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
  • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
  • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
• • 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
  • F01B29/04—Machines or engines with pertinent characteristics other than those provided for in preceding main groups characterised by means for converting from one type to a different one
• • 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
  • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
  • F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke
• • 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
  • F02B75/00—Other engines
  • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
• • 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
  • F02B75/00—Other engines
  • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
  • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
  • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
• • 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
  • F02B75/00—Other engines
  • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
  • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
  • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
• • 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
  • F02B3/00—Engines characterised by air compression and subsequent fuel addition
  • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
• • 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

Definitions

• the efficiency of today's reciprocating internal combustion engine is approximately 30% with respect to the conversion of the potential energy of the fuels into mechanical work.
• the balance of approximately 70% is lost in the cool ⁇ ing and exhaus systems.
• the recovering of the lost thermal energy is particularly complex and is justified only in the case of some high horsepower installations as encountered in power plants and aboard ships.
• the present invention is directed to various improvements in internal combustion engines of either the two or four cycle type by maximizing the efficiency of the engines and increasing their work output.
• the present invention includes the follow ⁇ ing objects and advantages:
• the thermal engine with internal combustion, the steam generator and the thermal engine with steam make up a unique machine and its separate thermal cycles (gases and steam) develop themselves in parallel and simultaneously, recuperatively, compensatorily and integratedly.
• the working agent is made up in its active phases (expansion and exhaust) of the burnt gases of the internal-com ⁇ bustion engine and of the superheated steam, generated by the integrated recuperative generator, which by mixing makes up a homogeneous working agent that acts on the piston and on a turbine (if used for a supercharged engine) .
• the residual energy of the thermal cycle of the internal-combustion engine is transferred to the Rankine cycle of the integrated steam generator by a complex heat transfer (conduction, convection, radiation, contact and mixing) which takes place through the walls of the cylinders of the internal combustion engine, towards the cooling water that flows in a double concentric circuit, from outside to inside (radially) and that passes through the stages of preheating, vaporization and superheating, finally being injection, in the inner cylinder cooling jacket and from here in a chamber, concentric with the combustion chamber, where simultaneously takes
• OMPI place the fuel combustion and the process of vaporization and the final superheating of the steam.
• the recovered water in the condenser (preferably at 80-90 degrees C.) is introduced again in the thermal cycle of the integrated thermal engine which an increased quantity by the condensated steams resulted from the hydrocarbon combustion; the ensemble of the integrated thermal cycles, which carries and recuperates the thermal energy generated in the engine cylinder from outside towards inside, automatically creates an adiabati ⁇ state of total elimination of the thermal loss and leads to the removal of the cooling system (excepting ' that of the supercharging air) ;
• the thermal engine as a homogeneous unit, runs in a two or four stroke cycle
• the thermal four-stroke engine is provided with a unified system of gas exchange distribution by common valves of admission and exhaust and by ports at the cylinder base for scavenging and for additional air admission.
• the separation of the admission process from that of exhaust is carried out by a rotating distributor valve, concentric with the exhaust-admission valve, synchronized with stages of the four-stroke cycle;
• the four-stroke thermal engine with the unified gas exchange distribution and thermal integrated cycles can be changed-over into a two- stroke cycle engine by a gear system with two ratios of transmission (n/1 and n/2) from the engine crankshaft to the distribution system, respectively, by the camshaft with axially dis ⁇ placement, provided with two cams for each cylin ⁇ der one for running in the four-stroke cycle and the second for running in the two-stroke cycle, the concentric rotary slide valve remaining blocked on the permanent exhaust position and the unique valve has the function of exhausting only.
• the change from the four-stroke cycle to the two-stroke cycle assures the engine a surplus of power of 75—80%, a-double possibility of power change and of carrying out a vast field of power and of operating conditions;
• the two-stroke engine with scavenging by ports and with thermal integrated cycles is provided with admission-scavenging and exhaust ports at the
• OMH base of the cylinder with a steam generating sleeve in the zone of the combustion chamber with a con ⁇ centric chamber, which assures the steam super ⁇ heating and their homogeneous mixing with the com ⁇ bustion gases, a simultaneous generation of working fluid (steam and gases) taking place even in the incipient stage of combustion, which develops it ⁇ self in the engine cylinder during the expansion stage and later in the turbine of exhausted gases,
• the engine combustion chamber being provided with upper ports, which make connection with the steam superheating concentric chamber and towards the interior of the cylinder is provided with a coni ⁇ cal nozzle, which is in conjunction with a disper ⁇ sive counterprof ⁇ le secured to the piston;
• the convertible engine in four and two-stroke, with integrated thermal cycles, is made up of an out ⁇ ward block, provided with an external water system, centered on the jacket of the steam generator, in the engine cylinder, the interior having the outer side spiral grooves for water leading and heat-trans ⁇ ferring.
• the base of the cylinder having piston control ports for scavenging and supplementary admis ⁇ sion.
• In the central upper part of the cylinder is
• OMPI located a unique valve centered in a rotative distributor valve, driven in a ratio n/2 by the crankshaft, supported by a radial axial bearing J and driven in rotation by a gear; the reciproca ⁇ ting motion of the valve is achieved by a cam ⁇ shaft which actuates a tappet by the agency of an adjusting plate; the springs and the axial bearing assure the closing of the kinematic chain of the distribution.
• Air is absorbed by the turbocompressor, which blows the compressed air towards an intermediary cooler, from where by some ports penetrates to the base of .the engine-cylinder, simultaneously reaching the central valve zone by a pipe and enters the engine cylinder in the period of time when the rotative distributor provides the admission period.
• the engine is provided with a by ⁇ pass circuit, made up of a pipe, a butterfly valve an annexed combustion chamber and an additional pipe for burnt-gases.
• the water for cooling and generating the steam is stored up in a tank, from where it is drawn by a low-pressure pump and led to the upper part of the cylinder block by a water jacket to a water injection pump, into the steam generating chamber, from where it enters the combustion chamber by a circular groove which sur ⁇ rounds the seat of the unique valve.
• the piston is provided with a central combustion chamber.
• the cam ⁇ shaft is driven into rotation with the ration n/1 (by a mechanism not represented in the figure) having an axial translatory motion in order to work with the cams specific for the two-stroke cycle, the rotative distributor valve being simul ⁇ taneously blocked in the exhaust position.
• the two-stroke engine with thermal inte ⁇ grated cycles is made up of a cylinder-block, provided with a cooling room, centered in the . jacket of the steam generator, the engine cylin ⁇ der is provided, on the lower part, with some admission and scavenging ports and some exhausting ports, and on the central upper part with a concentric chamber, which provides the steam super ⁇ heating by the contact with the walls of the com ⁇ bustion-chamber and with the burnt gases, which flow by the upper ducts and by the central nozzle, controlled by the piston profile.
• the air is absorbed by the turbo air-blower and sent to the air cooler, from where, by the scavenging ports, it enters the engine cylinder.
• the turbo air-blower is supplied with burnt gases delivered by the combustion chamber, which works in a by-pass circuit, controlled by a butterfly-valve, blowing the burnt gases by a pipe to the gas-turbine, from where the expanded gases mixed with the gases and
• the steam exhausted from the cylinder by the exahusting ports enter the condenser which recovers the water produced by the generator and by the combustion of the combustive hydro ⁇ carbons.
• the water is stored in a tank, from where is absorbed by a low-pressure pump and is introduced in the engine cooling jacket for preheating, finally being drawn by the water in ⁇ jection pump and injected in the steam generator,
• Figure 1 is an energetical-functional diagram and cross setion through the four or two- stroke convertible engine with integrated thermal cycles.
• Figure 2 is a functional diagram of the gas-exchange process for the four-stroke engine.
• Figure 2.1 is an exhaust end-upper sca ⁇ venging (+a, -a) —admission beginning.
• Figure 2.2 is admission by the unique valve and supplementary admission by the ports at the cylinder base.
• Figure 2.3 is compression end and upper scavenging (+a, -a) ,
• Figure 2.4 is exhaust by the unique valve and scavenging by the ports at the cylinder base.
• Figure 2.5 is exahust by the unique valve.
• Figure 3 are chrono-sections diagram of the gases-exchange in the four-stroke engine.
• Figure 4 are entropical diagrams of the internal-combustion cycle and of the Rankine as ⁇ sociated and integrated cycle.
• Figure 5 is an energetical-functional diagram and cross section through the two-stroke engine with distribution by ports, with integrated thermal cycle.
• Figure 6 is a fuel injection diagram.
• Figure 7 is a water injection diagram
• Figure 8 is a diagram of the pressure variations in the engine.
• the convertible four and two-stroke engine with integrated thermal cycles is shown running in the four-stroke mode and is made up of an outer block 1, provided with an outer water-space 2, centered on the steam- generator jacket 3, with the working cylinder in the interior having spiral grooves 4 on the outer part forming a passageway for water and for heat-transferring.
• ports 5 At the base of the cylinder are ports 5 for supplementary air admission and scavenging, controlled by the piston 6.
• a unique valve 7 is located in the central upper part of the cylinder, being centered in a rotative dis ⁇ tributor valve 8, driven in a ratio n/2 by the camshaft 80 and supported by a radial-axial bearing 9 and driven in rotation by a gear 10.
• the re ⁇ ciprocating motion of the valve is achieved by a camshaft 11, which actuates a tappet 12, by the agency of an adjusting plate 13.
• the springs 14 and the axial bearing 15 assure the closing of the kinematic chain of the distribution.
• Air is absorbed by the turbocompressor 16, which blows the compressed air towards an intermediary cooler 17, from where by the ports 5 enters the base of the engine cylinder, simultaneously reaching the zone of the central valve 7 by the pipe 18 and enters the engine cy ⁇ linder in the period of time when the rotator distributor 8 assures the admission period.
• OMPI exhaust gases escape from the cylinder by the central valve 7 and by the rotative distri ⁇ butor 8, when it is in the exhaust period, and are led to the exahust-gas turbine 16, from where they enter the noise-absorber 19 which includes a condenser.
• the engine is provided with a by-pass circuit made up of a pipe 20, a butterfly valve 21, an annexed combustion chamber 22 and an additional pipe 23 for the burnt-gases.
• the water for cooling and generating the steam is stored in the tank 24, from where it is drawn by a low-pressure pump 25 and led to the upper part of the cylinder block 1, by a water jacket 2 to a water injection pump 26, into the steam gene ⁇ rating chamber 4, from where it enters the com ⁇ bustion chamber by a circular groove 27, which surrounds the unique valve seat 7.
• the piston 6 is provided with a central combustion chamber 28.
• the two-stroke engine with integrated thermal cycle is made up of a cylinder-block 29, provided with a cooling room 30, centered in the jacket of the steam- generator 31, which is provided at the lower part of the cylinder with some admission and scavenging ports 32 and some exhausting ports 33.
• a concentric chamber 34 On the central upper part is provided a concentric chamber 34, which assures the steam superheating by the contact with the walls of the combustion-chamber 35 and with the burnt gases, which flow by the upper ducts 36 and by the central nozzle 37, controlled by the profile 38 of the piston 39.
• the air being absorbed by the turbo air-compressor 40 is sent to the air-cooler 41, from where it enters into the engine-cylinder by the scavenging ports 32.
• the turbo air-blower 40 is supplied, at the engine start and at heavy-duty conditions, with burnt gas delivered by the combustion- chamber 42, which works in a by-pass circuit, controlled by a butterfly-valve 43, blowing the burnt gases by the pipe 44 to the inlet of the gas-turbine 40, from where the expanded gases, mixed with the gases and the steam exhausted from the cylinder by the exahusting ports 33, enter the condenser 45, which recovers the water produced by the generator and by the combustion of the combustible hydrocarbons.
• the water is stored in the tank 46, from where is drawn by a low-pressure pump 47 and it is introduced for preheating in the engine cooling jacket, finally being drawn by the water injection pump 48 and injected in the generator for high-pressure steam.
• the turbine driven air compressor 16 electrically driven, begins to deliver compressed- air to the combustion chamber 22, which starts and accelerates the turbo air-blower at the normal speed delivering the supercharging air.
• O PI The engine, being started, can run from the beginning in the maximal working regime.
• the water cirtical temperature is achieved and corresponds to the temperature of air compressing end or to a usual temperature reached by gases during the initial period of the combustion.
• the steam generation at cirtical parameters leads to maximal efficiency from the point of view of the consumption of mechanical work and of use of the potential energy of the superheated steam, during the combustion, at values determined by the temperature peak of the combustion.
• the mixture of gases and steam enters the condenser 19 with the noise-absorber, which
• _OMPI lowers the temperature below the condensation point (about 90-95 C) , temperature with which the water is introduced again in the circuit of cooling, preheating, evaporation, super ⁇ heating and condensation.
• Position 2.2 The air admission takes place by cylinder connection with the pipe 18 while the piston 6 is moving down, the central valve 7 is open and the rotative distributor is in position 2.2.1.
• the piston 6 opens the air prots 5, by which a supplementary air-quantity is delivered.
• the admission sections totals can be either equal or surpass to the piston surface, leading to a filling of maximum-maximorum order.
• the piston 6 finished the complete gases-exhaust and the rotative distributor 8 assures an upper scavenging 2.1.1, which completes the perfect cleaning of the cylinder of useless gases (burnt gases and of expansion) .
• the air enters through the valve 7, the rotative dis ⁇ tributor 8 is in position 2.2.1, and through the ports 5, into the cylinder and completing the cylinder filling up.
• the operation of the convertible engine in the two-stroke variant is carried out by changing the rotations ratio (from n/2 to n/1) between the crankshaft and the camshaft 11, which is shifted axially and actuates the cam 50 proper for the two-stroke cycle.
• the rotative distributor 8 is locked in the position-per ⁇ manent exhaust.
• the fuel injection system (not shown) , having the rotations synchronized with the camshaft automatically passes at the nes rotation-regime.
• the speed- governor of the injection pump continues to be driven from the engine canshaft 80.
• the valve 7 is the exhaust valve and the ports 5 carry out the scavenging and filling of the cylinder.
• the water injec ⁇ tion is synchronized with the fuel injection, and the adaptation at the new functional regime is automatic.
• the turbo-blower 40 is driven into rota ⁇ tion by an electrical starter and supplies air from the compressor end to the combustion chamber 42, which by combustion brings the turbo-blower 40 to the normal rotation rate, which allows the supplying of the air necessary for the two-stroke engine. Simultaneously, the engine is driven by an electrical starter, which releases the opera ⁇ tion in conditions of normal regime.
• the mixture of gases and steam energetically exhausted is introduced in the condenser 45, which lowers the temperature below the condensing point (about 90-95° C), recovering the water, which is condensed and stored in the tank 46.
• the engines with integrated thermal cycles can be generally applicable without restrict ⁇ ing or limitative conditions. They massively
• the four-cycle engine can be used with or without the Rankine cycle and provide an improved engine by using a single valve 7 for admission and exhaust of gases which can therefore be made larger than conventional valves and which is used for scavenging and additional air emission.
• the rotating distributor valve 10 performs the separation of the admission pro ⁇ cess from that of the exhaust and is concentric with the exhaust-admission valve 7.
• the four ⁇ cycle engine can be quickly and easily changed over into a two-cycle engine and vice versa for changing the power output and availability of use in different applications.
• Both the two and four- stroke engine can be supercharged by use of the gas turbine compressor circuit and with the further use of a combustion chamber for heavy-duty and quick starting operations.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Combustion Methods Of Internal-Combustion Engines (AREA)
• Valve-Gear Or Valve Arrangements (AREA)
• Engine Equipment That Uses Special Cycles (AREA)
• Supercharger (AREA)
• Valve Device For Special Equipments (AREA)

Applications Claiming Priority (2)

Publications (2)

Family

ID=23973947

Family Applications (1)

Country Status (6)

Families Citing this family (5)

Citations (3)

Family Cites Families (10)

• 1984
  • 1984-05-17 EP EP19840902269 patent/EP0142559A4/en not_active Withdrawn
  • 1984-05-17 BR BR8406910A patent/BR8406910A/pt unknown
  • 1984-05-17 WO PCT/US1984/000754 patent/WO1984004779A1/en not_active Application Discontinuation
  • 1984-05-17 AU AU30126/84A patent/AU3012684A/en not_active Abandoned
  • 1984-05-17 JP JP59502136A patent/JPS60501370A/ja active Pending
• 1985
  • 1985-01-18 DK DK25685A patent/DK25685A/da not_active Application Discontinuation

Patent Citations (3)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events