EP0211076B1 - Machine a pistons rotatifs et oscillants - Google Patents

Machine a pistons rotatifs et oscillants Download PDF

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Publication number
EP0211076B1
EP0211076B1 EP86902085A EP86902085A EP0211076B1 EP 0211076 B1 EP0211076 B1 EP 0211076B1 EP 86902085 A EP86902085 A EP 86902085A EP 86902085 A EP86902085 A EP 86902085A EP 0211076 B1 EP0211076 B1 EP 0211076B1
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EP
European Patent Office
Prior art keywords
component
cylinder
engine
piston
reciprocator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP86902085A
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German (de)
English (en)
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EP0211076A4 (fr
EP0211076A1 (fr
Inventor
Marius A. Paul
Ana Paul
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PAUL Ana
PAUL Marius A
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Individual
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Priority claimed from US06/805,184 external-priority patent/US4791787A/en
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Priority to AT86902085T priority Critical patent/ATE62059T1/de
Publication of EP0211076A1 publication Critical patent/EP0211076A1/fr
Publication of EP0211076A4 publication Critical patent/EP0211076A4/fr
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    • 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
    • F02G3/00—Combustion-product positive-displacement engine plants
    • 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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/02—Surface coverings of combustion-gas-swept parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0085—Materials for constructing engines or their parts
    • F02F7/0087—Ceramic materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2203/00—Non-metallic inorganic materials
    • F05C2203/08—Ceramics; Oxides

Definitions

  • This invention relates generally to thernal piston engines, and more particularly to structural and conceptual improvenents that increase the efficiency of such engines.
  • the regenerative thermal engine of this invention combines unique components to achieve high efficiencies and low engine weights in compact, structurally and thermally integrated units.
  • the primary object of this invention is to devise energy efficient engines which are capable of operating at high pressures and temperatures utilizing the total expansion of the generated gases without the size and weight customarily associated with such engines. Further, the use of exotic materials such as ceramics which add to the expense and complexity of such engines is not necessary in the thermal engines devised, enabling a flexibility in the choice of competing materials for construction of highly efficient but low cost engines.
  • the evolution of the pressure in the time of the intake, compression, combustion-expansion and exhaust define various periods of low pressure, medium pressure, and, high pressure.
  • the low and medium pressure periods of the cycle cover 80%-90% of the cycle.
  • Only 10-20% of the cycle or 70% of the 720° cycle rotation is associated with the high pressure period of final compression, combustion and initial expansion.
  • engines are constructed to withstand this maximum pressure throughout the 720° rotation cycle.
  • the mass of metal and high strength structure is wasted during the rest of the cycle in which only medium and low pressure is encountered. As a result of this factor, actual engines are big, heavy, expensive and inefficient.
  • an integrated rotary-reciprocal compound engine which develops an equivalent compression ratio to the long stroke engines described.
  • the low and medium pressures are developed in the rotary component and include 40% of the cycle in a rotocompressor for compression and 40% in a rotoexpander for expansion.
  • the high pressures are developed in final compression and initial expansion in the reciprocal piston component.
  • the unique engine designs described herein include features that resolve the problems described and enable increased peak pressures to be achieved in compact lightweight engines.
  • a compound rotary-reciprocal engine comprising a high pressure reciprocator component having four cylinders, each provided with a reciprocable piston and each providing a combustion chamber for combustion of gases, and having intake port means for introduction of air and exhaust port means for removal of combustion gases from these cylinders; a medium pressure, positive displacement rotary component in combination with the reciprocator component, said rotary component having a unitary compressor segment with an air intake and a compressed air exit in communication with the intake port means of the reciprocator component, and an expander segment with a combustion gas exit and a combustion gas intake in communication with the exhaust port means of the reciprocator component; and fuel injection means for injecting fuel into the cylinders of the reciprocator component.
  • the four cylinder reciprocator component is connected to the rotary compressor-expander through large air supply and exhaust conduits, each having a manifold for connecting each of the separate cylinders with the conduits.
  • the volume of each connecting conduit and manifold substantially exceeds the combined volume of piston displacement of all the cylinders. The effect of this is to dissipate any pressure gain by the compressor, or any pressure potential from the piston exhaust.
  • the present invention provides a modified compound engine whereby high peak pressures are achieved by combining a medium pressure, positive displacement rotary component with a high pressure reciprocal component.
  • the present invention may be characterised in that only a single cylinder is provided in the reciprocator component, and in that the compressed air passage formed between the intake port means and the compressed air exit and the combustion gas passage formed between the exhaust port means and the combustion gas intake each have a volume less than the displacement volume of the reciprocator component.
  • the cylinder walls and, if desired, all the hot surfaces of the combustion chamber are preferably constructed with regenerative liner comprising a series of angularly disposed fins and air spaces.
  • the air spaces between fins form cells into which compressed air is circulated on the intake stroke and released on the expansion stroke.
  • the piston is displaced from the regenerative liner and sealing is provided by the staggered labyrinth of the fin and air space structure. Because the regenerative liner can withstand high temperatures and pressures, it is a preferred component in the high-pressure, high temperature engine embodiments that follow.
  • the reciprocator component preferably includes low mass pistons with short dual connecting rods coupled to counterrotating crank shafts that as a unit eliminate side thrust of the piston and hence the thrust associated friction of conventional engines.
  • the result is a small component which provides rotary compression and expansion for 80-90% of the total engine displacement and reciprocal compression and expansion for 10-20% of the engine displacement.
  • the reciprocator and rotor are interconnected by a gear box with a transmission ratio adapted for optimum volumetric efficiency.
  • the rotary-reciprocal compound engine in one embodiment is characterized by a monocylinder having a single piston connected to two splayed connecting rods each connected to a separate crankshaft in combination with a positive rotary compressor-expander of a screw type or epitrochoidal type similar to a Wankel engine.
  • This embodiment defines a three stage pressure evolution with a low pressure, rotocompressor stage, a high pressure reciprocator stage, and a medium pressure rotoexpander stage.
  • the total thermal cycle of such engine defines a superlong compression-expansion cycle characterized by a very high efficiency.
  • a similar embodiment is constructed with a reciprocator component having an efficient uniflow scavenging process in a single cylinder with opposed pistons, each piston similarly connected to two connecting rods and counter-rotating, crank shaft mechanisms.
  • the excess air existing in the combustion gases from the reciprocator component can be used in an afterburner chamber in which the working fluid can be reheated and further expanded in subsequent stages of the engine.
  • thermoenergetic cascade can be developed from selectively connecting or disconnecting the following components:
  • thermoenergetic cascade can operate partially, energetically based on an intercombustion chamber producing combustion gases only for the rotary component with the reciprocator component disconnected. Similarly the cascade can operate partially, energetically based on the reciprocator component with the rotary component disconnected.
  • peak pressures can be raised from 150 atm to 180 or 200 atm.
  • the cylinder chamber of the reciprocator component preferably utilizes the recuperative regenerator previously described to achieve adiabatic engine performance.
  • the thermal engines of this invention utilize several novel components in various combinations to achieve superior performance.
  • the various components are integrated into the ultimate rotary-reciprocal compound engine designs described, peak pressures and temperatures heretofore unachieveable in a reciprocal engine are developed.
  • the combined components form a unit with a staged expansion to recover maximum work for improved engine efficiencies.
  • a reciprocal engine 1 is shown with a unique piston and cylinder arrangement to enable use of a novel cylinder liner 2 for the combustion chamber.
  • the liner 2 forms a regenerative jacket which receives and releases compressed air during the engine cycle to dynamically insulate the walls of the cylinder 3.
  • an outer engine block 4 is constructed with a working cylinder 3 and a piston 6 reciprocal in the cylinder 3.
  • the piston 6 is connected to a conventional connecting rod 82 and crank 81.
  • a conventional head 9 and monovalve assembly 10 (shown in part) cap the cylinder 3.
  • the block has-peripheral air intake ports 5 which are exposed when the piston 6 is in the retracted position shown. Combustion gases exhaust through the mono-valve assembly, which with additional valving may supplement air intake at an appropriate time in a preferred two-cycle operation of the engine.
  • the piston is of differential design having an enlarged cap 11 coupled to a central cross-head 12 which is guided in a low temperature guide cylinder 13 in the block 4.
  • the size of the scavenging ports at the base of the combustion chamber 3 are controlled by a shiding valve 14 which can completely close the ports for operation of the engine in a four stroke mode.
  • the enlarged cap 11 is fabricated from a strong, high temperature tolerant material such as stainless steel.
  • the cap 11 is constructed with a depending lip 15 that overlaps a projection of the guide cylinder 13 to form a complex sealing passage during the down stroke.
  • the piston cap In the up stroke the piston cap never contacts the regenerative liner 2, which is constructed with a series of fins 16 and grooves 17 as shown in the enlarged fragmentary view of FIG. 2.
  • the cylinder liner 2 is a regenerative cell system that in part functions as a staggered labyrinth sealing system and in part as a thermal regenerator.
  • the liner or regenerative jacket 2 operates by a process based on the penetration, intake and compression inside the cells 18 of freshly cooled, high pressure air, supplied by an intercooled supercharging system (not shown) during the scavenging process.
  • the compressed air accumulated inside the cells 18 expands toward the cylinder space, generating a dynamic, concentric-radial and centripetal flow, which forms an envelope of air surrounding the hot gases, creating a pneumatic insulation between the hot gases and the walls.
  • the heat radiated from the hot gases is in general the principal source of heat transfer to the cylinder walls.
  • Another effect, perhaps the most important, is the expansion of the compressed air, which on being further heated possess a higher enthalpy, thereby recovering the energy accumulated in the regenerated cell system.
  • This compressed and preheated air is an ideal additive to the combustion process.
  • the air is supplied from the walls of the working cylinder 3 in the final stage of combustion when the concentration of oxygen is reduced.
  • the radial injection of the air to the combustion gases has an additional turbulent effect for aiding complete combustion.
  • the air and the regenerative cells together form an ideal insulation and an adiabatic shield against the transfer of thermal energy which is normally lost through the cooling system.
  • the piston 6 is a perfect cylindrical body, without contact with the hot wall zone of the cylinder, lubrication and oil can be completely avoided, including all associated mechanical losses.
  • the piston is guided in the bottom zone of the cylinder, which is a conventional cylinder liner.
  • the bottom zone is lubricated by an air and solid suspension, composed of micro-particulates of graphite and MOS2 (which are injected between the contact surfaces).
  • the same air and solid micro-particulate suspension is injected into all of the roller bearings, assuring lubrication and removal of the heat generated in the bearings.
  • auxiliary cyclone traps not shown.
  • the air that is partially expanded and heated by this process is returned to an intercooler of a high stage supercharger for recompression to a final pressure.
  • the bottom zone of the cylinder and bearings can be lubricated by conventional means.
  • the engine is a high temperature fuel injected engine with a conventional fuel injector 20 and with unique auxiliary liquid injection nozzles 21 for adding an injected cooling fuel or water in a thermal cogeneration process.
  • a cogeneration thermal process may be added.
  • This process injects a cooling fluid (methanol, liquid NO2, liquified gases, or water) through an injection system which comprises a series of spaced nozzles 21 around the crown 22 of the combustion chamber which direct an arcuate spray 23 down the walls of the regenerator during the brief period that the piston is rising in its compression stroke.
  • a liquid injector 24 feeds the nozzles with liquid, usually water in a measured timed pulse.
  • the liquid is preheated by circulating in a helicoidal passageway 25 between the regenerative jacket or liner 2 and the wall 26 of the block 1.
  • the fine droplets of water in the spray are directed at the walls of the regenerator and are swept into the cells with the packing air.
  • the high velocity spray mist is drawn into the regenerative cells which cover the walls of the combustion chamber by action of the increasing chamber pressure as the piston rises.
  • the water is vaporized cooling the fins and the vaporized water is released as superheated steam along with the compressed air during the power stroke thereby confining the peak temperature gases of the combustion at the center of the chamber.
  • the heating, evaporating and the super-heating process is accomplished in the brief time in which the piston is near the top dead point.
  • the flushing of this superheated steam or additional combusted cooling fluid after the peak combustion time occurs as an admixture to the regular combustion gases as the piston descends.
  • the homogeneous mixture of combustion gases, superheated steam, and the preheated air expanded from the regenerative cells comprises the final working fluid that drives the piston and any exhaust-powered, auxiliary or integrated component as described with relation to the other engine embodiments.
  • the regenerative thermal engine shown comprises a rotary-reciprocal compound engine with a two stroke, opposed piston component 88 coupled to a rotary piston component 92.
  • the compound engine includes a turbocharger 97 and two intercoolers 96 and 98 between the air compression stages.
  • the opposed piston arrangement of the reciprocator component 88 is similar in construction to the engine embodiment of FIG. 1.
  • Opposed differential pistons 6 drive two crank shafts 81 coupled to the pistons by connecting rods 82.
  • Replacing the head and valve assembly of the FIG. 1 embodiment is a simple side mounted fuel injector 89.
  • a compound liner 42 includes a central segment 44 comprising the regenerator 2 and end segments 45 forming scavenging ports 5 and exhaust ports 91.
  • the rotary piston component 92 is a roto-compound system composed of a compressor stage 93 and an expander stage 94.
  • the compressor stage 93 receives precompressed air from the compressor side of the turbocharger 97, which is cooled by the intercooler 98.
  • the precompressed and cooled air is further compressed by the positive displacement compressor stage of the rotary component 92.
  • the compressed air passes flap valve 95 and enters the reciprocator component 88 through intake ports 5.
  • the entering air under medium compression is further compressed by the united compression stroke of the two opposed pistons 6 to a substantially higher than usual compression.
  • Fuel injected through an injector 89 ignites in the small core chamber between the piston heads and generates the extremely high pressures herebefore unattainable in piston engines. Because the single combustion chamber is centralized, stresses are localized and confined to a cylindrical structure, a configuration best able to withstand the extraordinary high pressures generated.
  • the short connecting rods 82 and heavy duty cranks 81 absorb the high energy thrust of the pistons 6 and enable a high torque, high r.p.m. operation. Cooling of the cylinder walls by the regenerator is accomplished as explained with reference to FIGS. 1 and 2.
  • the expanding combustion gases exhaust through ports 91 and enter the expander stage 94 of the roto-compound system powering the rotary component 92.
  • the positive displacement rotary component 92 is an epitrochoidal-type engine similar in type to the Wankel engine. While it has certain attributes of relative efficiency due to its low inertia, rotary operation, it is not effective at high pressures and temperatures because of sealing problems. However, it is ideally suited to accept the partially expanded gases from the high pressure reciprocator component because of its volumetric efficiency.
  • the rotary component is coupled to the reciprocator component in the proper ratio of rotation for a volumetric exchange that assures a high pressure ratio for the supercharging and a high expander ratio for exhaust gases.
  • the rotary component 92 is provided with a ceramic or an insulated rotative piston 99 and is lubricated and cooled by a graphite/MoS2 dry lubricant supplied pneumatically, to the gear and bearing mechanism.
  • a graphite/MoS2 dry lubricant supplied pneumatically, to the gear and bearing mechanism.
  • the absence of oil and friction between the rotor, piston and the epitrochoidal case prevents any excessive wear at high rotational-speeds. Sealing is assured by auto adjusting material of Teflon® type impregnated with graphite and MoS2 on the tips 99.1 of the triangular rotary piston 99. The same material is provided for the lateral sealing 100.
  • the unification of the medium pressure rotary component with the high pressure reciprocator component enables a high peak pressure to be developed with only the engine structure in the high pressure zone being necessarily designed to withstand such high peak pressures.
  • Thiis intimate integration enables a substantial reduction in engine size and -weight to achieve a desired power output.
  • FIG. 4 is a schematic illustration of the typical pressure curve over a 720° crank shaft rotation in a four stroke engine. As illustrated only a small band of 70° is associated with pressure exceeding 37 atm and over half of the remaining cycle pressure is less than 6 atm.
  • a boost in the peak pressure can be obtained at the same time a reduction in size and weight is accomplished.
  • a low pressure range can be efficiently handled by a supercharger, a medium pressure range by a positive displacement rotary device, and the high pressure range handled by a specially designed reciprocal piston device.
  • An efficient thermoenergetical cascade following the pressure curve can be developed by an integrated engine incorporating these exemplar devices.
  • the regenerative thermal engine shown is a convertible four and two stroke device having, a twin arrangement of pistons 50 with permanent dynamic balance.
  • the pistons have a common and symmetrical cycle, by the fact that they are provided with a central, common combustion chamber 101, connected with two tangential channels 102 to cylinders.
  • the two piston mechanisms are connected by a strap 103′, which takes the opposed side thrust produced by the two counter-rotating crankshafts 81.1 and 81.2. Both counter-rotating crankshafts are geared outside in a 1/1 ratio, assuring perfect symmetry and synchronism of both movements.
  • This arrangement totally avoids any side thrust between the piston and the cylinder walls, excluding a major source of mechanical losses, and allows a close tolerance to be maintained between the pistons 50 and the regenerator 2.
  • the regenerative thermal engine of FIG. 5 is associated with a conventional screw compressor 103 and a screwexpander 104, connected directly on both crankshafts of the mechanism in permanent dynamic balance.
  • the counter rotating shafts of the balanced crank mechanism are ideal for a compound screw device of the type made by Lisholm.
  • the high compressed air is inter-cooled in a heat exchanger 105, and the exhaust gases are transported through the pipe 106 from the cylinder head to the screwexpander 104.
  • the screwexpander 104 is provided with ceramic counter-rotating rotors and sealed by auto-adjusting elements made from Teflon® impregnated with graphite + MoS2.
  • FIGS. 7 and 8 the concepts for balanced engine operation disclosed with reference to FIG. 5, are combined in an advanced compound, rotary-reciprocal engine 108. While the engine embodiment of FIGS. 7 and 8 and the subsequent advanced design embodiments are particularly devised to incorporate the regenerator liner disclosed herein (since such designs advantageously eliminate piston side thrust) the constructions have independent merit and may incorporate other exotic liners, particularly liners demanding that piston and cylinder wall contact be wholly eliminated.
  • the following embodiments, particularly the schematic arrangements disclosed in FIGS. 12-17 disclose variations of integrated components that are configured to achieve a thermal energetical cascade following as closely as practicable idealized pressure curves of the type described with reference to the schematically illustrated curve of FIG. 4, but with substantially elevated peak pressures and temperatures.
  • a single cylinder 110 contains a single reciprocating piston 111. While the piston is shown with external grooves for labyrinth sealing or ring sealing in conjunction with a high temperature cylinder liner 53, it is to be understood that the combustion chamber design is particularly suited for incorporation of the regenerator liner 2 as hereinabefore described.
  • the large bore, short stroke reciprocator component of the compound engine is designed for high pressures and includes two connecting rods 112 connecting the single piston 111 to two counterrotating, balanced crank shafts 113.
  • the single cylinder 110 has a torrodial adiabatic combustion chamber 114 pith a central fuel injector 115.
  • the cylinder has staggered exhaust ports 116 and scavenging ports 117.
  • the counter-rotating gears interconnect the two crankshafts in a symmetrical and synchronous movement.
  • the offset intermediate gear 119 engaging one of the crankshaft gears, integrates the rotary component with the reciprocator component.
  • the epitrochoidal compressor-expander 92 is integrally coupled to the reciprocator component.
  • the compressor-expander 92 supplies the combusted chamber of the reciprocal pistons with compressed air, and is simultaneously driven by the partially expanded exhaust gases in the manner previously described.
  • a super compact, high pressure reciprocator component 125 is shown.
  • an opposed piston, single chamber reciprocator is formed with the large bore, short stroke features of the prior embodiment.
  • opposed pistons are arranged in a single combustion chamber 120 with a central liner 122 that preferably is an adiabatic regenerator 2 of the type described.
  • At opposed ends of the combustion,chamber are exhaust ports 123 and scavenging ports 124.
  • the dual pistons 111 each have a specially formulated adiabatic cap 121 that preferably comprises a regenerator with cell means such as a micropore structure for absorbing and releasing compressed air and/or pass through liquids and vapors for surface cooling of the piston cap 121 and the preignition chamber 54 formed by the recessed contour in the cap.
  • a regenerator with cell means such as a micropore structure for absorbing and releasing compressed air and/or pass through liquids and vapors for surface cooling of the piston cap 121 and the preignition chamber 54 formed by the recessed contour in the cap.
  • FIG. 9 Because the engine embodiment of FIG. 9 is most effectively operable at extremely high pressures, it is primarily suited as a high-pressure-range component to a compound engine, particularly one integrating a rotary component such as the screw of FIG. 6 or preferably the roto-compressor expander of FIGS. 3 and 8.
  • FIG. 10 is particularly sized and adapted for use for general applications, where the output shafts can be connected to an appropriate gear box or transmission for separate independent operation.
  • the connection of the reciprocator component 125 above the rotary component 92 is convenient for efficient gas flow, particularly where additional intermediate or auxiliary components are combined to enhance the basic unit.
  • the direct connection connects the compressed air exit port 126 and the combusted gas intake port 127 of the rotary component 92 with the respective intake manifold 128 and exhaust manifold 129 of the reciprocator component 125.
  • a metallic flap valve 95 insures one way passage of compressed gases.
  • a second arrangement of the compact engine is the front and back positioning shown in FIG. 11.
  • the enlarged rotary component 92 with respect to the reciprocator component 125 is particularly useful in reduced atmosphere conditions or where low pressure turbocharging is restricted.
  • the basic unit of the compound rotary-reciprocal engine can as noted include enhancements to enhance efficiency as illustrated in the schematic illustrations of the FIGS. 12 and 13.
  • the reciprocator component 125 is connected to the rotary component 92 with an intervening intercombustion chamber 131 with a compressed air by-pass circuit 132 with a control valve 133 for regulating supplemental air to the intercombustion chamber 131.
  • a thermal recuperator 140 insures that the added thermal energy to the exhaust gases is recovered in the air-gas supply 134.
  • the fuel supply 135 may also include a preheater 136 to recover waste energy of the exhaust.
  • a turbocharger 141 has been added to the thermodynamic cascade of the arrangement of FIG. 13.
  • the turbocharger effectively utilizes the low pressure expansion gases prior to exhaust through recuperator 140, to perform low end compression of the intake air.
  • An intercooler 96 is similarly provided to the compressed air to reduce the volume and temperature added by the compression.
  • thermo-energetical cascade Each component in the above described thermo-energetical cascade is designed and constructed for performance with the specific range of its operation. Thus only the reciprocator component is designed to withstand peak pressures. The rotary component and other auxiliary and intermediary components are specifically designed for their respective lower pressure operations.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ceramic Engineering (AREA)
  • Supercharger (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Un moteur thermique régénérateur appartient au domaine des moteurs à combustion interne et à mouvement alternatif, et en particulier des moteurs thermiques qui fonctionnent dans des conditions pratiquement adiabatiques grâce à une intégration efficace de composants et d'opérations nouveaux (Fig. 1). Le recours proposé aux composants céramiques pour obtenir un fonctionnement adiabatique a créé des problémes inhérents à ces matériaux et à la compatibilité de ces composants avec d'autres composants métalliques. Pour résoudre les problèmes recontrés lorsque l'on veut améliorer le rendement du moteur, un nouveau cylindre régénérateur (2) coopère avec un piston (6) agencé de façon à éviter tout contact avec la paroi du cylindre. La paroi ou revêtement régénérateur a une structure formée de cellules superficielles (4) qui reçoivent, retiennent et libèrent de l'air comprimé pendant le cycle de combustion afin d'isoler thermiquement le cylindre de la chaleur de la combustion. D'autres composants et agencements combinés permettent de générer et d'utiliser efficacement des pressions et des températures élevées de travail et d'atteindre ainsi un rendement total du moteur qui dépasse celui des systèmes conventionnels à des fins de transport et de génération stationnaire d'énergie électrique et mécanique.

Claims (12)

1. Moteur combiné à pistons rotatifs et oscillants comportant:
un groupe alternatif haute pression (1, 88, 125) ayant un cylindre (3, 110) à l'intérieur duquel au moins un piston (6, 50, 111) est mobile alternativement, le cylindre (3, 110) formant au moins en partie une chambre de combustion (101, 114, 120) pour la combustion de gaz et ayant des orifices d'admission (5, 117, 124, 128) destinés à introduire de l'air dans le cylindre et des orifices d'échappement (91, 116, 123, 129) destinés à évacuer des gaz de combustion du cylindre;
un groupe rotatif à déplacement positif moyenne pression (92) en combinaison intégrale avec le dit groupe alternatif, le dit groupe rotatif (92) ayant une section de compression unitaire (93) avec une entrée d'air et une sortie d'air comprimé (126) en communication directe avec les dits orifices d'admission (5, 117, 124, 128) du groupe alternatif, et une section de détente (94) avec une sortie de gaz de combustion et une entrée de gaz de combustion (127) en communication directe avec les dits orifices d'échappement (91, 116, 123, 129) du dit groupe alternatif;
et des moyens d'injection de carburant (20, 89, 115) destinés à injecter du carburant dans le dit cylindre (3, 110) du dit groupe alternatif (1, 88, 125);
caractérisé en ce qu'il est prévu uniquement un seul cylindre dans le groupe alternatif, et en ce que le passage d'air comprimé formé entre les orifices d'admission (5, 117, 124, 128) et la sortie d'air comprimé (126) et le passage de gaz de combustion formé entre les orifices d'échappement (91, 116, 123, 129) et l'entrée de gaz de combustion (127) ont chacun un volume inférieur au volume de déplacement du groupe alternatif.
2. Moteur selon la revendication 1, dans lequel le groupe alternatif (1) possède une chemise isolante (2, 42, 53, 122).
3. Moteur selon la revendication 2, dans lequel la chemise isolante est une chemise régénératrice (2) ayant des cellules (18) communiquant avec le cylindre (3) pour une admission et une libération périodiques de l'air comprimé.
4. Moteur selon l'une quelconque des revendications 1, 2 ou 3, dans lequel le groupe rotatif comporte une unité combinée de compresseur à vis (103) et détendeur à vis (104) à déplacement positif.
5. Moteur selon l'une quelconque des revendications 1, 2 ou 3, dans lequel le groupe rotatif comporte un compresseur détendeur épitrochoïdal combiné (92).
6. Moteur selon l'une quelconque des revendications précédentes en combinaison avec un turbo-compresseur auxiliaire (97).
7. Moteur selon l'une quelconque des revendications précédentes, dans lequel le groupe alternatif (88, 125) comporte deux pistons (6, 111) montés de manière opposée l'un à l'autre avec une chambre de combustion commune.
8. Moteur selon la revendication 7, dans lequel chaque piston (111) possède deux bielles (112), chaque bielle ayant un vilebrequin contrarotatif séparé (113).
9. Moteur selon la revendication 8, dans lequel la sortie motrice du groupe alternatif et du groupe rotatif (92) sont interconnectées par des moyens de transmission (119) afin de réunir les sorties motrices.
10. Moteur selon la revendication 9, comportant des moyens destinés à modifier le rapport d'interconnexion des moyens de transmission de puissance (119) et destinés à connecter et déconnecter la sortie motrice.
11. Moteur selon l'une quelconque des revendications 1 à 6 et comportant en outre un mécanisme de vilebrequin double et de bielle double prévu pour éliminer la poussé latérale du piston, chaque piston (50, 111) ayant deux bielles (82, 112) reliées à deux vilebrequins contrarotatifs (81.1, 81.2, 113), le dit mécanisme étant équilibré mécaniquement afin d'éliminer la poussé latérale.
12. Moteur selon l'une quelconque des revendications précédentes, dans lequel une soupape anti-retour (95) est prévue entre la sortie d'air comprimé de la section de compression et les orifices d'admission du groupe alternatif afin d'empêcher le retour de l'air comprimé et du gaz de combustion dans la section de compression.
EP86902085A 1985-01-29 1986-01-27 Machine a pistons rotatifs et oscillants Expired - Lifetime EP0211076B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86902085T ATE62059T1 (de) 1985-01-29 1986-01-27 Rotierende und reziprokierende verbundmaschine.

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
US69602285A 1985-01-29 1985-01-29
US696022 1985-12-05
US805184 1985-12-05
US06/805,184 US4791787A (en) 1985-12-05 1985-12-05 Regenerative thermal engine
CA000544927A CA1324542C (fr) 1985-01-29 1987-08-20 Moteur thermique a regeneration

Publications (3)

Publication Number Publication Date
EP0211076A1 EP0211076A1 (fr) 1987-02-25
EP0211076A4 EP0211076A4 (fr) 1987-10-08
EP0211076B1 true EP0211076B1 (fr) 1991-03-27

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP86902085A Expired - Lifetime EP0211076B1 (fr) 1985-01-29 1986-01-27 Machine a pistons rotatifs et oscillants

Country Status (4)

Country Link
EP (1) EP0211076B1 (fr)
AU (1) AU595795B2 (fr)
CA (1) CA1324542C (fr)
WO (1) WO1986004388A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4964275A (en) * 1987-12-14 1990-10-23 Paul Marius A Multicylinder compound engine
US4843821A (en) * 1987-12-14 1989-07-04 Paul Marius A Multicylinder compound engine
US4876988A (en) * 1988-06-13 1989-10-31 Paul Marius A Combined fuel engine
US5058537A (en) * 1989-04-21 1991-10-22 Paul Marius A Optimized high pressure internal combustion engines

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3000145A1 (de) * 1980-01-04 1981-07-09 Hermann 7033 Herrenberg Kempter Vorrichtung zur aufladung einer brennkraftmaschine

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Publication number Priority date Publication date Assignee Title
US1814781A (en) * 1927-05-04 1931-07-14 Ass Elect Ind Internal combustion engine
US2620621A (en) * 1946-04-06 1952-12-09 Nettel Frederick Diesel engine having controllable auxiliary burner means to supplement exhaust gas fed to turbocharger
US2712812A (en) * 1951-06-26 1955-07-12 Ruckstell Corp Engine cylinder
DE2306039A1 (de) * 1973-02-08 1974-08-15 Hermann Schwan Verfahren zur besseren verbrennung und nutzung von treibstoff in otto- und diesel - motoren, explosionsgeraeuschdaempfend, mittels poroesem material und spezialkolben
US4070998A (en) * 1975-10-24 1978-01-31 Grow Harlow B Compression ignition control pressure heat engine
US4291535A (en) * 1978-09-11 1981-09-29 Caterpillar Tractor Co. Method and apparatus avoiding blowdown losses in compound engines
US4398527A (en) * 1980-08-22 1983-08-16 Chevron Research Company Internal combustion engine having manifold and combustion surfaces coated with a foam

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
DE3000145A1 (de) * 1980-01-04 1981-07-09 Hermann 7033 Herrenberg Kempter Vorrichtung zur aufladung einer brennkraftmaschine

Also Published As

Publication number Publication date
AU5628586A (en) 1986-08-13
EP0211076A4 (fr) 1987-10-08
AU595795B2 (en) 1990-04-12
WO1986004388A1 (fr) 1986-07-31
EP0211076A1 (fr) 1987-02-25
CA1324542C (fr) 1993-11-23

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