to lubricate 19.4. A means to cool internally 19.5. A fuel vaporizer 19.6. Ignition 19.7. A fuel intake (30008)
19.1. The piston claimed in the claim 14 with external joint never entering into cylinder 19.2. A scavenging chamber (30009) 19.3. A means to lubricate 19.4. A means to cool internally 19.5. A fuel vaporizer 19.6. Ignition 19.7. A fuel intake (30008)
20. The engine claimed in the claim 16 to claim 19 that is an engine producing more than one power stroke from each energy release from fuel;
21. The engine claimed in the claim 16 to claim 19 which includes in its fuel supply a device to vaporize fuel which also pre-mixes resulting fuel vapor with air in explosive proportion
22. The engine claimed in the claim 16 to claim 21 which is slow speed marine propulsion engine which detonates vaporized or gaseous fuels and includes a gradual addition of heat into cylinder according to the thermodynamic cycle claimed in the claim 13
23. The engine claimed in the claim 16 to claim 22 which is avionic engine
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2777991A CA2777991A1 (en) | 2012-04-30 | 2012-04-30 | Thermodynamic cycle, engine design & clean super-efficient fuel flexible engine |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA2777991A CA2777991A1 (en) | 2012-04-30 | 2012-04-30 | Thermodynamic cycle, engine design & clean super-efficient fuel flexible engine |
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| Publication Number | Publication Date |
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| CA2777991A1 true CA2777991A1 (en) | 2012-09-26 |
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| CA2777991A Abandoned CA2777991A1 (en) | 2012-04-30 | 2012-04-30 | Thermodynamic cycle, engine design & clean super-efficient fuel flexible engine |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2015157847A1 (en) * | 2014-04-17 | 2015-10-22 | Tonand Inc. | Passive piston hydraulic device with partition |
-
2012
- 2012-04-30 CA CA2777991A patent/CA2777991A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2015157847A1 (en) * | 2014-04-17 | 2015-10-22 | Tonand Inc. | Passive piston hydraulic device with partition |
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