CN111022183A

CN111022183A - Cogeneration system

Info

Publication number: CN111022183A
Application number: CN201911308638.0A
Authority: CN
Inventors: 周旭龙
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-12-18
Filing date: 2019-12-18
Publication date: 2020-04-17

Abstract

The invention relates to the technical field of power combination devices, in particular to a combined heat and power generation system, which mainly comprises: a first pressure vessel containing a first fluid; a second pressure vessel comprising a first pressure vessel, a second fluid inlet, and a second fluid outlet, the first fluid or the second fluid in thermodynamic communication with a heat source; a heat source that is a four-stroke, opposed-piston engine providing exhaust in thermodynamic communication with the second pressure vessel, the four-stroke, opposed-piston engine containing coolant in thermodynamic communication with the first pressure vessel. The invention achieves the purpose of cogeneration by a plurality of pressure vessels and a redesigned four-stroke engine.

Description

Cogeneration system

Technical Field

The invention relates to the technical field of power combination devices, in particular to a combined heat and power generation system.

Background

With the global energy crisis and the environmental pollution becoming more and more prominent, people have higher and higher requirements for the dynamic property and the economical efficiency of internal combustion engines. The hydraulic free piston engine converts energy released by fuel combustion into hydraulic energy through a reciprocating piston assembly and a hydraulic pump and outputs the hydraulic energy. The device has the characteristics of simple structure, short energy transmission chain, flexible and variable compression ratio, flexible arrangement and the like. The opposed hydraulic free piston engine further cancels structures such as a cylinder cover and the like, a combustion chamber is formed by two opposed pistons and a cylinder sleeve, and the opposed hydraulic free piston engine further has the advantages of reducing heat dissipation and vibration on the basis of having the advantages of a single-piston hydraulic free piston engine. As analyzed from the current research on hydraulic free piston engines, which are in the technological exploration phase, one of the problems with the operation of hydraulic free piston engines is: the piston is easy to collide and rebound at the lower dead point, so that the lower dead point is inconsistent.

Disclosure of Invention

The invention provides a cogeneration system, which achieves the cogeneration purpose through a plurality of pressure containers and a redesigned four-stroke engine.

In order to achieve the purpose, the invention provides the following technical scheme: a cogeneration system, consisting essentially of: a first pressure vessel containing a first fluid; a second pressure vessel comprising a first pressure vessel, a second fluid inlet, and a second fluid outlet, the first fluid or the second fluid in thermodynamic communication with a heat source; a heat source that is a four-stroke, opposed-piston engine providing exhaust in thermodynamic communication with the second pressure vessel, the four-stroke, opposed-piston engine containing coolant in thermodynamic communication with the first pressure vessel.

Preferably, the first pressure vessel contains a first heat exchanger and is in fluid communication with the heat source.

Preferably, the first heat exchanger is in fluid communication with the coolant of the four-stroke, opposed-piston engine.

Preferably, the coolant is proximate the first pressure vessel when the coolant flow enters the first heat exchanger.

Preferably, the second pressure vessel comprises a second heat exchanger in fluid communication with the heat source.

Preferably, the second heat exchanger is in fluid communication with the exhaust of the four-stroke, opposed-piston engine.

Preferably, the first and second fluids are water.

The invention has the beneficial effects that: a housing containing exhaust gas; a first pressure vessel for heating a liquid contained within the housing; a second or storage vessel contained within the first pressure vessel for containing a liquid; a four-stroke, opposed-piston engine, and preferably wherein the engine is housed within a housing, and the engine comprises a cooling jacket containing a coolant, an exhaust port or conduit, and an intake port; a first heat exchanger in fluid communication with a vent or conduit and in thermodynamic communication with a first hot liquid storage vessel; the second heat exchanger is in fluid communication with a cooling jacket surrounding the engine, the second heat exchanger being in thermodynamic communication with a second liquid storage vessel. It is an object of the present invention to provide an engine within a housing that provides sufficient energy to operate a cogeneration unit for a dwelling. It is yet another object of the present invention to provide an engine that complies with all Environmental Protection Agency (EPA) and other regulations regarding the use of engines in homes. It is a further object of the present invention to provide a four-stroke, opposed-piston engine that may be efficiently packaged within a housing that houses a cogeneration assembly. It is yet another object of the present invention to maximize heat recovery and the amount of heat recovered throughout the home, or even outside the home. A preferred embodiment of the present invention orients the exhaust port or conduit of the engine proximate to the inlet of the first heat exchanger. In this way, the heat from the exhaust of the engine provides the best thermodynamic efficiency.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.

FIG. 1 is a perspective view of a preferred engine according to the present invention;

FIG. 2 is a perspective view of a preferred engine according to the present invention;

FIG. 3 is a side view of a preferred engine according to the present invention;

FIG. 4 is a top view of a preferred engine according to the present invention;

FIG. 5 is a rear view of a preferred engine according to the present invention;

FIG. 6 is a cross-section of two opposing pistons within an associated cylinder;

FIG. 7 shows a valve cover in a preferred engine;

FIG. 8 shows details of a cam ring of an embodiment of the present invention;

FIG. 9 illustrates various piston faces in accordance with the present invention;

FIG. 10 shows a perspective cross section of a combustion chamber and piston face in a preferred engine;

FIG. 11 illustrates two exemplary cylinders according to the present disclosure;

FIG. 12 illustrates an exemplary valve and cam assembly according to the present disclosure;

FIG. 13 illustrates a rear view of the valve and cam assembly of FIG. 12;

FIG. 14 illustrates an exemplary combustion chamber according to the present disclosure;

FIG. 15 shows two pistons at top dead center in accordance with the present invention;

FIG. 16 shows a gear system of the present invention;

FIG. 17 illustrates the gear system of the present invention;

FIG. 18 illustrates an exemplary combined heat and power system of the present invention;

FIG. 19 illustrates an application of recovered heat of the cogeneration system of FIG. 18;

fig. 20 shows a preferred embodiment of the present invention.

Detailed Description

The technical solutions of the present invention will be described clearly and completely with reference to the accompanying drawings, and it is to be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The present invention utilizes an opposed-piston engine to provide energy from the thermodynamic transfer of thermal energy generated during operation of a four-stroke opposed-piston engine. Although not necessarily limited thereto, the preferred engine is a four-stroke, opposed-piston engine that utilizes fuels other than diesel. For example, other fuels include gasoline, propane, or natural gas. Certain efficiencies can be achieved through the use of opposed-piston configurations, particularly when a four-stroke engine is employed. It has been found that the packing efficiency is improved, resulting in a more compact energy unit. In addition, four-stroke, opposed-piston engines have been found to meet EPA related environmental regulations.

The present cogeneration system 10 includes an engine that generates heat in both the exhaust stream and the coolant stream. The housing 20 contains a first pressure vessel 12, the first pressure vessel 12 containing a first fluid or liquid 14, such as water. The second pressure vessel 16 also contains a second fluid or liquid 18, such as water. The first vessel or boiler 12, which in a preferred embodiment is formed substantially as a hot water tank in a known manner, is surrounded by the second vessel 16 and is in fact immersed in the fluid 18 of the second vessel 16. The second container may form a hot water tank or a hot water tank as a hot water tank in a known manner and includes a cold water inlet 22 and a hot water outlet 24. According to the invention. It has been found that the efficiency provided by the described novel genset 26/28 provides synergistic efficiencies in terms of waste heat recovery, environmental advantages, and packaging efficiency through current cogeneration systems. According to the invention. It has been found that the efficiency provided by the described novel genset 26/28 provides synergistic efficiencies in terms of waste heat recovery, environmental advantages, and packaging efficiency through current cogeneration systems.

According to the present invention, the engine 26 also generates waste heat that is directed from the engine 26 through an engine exhaust port or conduit as exhaust gas 26c during operation of the engine 26. The first heat exchanger 30 is located within the first accumulator/pressure vessel 12 and is in fluid communication with the engine 26, with engine exhaust 26c being directed from the engine 26 through the first heat exchanger coil 30 a. The first heat exchanger coil 30a may be exhausted from the vent 40 of the housing 20. The first heat exchanger coil 30a may be formed of a thermally conductive material, such as metal, stainless steel, that conducts heat to the fluid or water of the first reservoir. A tank/pressure vessel 12. The second heat exchanger 32 is located within the second tank/pressure vessel 16. The engine coolant 32b is in fluid communication with the engine such that the engine coolant 32b is directed through the second heat exchanger coil 32 a. The second heat exchanger coil 32a may be formed of a thermally conductive material such as metal, copper or brass. A compressor 34 is connected to the coolant outlet 26a and coolant inlet 26b on the engine so that heated coolant 36 can be pumped from the engine 26, compressed and further heated, and then passed into the second heat exchanger 32. As the coolant passes through the second heat exchanger, the coolant is cooled to transfer heat to the second fluid 18, water or liquid, within the second pressure vessel 16. The coolant 36 has traveled through the second heat exchanger. 32, the coolant 36 passes through an expansion valve 38 before the coolant 36 is reintroduced into the engine 26, thereby expanding the coolant 36 to a cooler state as the coolant 36 re-enters the engine 26 through the coolant inlet 26 b. Also shown is a hot fluid outlet 23 from the vessel 12 and a cooling fluid inlet 27 to the vessel 12, for example representing a closed loop to the furnace and associated heat exchanger.

Exhaust gas from the first heat exchanger is discharged from the boiler or first vessel 12 by boiler exhaust gas. As the water is heated in the storage tank or first container 12, hot water 14 is pumped to provide hot water for various applications, and cold makeup water 12a is introduced into the storage tank or first container 12. The temperature controller 15 may control the temperature of the water 14 in the hot water tank 12 and in the boiler 16. Thus, the operation of the engine may be coordinated with the temperature control system by increasing or decreasing the engine duty cycle. In terms of a/minute. The enclosure 44 is preferably formed around the cogeneration system 10 to form an acoustic enclosure.

It should be appreciated that the exhaust conduit 527e of the engine 26 (described below) and the heat exchange coil 32a of the housing are preferably in close proximity to each other to optimize convection and maximize heat recovery by transferring heat from the engine exhaust to the fluid.

The cogeneration system 10 or energy system 10 preferably includes a suspension or damping system 42 to mitigate the effects of engine vibration, for example, in a home or office. In connection therewith, anti-vibration couplings for intake, radiator, exhaust, and fuel supply of engine 26 may also be integrated into shock absorption system 42.

The cogeneration system 210 provides electrical power that can be used to drive various applications 250 around the home or house 200 to assist applications, such as the heated driveways 200a and greenhouses 200 b. Hot water from the hot water tank 212 may also be injected into the pipe to heat the home via the radiant floor heater 220, to increase the heat provided by the furnace 222 by heat exchange at the furnace, to heat a sink (not shown), and other hot water applications, such as providing domestic hot water. Other energy collectors may also be integrated into the total energy storage center, where solar panels 214 providing photovoltaic energy, wind turbines 216 providing rotational power, and the like may be integrated into the total power strategy.

In one embodiment, the stroke length of each

piston

520 and 530 is about 3 inches. Thus, the total difference between the spacing of the pistons closest to each other (i.e., at "top dead center") may be in the range of 0 inches to 0.25 inches, more preferably in the range of about 0.05 inches to 0.2 inches, and the spacing of the pistons is about 4-7 inches, more preferably about 6 inches, at maximum during an engine cycle (i.e., at "bottom dead center"). It will be apparent to those of ordinary skill in the art that these distances may vary depending on particular design criteria.

If desired, the length of the pistons may be adjusted (to achieve substantially equal lengths) to control the spacing between the piston faces, thereby providing a means of adjusting the compression ratio, and typically providing a predetermined degree of compression to heat the charge to promote combustion of the fuel. Injected or otherwise inserted into the combustion chamber. The piston length is geometrically determined according to the piston stroke length and the length of a bore (described below) formed in the cylinder through which exhaust gas and combustion air flow. In one embodiment, each

piston cap

524 and 534 is formed of a sandwich of two sheets of carbon fiber with a ceramic center. The piston caps 524 and 534 that are exposed to the combustion event are formed such that when the two

piston caps

524 and 534 meet at the center of the cylinder 510, they are preferably formed in a somewhat annular, hourglass, or other shape. The interior cavity of the combustion chamber 521 is empty. In fact, only the ceramic cores of the piston caps 524 and 534 are in contact with the stationary cylinder wall.

Each piston should have a length from the piston ignition ring to the cap that is suitable for retaining the piston ring outside the cylinder opening 510 a. The piston caps 524 and 534 have a diameter substantially equal to the interior of the associated cylinder and may be made of carbon fiber, ceramic, or any other suitable material to help minimize thermal inefficiency during engine operation.

In embodiments where a delivery conductor and a ground conductor are utilized to generate the spark, the surface of each piston may further include a slot or groove formed therein and configured to provide a gap between the piston face and the delivery and ground conductors as the pistons approach each other within the cylinder.

Crankshafts

540 and 542 are coupled to associated gear trains, generally designated 512. The gear train includes a first gear 512a fixed to a first crankshaft 540 about a mid-portion 540' thereof, and further includes a second gear 512b fixed to a second crankshaft 542. Approximately near its middle portion 542'. The gear train 512 further includes a third gear 512c having teeth that mesh with the teeth of the first gear 512a, and a fourth gear 512d having teeth that mesh with the teeth of the second gear 512 b. The teeth of the third and

fourth gears

512c, 512d also mesh with each other, whereby movement of any one of the gears 512a-512d causes corresponding movement of the remaining gears. According to one embodiment of the present invention, the diameter d2 of the third and

fourth gears

512c and 512d is twice the diameter d1 of the first and

second gears

512a and 512b, resulting in the size of the

internal gears

512c and 512d and the external gear 512a being a two to one ratio. It should be understood that the gears 512a-512d illustrate one drive mechanism, and that the drive mechanism 512 of the engine 500 may also be represented by a belt or chain of drive having the same size ratio between the various drive elements of the belt or chain. A chain driven drive mechanism.

In further accordance with the present invention, and in one embodiment of the present invention, a drive mechanism or gear train 512 converts the rotational motion of the crankshaft into first and second pairs of cam plates 550, 550', whereupon first pair of

cam plates

550 and 552 are each rotationally and coaxially fixed and mounted externally to third gear 512c such that gear 512c and the associated pair of

cam plates

550 and 552 all rotate at the same speed. In one embodiment, these

cam disks

550 and 552 operate the intake valve of each cylinder. In the same manner, the second pair of cam plates 550 'and 552' are each rotationally and coaxially fixed and mounted to the exterior of the fourth gear 512d such that the gear 512d and the associated cam plates 550 'and 552' all rotate at the same speed. In the same embodiment, these cam disks 550 'and 552' operate the exhaust valves of each cylinder.

In this particular embodiment, the

gears

512a, 512b connected to the

crankshafts

542, 540, respectively, rotate at crankshaft speed, but are reduced in size to act as reduction gears. Thus, the rotational speed of the

gears

512c and 512d (and the rotational speed of the

cam plates

520, 522, 520', and 522' to which they are coupled) is reduced to one-half the crankshaft speed.

Various elements of the vehicle and/or engine system (e.g., an oil pump or a coolant circulation pump) may be operatively coupled to and powered by the gear train 512 via gears in the gear train itself or via shafts and operatively additional gears.

Cam plates 550,552, 550', and 552' are incorporated into the engine to actuate associated

valve assemblies

530, 532, 534, and 536 (described below), which open and close to allow air flow. Exhaust gas is discharged to each cylinder combustion chamber 521 (and exhaust gas is discharged from each cylinder combustion chamber 521) during operation of the engine.

Cam plates

520, 522, 220 'and 222' are mounted on the

gears

512c and 512d, respectively, so as to be rotatable with the

gears

512c and 512d, and positioning elements are positioned so as to engage with the

gears

512c and 512 d. During cam rotation, the

valve assemblies

530, 532, 534, 536.

In one embodiment, each cam element or disc 550,552, 550 'and 552' includes one or more base portions 517 and one or more radially outwardly projecting tabs 519, the tabs 519 being continuously connected to the base portions. Each base 517 defines a cam profile or

surface

517a, 556, which cam profile or

surface

517a, 556 is engageable with an actuatable portion of an associated valve assembly to produce a first state of the valve assembly. Each tab portion 519 defines a cam profile or

surface

519a, 556 that is engageable with an actuatable portion of the valve assembly to produce an associated alternate state of the valve assembly.

The

valve assemblies

530, 532, 534, 536 of the present invention can be any suitable valve assembly. The preferred valve assembly is formed in a known manner as a Desmodromic valve assembly. As is known in the art, a castration valve is a reciprocating engine valve that is reliably closed by a cam and lever system rather than by a more conventional spring. Each of the castration valve assemblies includes a plurality of connected armatures for actuating the associated valve in response to the cam slots of the cam plate. The width and depth of the cam groove 554 may be customized to affect the desired timing of the corresponding valve actuation. Alternatively, the cam disc 550 and 552' may be wound by known actuators inwardly toward the gear drive 512 or outwardly away from the gear drive 512, and thus, the depth of the cam slot 554 need not be changed to achieve the same function. The first armature 537 of the valve assembly includes a cam follower 539 that tracks the cam slot 554 as the cam plate 550-552' rotates in response to the associated

gear

512c or 512 d. Generally, mechanisms by which cam surfaces engage follower arms to actuate rocker arms to open and close associated poppet valves are known in the art, and similar operation of particular valve embodiments is used to control the flow of air into and out of the cylinder combustion chamber 521 as described herein. The second armature 541 is pivotally engaged with the second end 537b of the first armature 537 at a first pivotable connection 545, whereby a ball joint, pin or other pivoting means connects the second end 537b of the first armature 537 with the first end 541 a. During operation of the cam disk 550-552', the second armature 541 is substantially perpendicular or perpendicular to the first armature 537. The third armature 543 is pivotally engaged with the second end 541b of the second armature 541 at a second pivotable connection 549, whereby a second ball joint, pin or other pivoting means connects the second end 541b of the second armature 541 with the first end. The third armature 543 is substantially orthogonal or perpendicular to the second armature 541.

The conventional poppet valve 525/527 has a conventional valve stem 525a/527a with a plug 525b/527b mounted on a first end 525c/527c of the stem, whereby the first end of the stem is secured to a rocker arm or valve actuator 547 valve seats 525d/527d are received in the cylinder opening 510a/510b to act as valve guides and seats during four-stroke cycle operation. The valve 525/527 opens and closes as it moves vertically within the valve guide or valve seat 525d/527 d. The corresponding detents or recesses 520a/530a formed collectively in the geometry of the double piston 520/530 interface at top dead center provide clearance for the operation of the valve within the cylinder.

The bottom and

nose portions

517, 519 of the cams 550, 552' are positioned and fixed relative to one another to form an actuatable valve member that may be associated. Thus, as the cam 550-552' is rotated, the actuatable valve member or cam follower 539 will alternately engage the cam base portion 517 and any of the projections 519.

The cam disc 550 and 552' or surfaces are arranged to reside on at least one side of the

gears

512c and 512 d. The projections 519 of the cam plates 550, 552' extend radially outward to a greater extent than the base portions 517 of the

cam plates

550, 552. Thus, a portion of the actuatable valve member 539 engages the base portion 517 of the cam. When the cam nose portion 519 rotates to engage the actuatable valve portion, the valve spool "R" is pushed radially outward.

The size of the

cylinder openings

510a, 510b leading to (or out of) the combustion chamber 521 can be controlled, if desired, by appropriately dimensioning the radial distance of the relevant portion of the cam profile relative to the radial distance of the base 517. The radial distance and the radial distance of the projections 519 of the

cam plates

550, 552. The time that the valve is opened or closed or the proportion of the engine cycle can also be controlled by appropriately specifying the arc length occupied by the seat. A portion 517 of the cam profile 556 and a projecting portion 519. The transition of the valve assembly from the first state to the second state may be provided by a chamfer or chamfer (or profile) 519a formed in a portion of the raised portion 519.

The base 517 of the cam profile 556 is located at an equal radial distance from the axis a extending through the center of the cam plates 550,552, and wherein the projections 519 of the cam profile 556 are located at an oblique radial distance, i.e., the radial distance is gradually increasing and then gradually decreasing toward and relative to a constant radial distance of the base 517. The projection profiles 519a, 556 are spaced farther from the axis of rotation a of the cam plate 550-552' than the

base profiles

517a, 556.

In other embodiments, any of a plurality of intermediate states of the valve assembly may be achieved and maintained by providing a cam projection defining a cam surface that is positioned a corresponding distance from the axis of rotation a of the cam plate 550. Substantially all of the cam disks 550 and 552' operate in the same manner. For example, in one embodiment, starting from a point in the base projection, when the example cam disc 550 is rotated 180 degrees from the start, the intake valve 525 opens and the cam follower 539 cycles through a greater radial distance with the disc 550. Rotating past the disk projections 519 to define the intake cycle of the four-stroke process. As cam plate 550 continues to rotate, intake valve 525 closes as cam plate 550 again approaches base portion 517. The compression cycle is rotated from about 181 degrees to 360 degrees by the bottom 517 of the cam disc 550. As the cam plate 550 continues to rotate an additional 180 degrees, for a total of 540 degrees, an expansion or combustion cycle therefore, during the expansion cycle, closure of both the intake valve 525 and the exhaust valve 527 occurs to seal the combustion chamber 521. Finally, when cam plate 550 is rotated another 180 degrees for a total of 720 degrees, the exhaust cycle is complete so that all exhaust exits the cylinder as it is diverted through exhaust valve 527. The cam disc 550 then repeats the process to rotate 720 degrees again because the four-stroke process is repeated during engine operation. Cam base surface 556 may be sized to provide a closed state for valve 525 or valve 527. In addition, a first projection 519 having a cam surface 519a is spaced a first radial distance D5 from the axis of rotation A of the cam plate. When the valve 550 is mounted on the intermediate gear 512c (or 512d), the valve 550 may provide a "partially open" state of the valve 525 when partially engaged with an associated actuatable valve. Also,

cam surfaces

519a, 556 formed on the tab 219 (or on a separate tab) and spaced from the axis of rotation a by a second radial distance D6 greater than the first distance D5 may provide a "fully open" state of the valve. 525 when partially engaged by the actuatable valve. Additionally, the first projection 519 having the cam surface 519a is spaced a first radial distance D5 from the rotational axis a of the cam plate 550 to provide a "partially open" state of the valve when the cam surface 519a is mounted on the idler gear 512c (or 512D). 525 when partially engaged with an associated actuatable valve. 556, which is partially formed on the projection 219 (or on a separate projection) and spaced from the axis of rotation a by a second radial distance D6 greater than the first distance D5, may provide a "fully open" state of the valve 525 when engaged by the actuatable valve.

In a particular embodiment, when the actuatable portion or cam follower 539 of a

valve assembly

530, 532, 534, or 536 engages and slides along the base 517 of the cam profile 556, the associated valve assembly is in a closed state. In this case (i.e., the valve assembly prevents air from flowing into the cylinder combustion chamber 521 (or exhausting exhaust therefrom) — furthermore, when the cam follower or actuatable portion 539 of the valve assembly engages and slides along the ledge 519, the valve assembly is in an open or partially open state (i.e., the valve assembly allows air to flow into the cylinder combustion chamber 521 (or exhaust from the cylinder combustion chamber 521)).

The cam plate or member 550 and 552' may be in the form of a ring or other structure that is attachable to the outer surfaces of the

gears

512c and 512 d. In certain embodiments, the base portion 517 and the nose portion 519 of the cam member or

disc

550, 550', 552, or 552', respectively, are modular such that these elements may be modified to provide either. Various cam profiles. In addition, the protruding portion of the cam profile may be varied independently of the base portion of the profile. These options provide greater flexibility in controlling valve sequencing, and thus may provide correspondingly better control of the engine cycle. Base 517 and projections 519 may be attached to cam plate 550 (or any other cam plate) using any suitable method, resulting in first and second arcuate regions defined by base 517. The arc-shaped area defined by the inclined radial length of the projection 519 is formed in an arc shape. As the projections 519 of the actuation valve 525 may be repositioned to engage the valve 525 during rotation of the cam disc 550 (or thus sooner or later in the engine cycle). Open or close in the morning and evening during an engine cycle. Thus, in one embodiment, the removability and modularity of

cam elements

517 and 519 of cam plate 550 may enable fine tuning of engine cycles by adjusting valve actuation timing.

Alternatively, the cam disks 550, 550', 552' may be formed as a machined integral disk, wherein each cam slot 554 defined by the base 517 and the nose 519 may be changed by changing the entire cam disk 550 to one. The cam slot 554 is machined to vary the change in radial distance of the nose 519 and possibly the arcuate length of the base 517 and nose 519. Thus, a change in the design of the cam slot 554 facilitates actuation of the valve. 525 (or the valve 527) at different points in the engine cycle and/or for different lengths of time.

As the disks rotate, the followers 539 are operatively connected to the associated

valves

525 and 527 and engage and follow the cam surfaces 556 of the disks 550. When follower 539 reaches and engages a plurality of sloped cam surfaces 519a residing in projections 519 of cam plate 550, follower 539 is raised as described elsewhere herein, causing follower 539, or a pushrod connected to follower 539, to rotate rocker arm 547, causing

valve

525 or 527 to open, depending on the position at which follower 539 engages cam slot 554. Thus, in this embodiment, one cam-operable valve assembly 532 disc 550 may be positioned below the engine to actuate a valvetrain positioned below the engine, while another valve assembly may be operated by a cam disc 550'.

In another embodiment, the cam plate 550, as previously described, is mounted coaxially with the gear 512c so as to rotate with the gear 512 c. Each cam plate and associated

internal gear

512c or 512d are operably oriented in the same configuration. Additionally, as previously described, the follower and/or other portions of the valvetrain are oriented relative to the cylinder housing such that the valves open and close when the follower 539 engages and follows the cam surface 556.

A first embodiment of the invention, and illustrating the internal components of the cylinder housing and crankshaft housing. The plurality of drive gears 512a, 512b, 512c, 512d constitute an engine drive chain 512. The teeth 512e of each respective gear interlock or mesh with at least one of the juxtaposed and linearly oriented drive gears.

The first crankshaft 540 is coaxially fixed to the first gear 512a through the intermediate portion 512a' of the first gear 512 a. A first rod 522 is also coaxially fixed near a first end of the first crankshaft 540 and to the first piston 520 for circulating the first piston 520 within the first cylinder 510. A second rod 522' is fixed to a second end of the first crankshaft 510. A first crankshaft 540 is fixed to the second piston 522' for circulating the second piston 522' in the second cylinder 510 '. The third gear 512c is rotatably engaged with the first drive gear 512 a. First and second cam disks 550, 550' are rotatable with, coaxial with, and concentrically oriented or fixed to third gear 512c, each about opposite sides of gear 512 c.

First valve assembly 530 is fixed above the engine and is operatively connected to cam plate 550 for opening and closing a first intake valve 525 also operatively connected to first valve assembly 530. The first valve seat 525a serves as a guide and a guide. As described above, the plurality of

arms

537, 539, 541 and 543 of the first valve assembly 560 are responsive to the cam follower 539 to seat the first valve 525 and thereby actuate, in conjunction with the cam profile, the 556 of the first intake valve 525 cam plate 550.

A second valve assembly 562 is fixed above the engine and is operatively connected to the cam plate 550 'for opening and closing a second intake valve 525' also operatively connected to the second valve assembly 562. The function of the second valve seat 525a 'is as described above, as the plurality of

arms

537, 539, 541, and 543 of the second valve assembly 530 respond to the cam follower 539, the guides and seats of the second intake valve 525' are as described above, actuating the second intake valve 525 into engagement with the cam profile 556 of the cam plate 550.

The second crankshaft 542 is coaxially fixed to the second gear 512b through the intermediate portion 512b' of the second gear 512 b. A third rod 532 is also coaxially fixed near a first end of the second crankshaft 542 and to the third piston 530 to circulate the first piston 530 within the first cylinder 510. The fourth rod 532' is fixed to a second end of the second crankshaft 510. A second crankshaft 542 is fixed to the fourth piston 530' for circulating the fourth piston 530' within the second cylinder 510 '. The fourth gear 512d is rotatably engaged with the first drive gear 512b and the third drive gear 512 c. Third and fourth cam plates 552 and 552' are rotatable with, coaxially and concentrically oriented or fixed to the fourth gear 512d, each around opposite sides of the gear 512 d.

The third valve assembly 534 is below the engine 500 and is operatively connected to a cam plate 552 for opening and closing a first exhaust valve 527 also operatively connected to the third valve assembly 534. The third valve seat 525c serves as a guide and a second valve seat. As described above, when the plurality of

arms

537, 539, 541, and 543 of the third valve assembly 534 respond to the cam follower 539, the first exhaust valve 527 seats, thereby actuating the first exhaust valve 527a together with the cam.

The fourth valve assembly 534 is operatively connected to a cam plate 552 'for opening and closing a second exhaust valve 527' also operatively connected to the fourth valve assembly 534. The fourth valve seat 527a ' acts as a guide and for the second exhaust valve 527' to act as the plurality of

arms

537, 539, 541, and 543 of the fourth valve assembly 534 to respond to the cam follower 539 to actuate the second exhaust valve 527' in conjunction with the cam, as described above.

Each valve assembly has a corresponding valve housing or cover 530a, 532a, 534a and 536 a. Each set of pistons and rods has a respective cylinder 510, 510' to provide a combustion chamber and a sealed environment for the four-stroke engine process. Each intake valve 525 has an intake conduit 525e to provide intake air to the engine during an intake cycle. Each exhaust valve 527 has an exhaust conduit 527e for removing exhaust gases from the cylinder during an exhaust cycle. Each cylinder 510, 510' has a spark plug that communicates with a central combustion chamber 521 formed between or at the interface of piston caps 524,534 when each of a pair of opposing pistons is at top dead center.

In another embodiment of the present invention, a pair of intake valves and a pair of exhaust valves are actuated by respective valve assemblies. The cylinders are cooled by a suitable coolant known in the art. According to the invention, the spark plug is centrally located to effectively initiate the combustion process. In one embodiment, the interface of two opposing pistons is shown, whereby the piston cap interface at Top Dead Center (TDC) forms an annular combustion chamber 521.

Valves

525 and 527 are also located in opposing detents or

cavities

520f, 530f, 520f, 530f' formed in the top and bottom of the piston,

the above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A cogeneration system, comprising:

a first pressure vessel containing a first fluid;

a second pressure vessel comprising a first pressure vessel, a second fluid inlet, and a second fluid outlet, the first fluid or the second fluid in thermodynamic communication with a heat source;

a heat source that is a four-stroke, opposed-piston engine providing exhaust in thermodynamic communication with the second pressure vessel, the four-stroke, opposed-piston engine containing coolant in thermodynamic communication with the first pressure vessel.

2. A cogeneration system according to claim 1, wherein: the first pressure vessel contains a first heat exchanger and is in fluid communication with the heat source.

3. A cogeneration system according to claim 2, wherein: the first heat exchanger is in fluid communication with the coolant of the four-stroke, opposed-piston engine.

4. A cogeneration system according to claim 3, wherein: the coolant is proximate to the first pressure vessel when the coolant flow enters the first heat exchanger.

5. A cogeneration system according to claim 1, wherein: the second pressure vessel includes a second heat exchanger in fluid communication with the heat source.

6. A cogeneration system according to claim 5, wherein: the second heat exchanger is in fluid communication with exhaust of the four-stroke, opposed-piston engine.

7. A cogeneration system according to claim 1, wherein: the first and second fluids are water.