Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
  • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
  • F01C1/00—Rotary-piston machines or engines
  • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
  • F01C1/36—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having both the movements defined in sub-groups F01C1/22 and F01C1/24
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
  • F01K21/00—Steam engine plants not otherwise provided for
  • F01K21/04—Steam engine plants not otherwise provided for using mixtures of steam and gas; Plants generating or heating steam by bringing water or steam into direct contact with hot gas
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B1/00—Engines characterised by fuel-air mixture compression
  • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
  • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
  • F02G5/02—Profiting from waste heat of exhaust gases
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

• This -invention relates to internal combustion engines.
• it relates to rotary engines developed for use with non-petroluem fuel.
• the primary object of the present invention is to con ⁇ tribute to the realization of a more efficient compact engine to assure the continuity of dependable American clean energy.
• Yet another object of the present invention is to use some hydrogen gas to pressure methyl alcohol fuel into the chemical combustor.
• Yet a further object of the present invention is to eliminate the need for engine cooling water.
• Still another object of the present invention is to increase the engine's thermal efficiency.
• the present invention involves a more efficient rotary engine that is dual-fueled with methyl alcohol for normal driving and bottled hydrogen for starting and idling operations.
• the hydrogen gas pressures the methyl alcohol into a chemical external combustor to eliminate the need for a fuel injection pump.
• a stable metal oxide reagent in the form of a fluid bed in the chemical combustor, provides most of the battery stored power. Additionally the metal oxide stabilizes control of the air-fuel ratio closer to stoichiometric requirements.
• Figure 1 is a schematic drawing of an engine system according to the subject invention.
• Figure 2 is a perspective view of a rotary engine according to the subject invention.
• Figure 3 is a side view of the rotary engine shown in Figure 2.
• SUBSTITUTE SHEET Figure 4 is a view along the line 4-4 in Figure 3.
• Figure 5 is a view along the line 5-5 in Figure 3.
• the Engine System The subject invention is illustrated in the context of an engine system suitable for use in an automobile. However, it is clearly not limited to such use, or even to use in connection with transportation.
• methyl alcohol from an external source (not shown) , such as a filling station pump, is pressured via line 10 to a methyl alcohol tank 12.
• a transfer pump 14 moves the methyl alcohol via lines 16 and 18 to a process pressure tank 20.
• a very small amount of the methyl alcohol is bled via lines 16 and 22 to an exhaust water reservoir 24.
• Hydrogen from an external source is pressured via line 26 to a hydrogen tank 28.
• a small amount of hydrogen is allowed to pressure via lines 30, 32, 34, and 36, heat exchanger 48, line 40, heat exchanger 42, and line 44 to a combustor chamber 46.
• air from a starting motor 48 is pressured by air compressor 50 via lines 52, 54, 34, and 36, heat exchanger 38, line 40, heat exchanger 42, and line 44 to the combustor chamber 46.
• air from a starting motor 48 is pressured by air compressor 50 via lines 52, 54, 34, and 36, heat exchanger 38, line 40, heat exchanger 42, and line 44 to the combustor chamber 46.
• a gas expander in the form of a rotary engine 56 drives the air compressor 50 to supply a controlled amount of air.
• the fuel-air vapor in the combustion chamber 46 is ignited by a spark plug 68.
• the burned fuel pressures via heat exchanger central duct 70 to a chemical combustor section 72.
• Powdered oxidized stainless steel 74 functions as a final combustor for the residual fuel elements to assure complete combustion.
• the high velocity of the burned fuel and steam fluidizes the powdered stainless steel 74 and pressures it through duct 76 to recycle through accumulator 78.
• the completely burned fuel and superheated steam which is in the temperature range of 1800°F. to 2000°F., pressures via filter 80 to the gas expander 56. Quench air supplied by the compressor 50 via lines 52 and 82 controls the burned gas mixture to about 1700°F. prior to entering the gas expander 56.
• the gas expander 56 drives both a power drive shaft 84 via power take-off shaft 85 and a variable clutch 86 and the air compressor 50 via a power take-off shaft 87 and a variable clutch 88.
• a variable clutch 90 disengages the starting motor 48 from the air compressor 50 and gas expander 56.
• the exhaust gas from the gas expander 56 flows via duct 92 to the shell side of heat exchanger 42, via duct 94 to the shell side of heat exchanger 38, via duct 96 to the shell side of a heat exchanger 98, and via duct 100 to atmosphere.
• An air blower 102 forces external clean air through a line 104, the tube side of heat exchanger 98, and a line 106 for space heating.
• auxiliary features of the engine system are a combustor chamber ⁇ lean-out flange 110, a cleaning plug 112, _a reagent fill line 114, and support orifices 116.
• the rotary engine illustrated in Figures 2 through 5 comprises a stator housing 200 having an internal cylindrical chamber 202, a plurality of radially directed chamber dividers 204 projecting from the inner wall of the stator housing 200 by a uniform amount, a principal rotor 206 coax.ially mounted in the cylindrical chamber 202 for rotation therewithin, a plurality of subordinate rotors 208 mounted in the principal rotor 206 for rotation about axes parallel to the axis of the principal rotor 206, means 210 (shown in Figure 4 and described in detail here ⁇ inafter) for rotating the subordinate rotors 208, inlets 212, and outlets 214.
• the principal rotor 206 has an external diameter such that its outer surface makes sealing contact with the plurality of radially directed chamber dividiers.
• the subordinate rotors 208 project through the principal rotor 206 by an amount such that their outer surfaces make sealing contact with the inner cylindrical surface of the stator housing 200.
• each subordinate rotor has an involute gear
• the means 210 cause the subordinate rotors 208 to rotate so that their involute gears 216 accept the chamber dividers 204 as the subordinate rotors 208 move past them.
• the means 210 comprise an internal gear ring 218 on the inner cylindrical wall of the stator housing 200 and a meshing splur gear 200 coaxially mounted with each subordinate rotor 208 for rotation therewith.
• the subordinate rotors 208 and the gears 218 and 220 are sized such that the subordinate rotor 208 make rolling contact with the inner wall of the stator housing 200, thereby minimizing pressure loss past the lines of contact between the subordinate rotors 208 and the inner wall of the stator housing 200.
• the stator housing preferably is formed in five parts, a central ringlike portion 222 containing the inlets 212 and the outlets 214, two axial ringlike portions 224 containing internal gear rings 218, and two end plates 226. As shown, the unit is preferably bolted together by bolts 228 passing through clearance holes in the end plates 226 and the axial ringlike portions 224 and threading into the central portion 222. Internal dividers are provided between the central portion 222 and the axial portion 224 to define the axial limits of the working chamber 202.
• fluid in the preferred embodiment, oxidized methyl alcohol, optionally mixed with oxidized hydrogen gas
• fluid is pressured simultaneously into all the inlets 212.
• the pressurized fluid in the working chamber 230 at the upper left has no tendency to cause rotation of the principal rotor 206 because the counter-clockwise force on the left-hand subordinate rotor 208 is exactly balanced by the clockwise force on the upper subordinate rotor 208.
• Pressurized fluid in the working chamber 232 is exhausting and provides a negligible clockwise force on the adjacent subordinate rotor 208.
• the pressurized fluid in the working chamber 234 at the lower left acts in the
• .. . OMPI counter- ⁇ lockwise direction on the lower subordinate rotor 208, but it acts in the clockwise direction on the adjacent chamber divider 204, which is carried statically by the stator housing 200. Accordingly, there is a net counterclockwise rotary force on the principal rotor 206 from the working chamber 234. Turning to the working chamber 236 at the lower right, pressurized fluid acts in the clockwise direction against the lower subordinate rotor 208 and in a counterclockwise direction against the adjacent chamber divider 204.
• the working chamber 236 is exhausting through the adjacent outlet 214, so the net clockwise rotary force on the principal rotor 206 for the working chamber 234 is fall smaller than the net counterclockwise rotary force on the principal rotor 206 from the working chamber 234.
• pressurized fluid is acting in the clockwise direction on the adjacent chamber divider 204 and in the counterclockwise direction on the right-hand subordinate rotor 208, providing a second source of net counterclockwise rotary force on the principal rotor 200.
• pressurized fluid in the working chamber 240 at the upper right is exactly (but for edge effects) balanced by the counterclockwise force on the subordinate rotor 208 at the top, the net contribu- tion of the working chamber 240, like that of the working chamber 230, is effectively zero in any event.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Engine Equipment That Uses Special Cycles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=22230305

Family Applications (1)

Country Status (3)

Family Cites Families (8)

• 1980
  • 1980-11-04 CA CA000363930A patent/CA1179153A/en not_active Expired
  • 1980-11-04 EP EP80902352A patent/EP0040236A1/de not_active Withdrawn
  • 1980-11-04 WO PCT/US1980/001472 patent/WO1981001313A1/en unknown

Non-Patent Citations (1)

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